[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
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COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
PETER A. DeFAZIO, Oregon, Chair
SAM GRAVES, Missouri ELEANOR HOLMES NORTON,
DON YOUNG, Alaska District of Columbia
ERIC A. ``RICK'' CRAWFORD, Arkansas EDDIE BERNICE JOHNSON, Texas
BOB GIBBS, Ohio RICK LARSEN, Washington
DANIEL WEBSTER, Florida GRACE F. NAPOLITANO, California
THOMAS MASSIE, Kentucky STEVE COHEN, Tennessee
SCOTT PERRY, Pennsylvania ALBIO SIRES, New Jersey
RODNEY DAVIS, Illinois JOHN GARAMENDI, California
JOHN KATKO, New York HENRY C. ``HANK'' JOHNSON, Jr.,
BRIAN BABIN, Texas Georgia
GARRET GRAVES, Louisiana ANDRE CARSON, Indiana
DAVID ROUZER, North Carolina DINA TITUS, Nevada
MIKE BOST, Illinois SEAN PATRICK MALONEY, New York
RANDY K. WEBER, Sr., Texas JARED HUFFMAN, California
DOUG LaMALFA, California JULIA BROWNLEY, California
BRUCE WESTERMAN, Arkansas FREDERICA S. WILSON, Florida
BRIAN J. MAST, Florida DONALD M. PAYNE, Jr., New Jersey
MIKE GALLAGHER, Wisconsin ALAN S. LOWENTHAL, California
BRIAN K. FITZPATRICK, Pennsylvania MARK DeSAULNIER, California
JENNIFFER GONZALEZ-COLON, STEPHEN F. LYNCH, Massachusetts
Puerto Rico SALUD O. CARBAJAL, California
TROY BALDERSON, Ohio ANTHONY G. BROWN, Maryland
PETE STAUBER, Minnesota TOM MALINOWSKI, New Jersey
TIM BURCHETT, Tennessee GREG STANTON, Arizona
DUSTY JOHNSON, South Dakota COLIN Z. ALLRED, Texas
JEFFERSON VAN DREW, New Jersey SHARICE DAVIDS, Kansas, Vice Chair
MICHAEL GUEST, Mississippi JESUS G. ``CHUY'' GARCIA, Illinois
TROY E. NEHLS, Texas ANTONIO DELGADO, New York
NANCY MACE, South Carolina CHRIS PAPPAS, New Hampshire
NICOLE MALLIOTAKIS, New York CONOR LAMB, Pennsylvania
BETH VAN DUYNE, Texas SETH MOULTON, Massachusetts
CARLOS A. GIMENEZ, Florida JAKE AUCHINCLOSS, Massachusetts
MICHELLE STEEL, California CAROLYN BOURDEAUX, Georgia
KAIALI`I KAHELE, Hawaii
MARILYN STRICKLAND, Washington
NIKEMA WILLIAMS, Georgia
MARIE NEWMAN, Illinois
Vacancy
CONTENTS
Page
Summary of Subject Matter........................................ ix
STATEMENTS OF MEMBERS OF THE COMMITTEE
Hon. Peter A. DeFazio, a Representative in Congress from the
State of Oregon, and Chair, Committee on Transportation and
Infrastructure, opening statement.............................. 1
Prepared statement........................................... 3
Hon. Sam Graves, a Representative in Congress from the State of
Missouri, and Ranking Member, Committee on Transportation and
Infrastructure, opening statement.............................. 4
Prepared statement........................................... 4
Hon. Rick Larsen, a Representative in Congress from the State of
Washington, prepared statement................................. 203
MEMBER TESTIMONY
Hon. Zoe Lofgren, a Representative in Congress from the State of
California, oral statement..................................... 5
Prepared statement........................................... 6
Hon. Robert J. Wittman, a Representative in Congress from the
Commonwealth of Virginia, oral statement....................... 7
Prepared statement........................................... 9
Hon. Marcy Kaptur, a Representative in Congress from the State of
Ohio, oral statement........................................... 11
Prepared statement........................................... 15
Hon. John B. Larson, a Representative in Congress from the State
of Connecticut, oral statement................................. 17
Prepared statement........................................... 19
Hon. Earl Blumenauer, a Representative in Congress from the State
of Oregon, oral statement...................................... 20
Prepared statement........................................... 21
Hon. Derek Kilmer, a Representative in Congress from the State of
Washington, oral statement..................................... 22
Prepared statement........................................... 26
Hon. Bill Pascrell, Jr., a Representative in Congress from the
State of New Jersey, oral statement............................ 27
Prepared statement........................................... 29
Hon. Larry Bucshon, a Representative in Congress from the State
of Indiana, oral statement..................................... 30
Prepared statement........................................... 31
Hon. Scott H. Peters, a Representative in Congress from the State
of California, oral statement.................................. 34
Prepared statement........................................... 36
Hon. Robert C. ``Bobby'' Scott, a Representative in Congress from
the Commonwealth of Virginia, oral statement................... 38
Prepared statement........................................... 39
Hon. Jim Costa, a Representative in Congress from the State of
California, oral statement..................................... 40
Prepared statement........................................... 42
Hon. Rosa L. DeLauro, a Representative in Congress from the State
of Connecticut, oral statement................................. 43
Prepared statement........................................... 45
Hon. Jodey C. Arrington, a Representative in Congress from the
State of Texas, oral statement................................. 46
Prepared statement........................................... 47
Hon. Kurt Schrader, a Representative in Congress from the State
of Oregon, oral statement...................................... 48
Prepared statement........................................... 49
Hon. Katie Porter, a Representative in Congress from the State of
California, oral statement..................................... 50
Prepared statement........................................... 51
Hon. Dean Phillips, a Representative in Congress from the State
of Minnesota, oral statement................................... 53
Prepared statement........................................... 54
Hon. Cheri Bustos, a Representative in Congress from the State of
Illinois, oral statement....................................... 55
Prepared statement........................................... 56
Hon. Grace Meng, a Representative in Congress from the State of
New York, oral statement....................................... 57
Prepared statement........................................... 59
Hon. Jim Hagedorn, a Representative in Congress from the State of
Minnesota, oral statement...................................... 59
Prepared statement........................................... 61
Hon. Michael Cloud, a Representative in Congress from the State
of Texas, oral statement....................................... 63
Prepared statement........................................... 64
Hon. Josh Gottheimer, a Representative in Congress from the State
of New Jersey, oral statement.................................. 65
Prepared statement........................................... 67
Hon. Fred Keller, a Representative in Congress from the
Commonwealth of Pennsylvania, oral statement................... 68
Prepared statement........................................... 69
Hon. Lizzie Fletcher, a Representative in Congress from the State
of Texas, oral statement....................................... 70
Prepared statement........................................... 72
Hon. Mike Quigley, a Representative in Congress from the State of
Illinois, oral statement....................................... 73
Prepared statement........................................... 75
Hon. Virginia Foxx, a Representative in Congress from the State
of North Carolina, oral statement.............................. 76
Prepared statement........................................... 77
Hon. Young Kim, a Representative in Congress from the State of
California, oral statement..................................... 78
Prepared statement........................................... 79
Hon. Karen Bass, a Representative in Congress from the State of
California, oral statement..................................... 80
Prepared statement........................................... 81
Hon. Alma S. Adams, a Representative in Congress from the State
of North Carolina, oral statement.............................. 83
Prepared statement........................................... 84
Hon. Brad Sherman, a Representative in Congress from the State of
California, oral statement..................................... 85
Prepared statement........................................... 86
Hon. Kim Schrier, a Representative in Congress from the State of
Washington, oral statement..................................... 87
Prepared statement........................................... 88
Hon. Chris Jacobs, a Representative in Congress from the State of
New York, oral statement....................................... 91
Prepared statement........................................... 94
Hon. Tracey Mann, a Representative in Congress from the State of
Kansas, oral statement......................................... 95
Prepared statement........................................... 96
Hon. Brian Higgins, a Representative in Congress from the State
of New York, oral statement.................................... 97
Prepared statement........................................... 98
Hon. Elaine G. Luria, a Representative in Congress from the
Commonwealth of Virginia, oral statement....................... 99
Prepared statement........................................... 100
Hon. Ed Case, a Representative in Congress from the State of
Hawaii, oral statement......................................... 102
Prepared statement........................................... 103
Hon. Veronica Escobar, a Representative in Congress from the
State of Texas, oral statement................................. 105
Prepared statement........................................... 106
Hon. Adriano Espaillat, a Representative in Congress from the
State of New York, oral statement.............................. 107
Prepared statement........................................... 109
Hon. David N. Cicilline, a Representative in Congress from the
State of Rhode Island, oral statement.......................... 110
Prepared statement........................................... 112
Hon. Mikie Sherrill, a Representative in Congress from the State
of New Jersey, oral statement.................................. 113
Prepared statement........................................... 115
Hon. Nanette Diaz Barragan, a Representative in Congress from the
State of California, oral statement............................ 116
Prepared statement........................................... 117
Hon. Mondaire Jones, a Representative in Congress from the State
of New York, oral statement.................................... 118
Prepared statement........................................... 120
Hon. Teresa Leger Fernandez, a Representative in Congress from
the State of New Mexico, oral statement........................ 121
Prepared statement........................................... 123
Hon. Al Green, a Representative in Congress from the State of
Texas, oral statement.......................................... 124
Prepared statement........................................... 126
Hon. Jamaal Bowman, a Representative in Congress from the State
of New York, oral statement.................................... 131
Prepared statement........................................... 133
Hon. Lauren Underwood, a Representative in Congress from the
State of Illinois, oral statement.............................. 134
Prepared statement........................................... 135
Hon. Mike Levin, a Representative in Congress from the State of
California, oral statement..................................... 136
Prepared statement........................................... 138
Hon. Pramila Jayapal, a Representative in Congress from the State
of Washington, oral statement.................................. 139
Prepared statement........................................... 140
Hon. Angie Craig, a Representative in Congress from the State of
Minnesota, oral statement...................................... 141
Prepared statement........................................... 143
Hon. Joe Neguse, a Representative in Congress from the State of
Colorado, oral statement....................................... 144
Prepared statement........................................... 146
Hon. Paul Tonko, a Representative in Congress from the State of
New York, oral statement....................................... 148
Prepared statement........................................... 149
Hon. Haley M. Stevens, a Representative in Congress from the
State of Michigan, oral statement.............................. 150
Prepared statement........................................... 154
Hon. Linda T. Sanchez, a Representative in Congress from the
State of California, oral statement............................ 155
Prepared statement........................................... 156
Hon. Matthew M. Rosendale, Sr., a Representative in Congress from
the State of Montana, oral statement........................... 157
Prepared statement........................................... 158
Hon. Mary Gay Scanlon, a Representative in Congress from the
Commonwealth of Pennsylvania, oral statement................... 158
Prepared statement........................................... 160
Hon. Tom O'Halleran, a Representative in Congress from the State
of Arizona, oral statement..................................... 161
Prepared statement........................................... 162
Hon. Andy Levin, a Representative in Congress from the State of
Michigan, oral statement....................................... 163
Prepared statement........................................... 164
Hon. Brenda L. Lawrence, a Representative in Congress from the
State of Michigan, oral statement.............................. 165
Prepared statement........................................... 166
Hon. Lori Trahan, a Representative in Congress from the
Commonwealth of Massachusetts, oral statement.................. 167
Prepared statement........................................... 169
Hon. Tim Ryan, a Representative in Congress from the State of
Ohio, oral statement........................................... 170
Prepared statement........................................... 172
Hon. Stacey E. Plaskett, a Delegate in Congress from the Virgin
Islands, oral statement........................................ 173
Prepared statement........................................... 175
Hon. Bradley Scott Schneider, a Representative in Congress from
the State of Illinois, oral statement.......................... 177
Prepared statement........................................... 178
Hon. Frank J. Mrvan, a Representative in Congress from the State
of Indiana, oral statement..................................... 179
Prepared statement........................................... 181
Hon. Gwen Moore, a Representative in Congress from the State of
Wisconsin, oral statement...................................... 182
Prepared statement........................................... 184
SUBMISSIONS FOR THE RECORD
Chart, U.S. Median Household Income per Congressional District,
Submitted for the Record by Hon. Marcy Kaptur.................. 13
Build Back Better Act--Fact Sheet, Submitted for the Record by
Hon. Derek Kilmer.............................................. 24
Letter of January 7, 2021, from the Allied Building Metal
Industries et al., Submitted for the Record by Hon. Chris
Jacobs......................................................... 92
Aerial View and Map of the Beck Road Project, Submitted for the
Record by Hon. Haley M. Stevens................................ 152
Letter of April 14, 2021, from the Congressional Steel Caucus,
Submitted for the Record by Hon. Frank J. Mrvan................ 180
Letter of April 14, 2021, from the Agricultural and Food
Transporters Conference et al., Submitted for the Record by
Hon. Troy Balderson............................................ 187
Prepared statements from the following Members of Congress:
Hon. Sanford D. Bishop, Jr., a Representative in Congress
from the State of Georgia.................................. 189
Hon. Ted Budd, a Representative in Congress from the State of
North Carolina............................................. 190
Hon. Tony Cardenas, a Representative in Congress from the
State of California........................................ 191
Hon. Matt Cartwright, a Representative in Congress from the
Commonwealth of Pennsylvania............................... 191
Hon. Gerald E. Connolly, a Representative in Congress from
the Commonwealth of Virginia............................... 192
Hon. Charlie Crist, a Representative in Congress from the
State of Florida........................................... 193
Hon. Danny K. Davis, a Representative in Congress from the
State of Illinois.......................................... 196
Hon. Sylvia R. Garcia, a Representative in Congress from the
State of Texas............................................. 197
Hon. H. Morgan Griffith, a Representative in Congress from
the Commonwealth of Virginia............................... 197
Hon. Raul M. Grijalva, a Representative in Congress from the
State of Arizona........................................... 198
Hon. Jahana Hayes, a Representative in Congress from the
State of Connecticut....................................... 200
Hon. Kevin Hern, a Representative in Congress from the State
of Oklahoma................................................ 201
Hon. Carolyn B. Maloney, a Representative in Congress from
the State of New York...................................... 207
Hon. Carol D. Miller, a Representative in Congress from the
State of West Virginia..................................... 208
Hon. Jimmy Panetta, a Representative in Congress from the
State of California........................................ 208
Hon. Harold Rogers, a Representative in Congress from the
Commonwealth of Kentucky................................... 209
Hon. Michael F.Q. San Nicolas, a Delegate in Congress from
Guam....................................................... 212
Hon. Jackie Speier, a Representative in Congress from the
State of California........................................ 213
Hon. Filemon Vela, a Representative in Congress from the
State of Texas............................................. 214
[GRAPHICS NOT AVAILABLE IN TIFF FORMAT]
April 9, 2021
SUMMARY OF SUBJECT MATTER
TO: LMembers, Committee on Transportation and
Infrastructure
FROM: LStaff, Committee on Transportation and
Infrastructure
RE: LFull Committee Hearing on ``Committee on
Transportation and Infrastructure Members' Day''
_______________________________________________________________________
PURPOSE
The Committee on Transportation and Infrastructure (T&I
Committee) will meet on Wednesday, April 14, 2021, at 11:00
a.m. EDT in 2167 Rayburn House Office Building and via Zoom to
receive testimony related to ``Committee on Transportation and
Infrastructure Members' Day.'' Pursuant to Section 3(a) of H.
Res. 8, the purpose of this hearing is to provide Members of
Congress not on the T&I Committee an opportunity to testify
before the T&I Committee on the Member's policy priorities
within the Committee's jurisdiction.
BACKGROUND
T&I COMMITTEE JURISDICTION
The T&I Committee has broad jurisdiction over all modes of
transportation and numerous types of infrastructure programs
and funding, which is overseen as delineated below by six
subcommittees.
SUBCOMMITTEE ON AVIATION:
The Subcommittee on Aviation has jurisdiction over all
matters relating to civil aviation, including airport
infrastructure, the air traffic control system, aviation
safety, aviation noise, economic regulation of airlines,
international aviation relations of the United States, war risk
insurance, labor-management relations involving airlines and
their employees; and the operation and administration of the
Federal Aviation Administration (FAA) and the National
Transportation Safety Board (NTSB).
SUBCOMMITTEE ON COAST GUARD AND MARITIME TRANSPORTATION:
The Subcommittee on Coast Guard and Maritime Transportation
has jurisdiction over all matters relating to the Coast Guard,
including merchant vessel, fishing vessel, and recreational
vessel safety; vessel navigation and related laws; rules and
international arrangements to prevent collisions at sea; and
oil spill laws and associated financial responsibility
requirements.
The Subcommittee also has jurisdiction over matters
relating to the Maritime Administration, including ports,
passenger vessels, international maritime activities, and
intermodal transportation, except those matters related to
national security. Finally, measures relating to the Federal
Maritime Commission, including matters involving water carriers
in domestic and international trade, fall within the
Subcommittee's jurisdiction.
SUBCOMMITTEE ON ECONOMIC DEVELOPMENT, PUBLIC BUILDINGS, AND EMERGENCY
MANAGEMENT:
The Subcommittee on Economic Development, Public Buildings,
and Emergency Management is responsible for economic
development for economically distressed urban and rural areas,
including programs administered by the Economic Development
Administration, the Appalachian Regional Commission, the Delta
Regional Authority, and the Denali Commission; economic
adjustment, including assistance to communities needing relief
due to natural disasters and military base closures; and
general infrastructure issues.
Additionally, it has jurisdiction over the purchase,
construction, repair, alteration, operation, and maintenance of
federally owned or leased buildings and United States
courthouses controlled by the General Services Administration;
matters relating to the Capitol buildings and the Senate and
House office buildings; and construction, maintenance, and care
of the buildings and grounds of the Botanic Gardens, the
Library of Congress, the Smithsonian Institution, and the John
F. Kennedy Center for the Performing Arts.
Lastly, the Subcommittee covers Federal management of
emergencies and natural disasters, including disaster
mitigation, preparedness, response, and recovery.
SUBCOMMITTEE ON HIGHWAYS AND TRANSIT:
The Subcommittee on Highways and Transit is responsible for
the development of federal surface transportation policy and
the authorization of programs for the construction and
improvement of highway and transit facilities, highway and
transit safety, commercial motor vehicle and driver safety, and
research and innovation programs. Related to these
responsibilities, the Subcommittee has jurisdiction over the
following modal administrations and offices within the U.S.
Department of Transportation: Federal Highway Administration
(FHWA); Federal Transit Administration (FTA); Federal Motor
Carrier Safety Administration (FMCSA); National Highway Traffic
Safety Administration (NHTSA) (partial); Office of the
Assistant Secretary for Research and Technology; National
Surface Transportation and Innovative Finance Bureau; and
Office of the Secretary of Transportation (OST).
SUBCOMMITTEE ON RAILROADS, PIPELINES, AND HAZARDOUS MATERIALS:
The Subcommittee on Railroads, Pipelines, and Hazardous
Materials exercises jurisdiction over the programs and
activities of two U.S. Department of Transportation (DOT) modal
administrations: the Federal Railroad Administration (FRA), and
the Pipeline and Hazardous Materials Safety Administration
(PHMSA). The jurisdiction of the Subcommittee includes all
federal laws and programs regulating railroad transportation,
including railroad safety, rail infrastructure programs,
economic regulation, railroad labor laws, and the non-revenue
aspects of the federal railroad retirement and railroad
unemployment systems. The jurisdiction of the Subcommittee also
includes all federal laws and programs regulating the safety of
gas and liquid pipelines and the safety of transporting
material and freight that has been classified as hazardous,
regardless of the mode of transportation.
Agencies and other establishments outside the DOT whose
rail-related activities fall within the Subcommittee
jurisdiction include: Surface Transportation Board (STB);
Amtrak; Amtrak Inspector General (IG); Northeast Corridor (NEC)
Commission; Railroad Retirement Board (RRB); Railroad
Retirement Board Inspector General (RRB IG); National Railroad
Retirement Investment Trust; and National Mediation Board
(NMB).
SUBCOMMITTEE ON WATER RESOURCES AND ENVIRONMENT:
The jurisdiction of the Subcommittee on Water Resources and
Environment consists generally of matters relating to water
resources development, conservation and management, water
pollution control and water infrastructure, and hazardous waste
cleanup.
Issues under the Subcommittee include: water resources
programs (projects and regulations)--U.S. Army Corps of
Engineers (Corps); Clean Water Act, water infrastructure and
watershed protection programs--Environmental Protection Agency
(EPA); Clean Water Act, regulatory authorities--EPA and Corps;
Superfund and Brownfields revitalization--EPA; ocean dumping--
EPA and Corps; oil pollution--EPA and Coast Guard; Tennessee
Valley Authority (TVA); Great Lakes-Saint Lawrence Seaway
Development Corporation--DOT; National Resources Conservation
Service's Small Watershed Program--U.S. Department of
Agriculture; deepwater ports--EPA, Coast Guard, Corps;
invasive/aquatic nuisance species/harmful algal blooms--EPA,
Coast Guard, Corps, and other agencies; coastal pollution and
coastal zone management--EPA and National Oceanic and
Atmospheric Administration (NOAA); natural resource damages--
NOAA, Department of the Interior (DOI), and other agencies;
groundwater protection--primarily EPA and Corps; water
resources policy--multiple agencies; toxic substances and
public health--Agency for Toxic Substances and Disease Registry
(ATSDR); and boundary water issues between the United States
and Mexico--the International Boundary and Water Commission
(IBWC) at the U.S. Department of State.
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE MEMBERS' DAY HEARING
----------
WEDNESDAY, APRIL 14, 2021
House of Representatives,
Committee on Transportation and Infrastructure,
Washington, DC.
The committee met, pursuant to call, at 11:06 a.m. in room
2167 Rayburn House Office Building and via Zoom, Hon. Peter A.
DeFazio (Chairman of the committee) presiding.
Mr. DeFazio. The Committee on Transportation and
Infrastructure will come to order.
I ask unanimous consent the chair be authorized to declare
a recess at any time during today's hearing.
Without objection, so ordered.
As a reminder, it is the responsibility of each Member
seeking recognition to unmute their microphone prior to
speaking, and to keep their microphone muted when not speaking
to avoid inadvertent background noise. If I hear any
inadvertent background noise, I will yell at you.
If a Member is experiencing any technical issues, please
inform committee staff as soon as possible so you can have
assistance.
And to put a document in the record, please have your staff
email documents to [email protected].
Welcome to our Members' Day hearing, which is an
opportunity for our House colleagues who do not serve on this
committee, the largest committee in Congress--but there are
still a few of you--to testify on either individual project
priorities or policy priorities that they would like to see in
the infrastructure package.
We must pass a surface transportation bill before October
1st of this year. We must. It has been far too long that we've
kicked the can down the road. Even with the last bill, the FAST
Act and predecessors, we need a much more robust program to
deal with our deficient, collapsing infrastructure.
This couldn't be happening at a more critical time. I think
it is really finally time to go big and bold, and to move
beyond the Eisenhower era of infrastructure. Essentially, we
are working off Eisenhower 7.0; it is time to move to a 21st-
century approach, an approach that will create millions of
good-paying jobs; restore global competitiveness; unleash our
economic potential; make people's lives better; communities
safer, more equitable, affordable, livable; and move--
critically, move our country toward a clean energy future, in
concert with the private sector, which is already moving that
way, and cut carbon pollution from transportation, which is the
single largest contributor to carbon pollution created by the
United States of America.
Many of these goals have been before us and have been an
aspiration of many of us on this committee for years. And last
year it was reflected in the very ambitious Moving Forward Act
that we passed in the House, with our section being the INVEST
Act, the largest single section of that bill.
So after fits and starts in Congress in recent
administrations--President Obama killed a major surface bill 12
years ago, President Trump held seven fake infrastructure
weeks. It became a bad joke in DC, something like ``Groundhog
Day,'' I guess. And even though we passed an ambitious bill in
the House, the Senate could do nothing but status quo, and it
was even hard to get them to status quo. That can't continue.
It is not just that we need to modernize what we have, and
build for the future, we also have to consider that, despite
recent improvements in the economy, we are still down more than
8 million jobs in the economy. And that is using the defective
current measures, which doesn't include discouraged workers and
others who would like to have good-paying jobs working on
rebuilding the Nation's infrastructure, given the proper
training. So there is, obviously, going to be a worker training
component to this, too.
I support the President's American Jobs Plan. Thus far it
is a 25-page outline. We have been in constant communication
with the White House and Department of Transportation,
receiving suggestions from them on further steps. And now it
will be up to us to put the details in place. A large portion
of the plan that will benefit communities of all sizes, all
sizes, from major metropolitan areas, mid-sized cities, and
rural areas who have been often left behind in our past
attempts at infrastructure, and the jobs components that could
follow from this.
I represent a district in southwest Oregon where the
benefits have not flowed to a very large portion of my
district, and they have tremendous infrastructure needs there.
Small cities and rural areas have transit needs with
communities aging in place. All those things are addressed in
this bill.
Social equity is addressed in this bill. The President has
proposed a new program to deal with the fact that there was
intentional design to divide communities of color because there
was less resistance to, or less capability of resisting,
freeways which divided communities through cities in those
communities. Now that infrastructure is aging out. He pointed
out one in his address, which is in New Orleans. It is a
skyway. It is going to fall down soon. We got to replace it. It
could be replaced in a way that rejoins that community,
restores social equity and vibrancy to that community, and
continues to, in better ways, facilitate the same or better
throughput of traffic.
So we have some very, very unique opportunities for me. We
don't always agree on this committee, but we share a lot of
goals, regardless of which side of the aisle you are on. We
have a proven track record of achieving results, and now we are
inviting all of our House colleagues to join as we demonstrate
to the American people that their Government is still capable
of working together, taking responsible action to complete
critical projects, create good-paying jobs, bolster U.S.
industry, save lives, preserve affordable access to
transportation and water infrastructure, protect our natural
resources, make smart investments--21st-century investments--to
mitigate and adapt to climate change.
And thanks to all the Members today who are going to come
before the committee.
[Mr. DeFazio's prepared statement follows:]
Prepared Statement of Hon. Peter A. DeFazio, a Representative in
Congress from the State of Oregon, and Chair, Committee on
Transportation and Infrastructure
Welcome to our Members' Day Hearing, which is an opportunity for
our House colleagues to appear before the Committee to testify about
their infrastructure priorities. As of this morning more than 70
members, both Democrat and Republican, have signed up to speak, a
pretty good indication of the appetite for action.
Of course, this hearing could not be happening at a more critical
time. After decades of underinvestment and inattention to the state of
our nation's roads, bridges, transit, rail, wastewater and so much
more, the stars have aligned to go big and bold on infrastructure and
finally bring our systems out of the Eisenhower era. This is a moment
more than 70 years in the making, and if done right, it's an incredible
opportunity to:
Create millions of good-paying jobs and rebuild the
middle class;
Restore our global competitiveness and unleash our
economic potential;
Make people's lives better and our communities safer and
more equitable, affordable, and livable;
And critically, move our country toward a clean energy
future in concert with the private sector--which is already moving that
way--and cut carbon pollution from the transportation sector, which is
the number one source of emissions in the United States.
These goals are something my Committee colleagues and I have worked
on a lot over the years--and it culminated in our very ambitious bill,
the Moving Forward Act, that we passed in the House last year.
Unfortunately, that effort hit a brick wall in the Republican-led, Do-
Nothing Senate.
So, after fits and starts in Congress and in recent
administrations--including the seven fake Infrastructure Weeks under
the previous White House--I'm incredibly encouraged by the fact that
the current administration has made rebuilding our infrastructure a top
priority.
It's not just that we need to modernize what we have and build for
the future: We must also consider that despite recent improvements in
the economy, the fact is, we're still down more than 8 million jobs
compared to pre-pandemic levels. And even well before the pandemic,
this country has suffered from a lack of good-paying, middle class
jobs. I strongly believe that rebuilding and re-imagining our
infrastructure is hands down the best tool we have to usher in American
manufacturing's second act.
That's why I support the president's American Jobs Plan, which
gives Congress the broad strokes of where the administration wants to
go.
It's now up to this Committee to put the details into place on a
large portion of that plan in a way that benefits communities of all
sizes, from major metropolitan areas, to mid-sized cities, to rural
communities, like much of the district I represent in Southwest Oregon.
Americans across this country absolutely want Congress to act. That
much is clear.
That effort moves forward with today's hearing, which will help
inform our must-pass surface transportation reauthorization bill, which
is the heart of any infrastructure plan and something I intend to
introduce and move through this Committee in a matter of weeks.
I appreciate the Committee's Ranking Member Sam Graves for our
ongoing dialogue and for working with me on including Member Designated
Projects in our surface bill. Making sure members can directly advocate
for their districts--as we'll hear a lot of today--is key. Just like I
know my district better than someone at a federal agency and am held
accountable by my constituents, so do the members we'll hear from
today.
I know that Members of our Committee share a lot of goals,
regardless of which side of the aisle you're on, and we have a proven
track record of achieving results. Now we invite all of our House
colleagues to join as we demonstrate to the American people that their
government is still capable of working together and taking responsible
action to complete critical projects, create good paying jobs, bolster
U.S. industries, save lives, preserve affordable access to
transportation and water infrastructure, protect our natural resources,
and make smart investments to mitigate and adapt to climate change.
Thank you to all Members who have made time to come before the
Committee today. I look forward to your testimony.
Mr. DeFazio. With that, I recognize the ranking member, Sam
Graves.
Mr. Graves of Missouri. Thank you, Mr. Chairman. I
appreciate the opportunity, I appreciate the hearing, as well,
and I look forward to hearing from all of our Members about
their policy priorities ahead of our upcoming surface
transportation markup that is going to happen in May.
We ultimately want to work together on a bipartisan bill,
but that does require commitment from both sides.
But I do appreciate my colleagues taking the time to be
with us today. I think we have a lot that are going to testify,
and so I am not going to take up any more time. But I do
appreciate them taking the time.
[Mr. Graves of Missouri's prepared statement follows:]
Prepared Statement of Hon. Sam Graves, a Representative in Congress
from the State of Missouri, and Ranking Member, Committee on
Transportation and Infrastructure
Thank you, Chair DeFazio.
I look forward to hearing from Members about their policy
priorities ahead of our upcoming surface transportation markup in May.
We ultimately want to work together on a bipartisan bill, but that
requires a commitment from all sides.
I appreciate my colleagues taking time to visit with us today and
thank you again for being here.
With that, I yield back.
Mr. Graves of Missouri. With that, I yield back.
Mr. DeFazio. Well, I thank the gentleman for his brevity.
He has outshone me there. But in any case, I look forward to
working with him, and we look forward to hearing from our
colleagues.
So Members appearing before the committee today will have 5
minutes to give their oral testimony.
Without objection, their written statements will be
included in the record.
Given the number of Members appearing before the committee
today, and out of consideration for our colleagues' time, I ask
unanimous consent that members of the committee be given 2
minutes each to question our Member witnesses following their
statements.
Without objection, so ordered.
As we go through the hearing, I will call out the order of
the new witnesses, so Members can be prepared to testify when
recognized.
The first witnesses will be Representatives Lofgren,
Wittman, Kaptur, Larson--s-o-n--and Blumenauer.
With that, Representative Lofgren, you are recognized for 5
minutes.
TESTIMONY OF HON. ZOE LOFGREN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Ms. Lofgren. Thank you, Mr. Chairman and Ranking Member
Graves, for this opportunity to participate. My statement today
focuses on reconciling the needs of growing residential
communities and cities with increased rail activity.
Congress has long recognized the benefits of rail as a
means of mass transit and efficient shipping. However, as
cities become more densely populated, and rail traffic
increases, I urge the committee to examine the need for reforms
in this area to ensure that railroad companies do not pose an
extreme nuisance or, even worse yet, a danger to the
communities they pass through.
The historic San Jose neighborhoods of Japantown and
Hensley in my district are located along the Union Pacific
Railroad Warm Springs Corridor. In 2018, Union Pacific told the
community that they were going to increase services throughout
the day and add train service at night. And since February 1st
of 2019, Union Pacific has been running trains in the area at
nighttime, including but not limited to 5:30 p.m., 7 p.m., 10
p.m., 11:30 p.m., 12:30 a.m., 2 a.m., and 4 a.m.
And, as required by the FRA, conductors use their horns in
a standardized manner. When approaching street crossings, they
blast four horn blasts that are between 96 and 110 decibels.
This is the equivalent of the sound of a jet taking off, or a
rock concert. The train horn severely disrupts evening
activities. They wake up residents on a nightly basis.
There are approximately 11,415 residents living in the
impacted area. And with additional housing that was approved
prior to the expansion of rail service, there will be thousands
more.
In 2020 the pandemic further compounded the problem as
constituents complied with stay-at-home orders. In addition to
lowering productivity, the effects of noise pollution, sleep
deprivation, and stress are known to have long-term health
consequences.
Local and State-elected officials, community members, and
even my office have made attempts to discuss the schedule
change and train horn noise issue with UP. In fact, the mayor
of San Jose and I spoke to the chairman of Union Pacific to no
avail.
Due to FRA requirements to use the train horn in
residential areas, and the lack of legal obligations on
railroad companies to make schedule modifications, even in
circumstances such as the one described, Union Pacific has
continued to carry out its increased service schedule.
Train horns are an important element in preventing injuries
and fatalities. But, as evidenced by the thousands of calls and
letters I have received from my constituents in the last 3
years, they can also be detrimental to the community.
I urge the committee to examine new and emerging
technologies and methods that could be used to mitigate the
negative impact of horns on communities near railroad tracks
and alternatives to traditional horns.
And I also urge you to look at the increase in train
activities in growing communities like the ones in my district,
which pose a significant safety risk.
San Jose's Japantown is one of the last three surviving
Japantowns in the United States, and a popular destination for
both locals and the region. It is known for its rich culture
and unique small businesses. There are several high-density,
mixed-use developments around the rail crossings in this area,
which cause an influx of pedestrian and vehicular activities.
The city of San Jose and local residents have shared
concern about the lack of sufficient rail crossing safety
measures as train service in the area has increased. One of the
crossings is lacking complete railroad crossing vehicle gates,
and all of the crossings are lacking pedestrian treatments,
which is why I will be seeking Member-designated project
request assistance from the committee to allow the city to
build out the superior safety measures that will reduce the
potential for train incidents with vehicles and pedestrians.
I thank the committee for allowing me to speak, and also I
know that it is a long day for committee members to listen to
your colleagues. But it is appreciated that you would take this
time to listen to us, who are not on the committee, but have
issues of concern to you.
And with that, Mr. Chairman, I yield back.
[Ms. Lofgren's prepared statement follows:]
Prepared Statement of Hon. Zoe Lofgren, a Representative in Congress
from the State of California
Thank you Chairman DeFazio and Ranking Member Graves for the
opportunity to participate in today's hearing.
My statement today focuses on reconciling the needs of growing
residential communities and cities with increased rail activity.
Congress has long recognized the benefits of rail as a means of mass
transit and efficient shipping. However, as cities becomes more densely
populated and rail traffic increases, I urge the Committee to examine
the need for reforms in this area to ensure that railroad companies do
not pose an extreme nuisance, or worse yet danger, to the communities
they pass through.
The historic San Jose neighborhoods of Japantown and Hensley in my
district are located along the Union Pacific Railroad (UPRR) Warm
Springs Corridor. In 2018, UPRR informed the community of plans to
increase service throughout the day and to add train service at night.
Since February 1, 2019, UPRR has been running trains in the area at
the nighttime hours including but not limited to 5:30 pm, 7:00 pm,
10:00 pm, 11:30 pm, 12:30 am, 2:00 am, and 4:00 am. As required by the
Federal Railroad Administration (FRA) train conductors use their horns
in a standardized manner when approaching street crossings, emitting
four horn blasts that are between 96 and 110 decibels. This is
equivalent to the sound of a jet taking off or a rock concert. The
train horns severely disrupt evening activities and wake up area
residents on a nightly basis. There are approximately 11,415 residents
living in this impacted area. In 2020, the pandemic further compounded
the problem, as my constituents complied with the stay-at-home order.
In addition to lowering productivity, the effects of noise pollution,
sleep deprivation, and stress are known to have long-term health
consequences.
Local and state elected officials, community members, and even my
office have made attempts to discuss the schedule change and train horn
noise issue with UPRR. But, due to FRA requirements to use the train
horn in residential areas and the lack of legal obligations on railroad
companies to make schedule modifications even in circumstances such as
the ones described, UPRR has continued to carry out its increased
service schedule.
Train horns serve an important purpose in preventing tragic rail
injuries and fatalities. But, as evidenced by the thousands of calls
and letters I have received from my constituents about them in the last
three years, they can also be detrimental to communities. I encourage
the Committee to examine new and emerging technologies and methods that
can be used to mitigate the negative impact of horns on communities
near railroad tracks and alternatives to traditional train horns.
The increase in train activity in growing communities like the ones
in my district also poses a significant safety risk. San Jose's
Japantown is one of the last three surviving Japantowns in the United
States and a popular destination for both locals and the region known
for its rich culture and unique small businesses. There are several
high-density mixed-use developments around the rail crossings in this
area that are anticipated to complete construction this year. There
will also be over 19,000 square feet of retail and a public park,
causing an influx of pedestrian and vehicular activity in this area.
The City of San Jose and local residents have shared concerns about
the lack of sufficient rail crossing safety measures as train service
in the area has increased. One of the crossings is lacking complete
railroad crossing vehicle gates. All the crossings are lacking
pedestrian treatments. This is why I will be seeking Member Designated
Project Request funding from the Committee to allow the City to build
out the superior safety measures that will reduce the potential for
train incidents with vehicles or pedestrians.
Thank you.
Mr. DeFazio. I thank the gentlelady. Do Members, any
Members, have questions for Representative Lofgren?
Seeing none, thank you very much for your testimony, I
appreciate it.
We now move on to Representative Wittman.
TESTIMONY OF HON. ROBERT J. WITTMAN, A REPRESENTATIVE IN
CONGRESS FROM THE COMMONWEALTH OF VIRGINIA
Mr. Wittman. Well, thank you, Chairman DeFazio and Ranking
Member Graves.
And I represent the First Congressional District of
Virginia, which is home to some of the most unique traffic
challenges in the country. The First Congressional District
spans the I-95 corridor in northern Virginia, including the
worst traffic hotspot in the Nation, all the way down to the
Northern Neck and Middle Peninsula, which includes the most
neglected rural roads and bridges in Virginia.
Furthermore, the National Capital region is also home to
one of the most strained public transportation networks in the
country, which includes the Virginia Railway Express, Metro,
Amtrak, and Ronald Reagan International and Dulles
International Airports.
Moreover, the Port of Virginia, which services all 48
contiguous States, also faces an urgent need for expansion.
Addressing congestion along the I-95 corridor is essential.
I believe the Federal Government can address those issues by
providing adequate resources in order to leverage the State's
investments. Congress must prioritize public-private
partnerships and innovative, modern-day technologies.
An important component of reducing traffic congestion in
northern Virginia is commuter rail. Long Bridge, which spans
the Potomac River between Virginia and DC, is a critical
gateway between Southeast and Northeast rail networks.
Constituents in my district rely on the services of the VRE and
Amtrak to commute throughout DC and northern Virginia. Owned
and operated by CSX, the existing Long Bridge is the only
railroad bridge connecting Virginia to DC and is the most
significant passenger and freight rail choke point along the
entire east coast.
Under normal circumstances, the bridge functions at 98
percent capacity during peak periods, preventing DC, Virginia,
and Maryland from increasing passenger and commuter rail
service for their communities.
Last month, Virginia and CSX finalized a landmark agreement
to expand reliability and service on Virginia's rail lines,
creating a pathway to separate passenger and freight operations
along the Richmond to DC corridor. This $3.7 billion investment
included building a new Virginia-owned Long Bridge across the
Potomac River, with dedicated tracks for passenger and commuter
rail.
As a requirement for the Long Bridge project to proceed,
Virginia needed to acquire land from the National Park Service.
Fortunately, the Consolidated Appropriations Act of 2021
included my bill, the Long Bridge Act of 2020, which allows the
necessary transfer of National Park Service lands for the Long
Bridge project.
The Port of Virginia is one of the largest and busiest
ports on the eastern seaboard, and it urgently needs to be
deepened, widened, and expanded so its channels can accommodate
today's larger ships. The Port of Virginia is one of the
Commonwealth's most powerful economic engines. On an annual
basis, the port is responsible for more than 400,000 jobs and
$92 billion in spending across our Commonwealth.
Furthermore, the Port of Virginia generates more than 7\1/
2\ percent of our gross State product. But the port's true
reach extends throughout the mid-Atlantic and into the Midwest
and Ohio Valley.
The deepening and widening of Norfolk Harbor will ensure
the continued safe and timely passage of larger commercial and
military vessels through Norfolk Harbor. Public and private
non-Federal interests have invested billions of dollars on
landside infrastructure and are prepared to provide their cost
share to complete this crucial navigation project in a timely
manner. In order to remain on schedule, the Norfolk Harbor and
Channel Project requires a ``new start'' designation, and
robust Federal investment to fully fund the Inner Harbor
contract and match the non-Federal cost share.
Federal investment in this project will allow the port to
remain a prominent economic hub for the Nation, and a key
player in domestic and international trade by generating more
than $78 million in annual national economic development
benefits.
The Interstate 64 corridor is the lifeline connecting the
economic and military hub of Hampton Roads to the rest of the
Commonwealth and to the world. I-64 is a significant
transportation corridor, allowing residents to commute daily,
and providing easy access to tourism attractions throughout the
region. The I-64 Peninsula Widening Project in the Hampton
Roads area is vital to increase vehicle capacity, resulting in
immediate congestion relief along one of the most heavily
traveled highways in Virginia. Widening I-64 is essential for
increased economic development in the Hampton Roads region, and
directly supports the transportation of freight lines from the
Port of Virginia.
It is essential also for military readiness by providing
access to, from, and between military facilities, and is an
essential emergency evacuation route during hurricane events
affecting southeast Virginia and northeast North Carolina.
As for our need for infrastructure increases, so too do the
demands for a skilled and capable workforce. Placing more
emphasis on science, technology, engineering, and math, and
career and technical education is needed to help better prepare
our students to meet the demands of our workforce.
Addressing America's transportation infrastructure is a
shared responsibility between Federal, State, and local
governments.
Chairman DeFazio and Ranking Member Graves, thank you for
allowing me to testify before you today, and I look forward to
working with you and the rest of the committee to improve
America's infrastructure.
[Mr. Wittman's prepared statement follows:]
Prepared Statement of Hon. Robert J. Wittman, a Representative in
Congress from the Commonwealth of Virginia
Chairman DeFazio and Ranking Member Graves,
I represent the First District of Virginia, which is home to some
of the most unique transportation challenges in the country. The First
District spans the I-95 Corridor in Northern Virginia, including the
worst traffic hotspot in the nation, all the way down to the Northern
Neck and Middle Peninsula, which includes the most neglected rural
roads and bridges in Virginia.
Furthermore, the National Capital Region is also home to one of the
most strained public transit networks in the country, which includes
the Virginia Railway Express (VRE), METRO, Amtrak, Ronald Reagan
International (DCA) and Dulles International (IAD) Airports. Moreover,
the Port of Virginia, which services all 48 contiguous states, faces an
urgent need for expansion.
Addressing congestion along the I-95 corridor is essential. I
believe the federal government can address those issues by providing
adequate resources in order to leverage the state's investments.
Congress must prioritize public-private partnerships and innovative
modern-day technologies.
An important component to reducing traffic congestion in Northern
Virginia is commuter rail. Long Bridge, which spans the Potomac River
between Virginia and DC, is a critical gateway between southeast and
northeast rail networks. Constituents in my district rely on services
of the VRE and Amtrak to commute throughout DC and Northern Virginia.
Owned and operated by CSX, the existing Long Bridge is the only
railroad bridge connecting Virginia to DC and is the most significant
passenger and freight rail choke point along the entire east coast.
Under normal circumstances, the bridge functions at 98% capacity during
peak periods, preventing DC, Virginia, and Maryland from increasing
passenger and commuter rail service for their communities. Just last
month, Virginia and CSX finalized a landmark agreement to expand
reliability and service on Virginia's rail lines, creating a pathway to
separate passenger and freight operations along the Richmond to DC
corridor. This $3.7 billion investment included building a new
Virginia-owned Long Bridge across the Potomac River, with dedicated
tracks for passenger and commuter rail. As a requirement for the Long
Bridge Project to proceed, Virginia needed to acquire land from the
National Park Service. Fortunately, the Consolidated Appropriations Act
of 2021 included my bill The Long Bridge Act of 2020, which allows the
necessary transfer of National Park Service lands for the Long Bridge
Project.
The Port of Virginia, one of the largest and busiest ports on the
eastern seaboard, urgently needs to deepen, widen, and expand its
channels. The Port of Virginia is one of the Commonwealth's most
powerful economic engines. On an annual basis, the Port is responsible
for more than 400,000 jobs and $92 billion in spending across our
Commonwealth. Furthermore, the Port of Virginia generates more than
seven and a half percent of our Gross State Product, but the Port's
true reach extends throughout the Mid-Atlantic and into the Midwest and
Ohio Valley. The deepening and widening of Norfolk Harbor will ensure
the continued safe and timely passage of larger commercial and military
vessels through Norfolk Harbor. Public and private non-federal
interests have invested billions of dollars on landside infrastructure
and are prepared to provide their cost share to complete this crucial
navigation project in a timely manner. In order to remain on schedule,
the Norfolk Harbor and Channel Project requires a New Start Designation
and robust federal investment to fully fund the Inner Harbor contract
and match the non-federal cost share. Federal investment in this
project will allow the Port to remain a prominent economic hub for the
nation and a key player in domestic and international trade by
generating more than $78 million in annual national economic
development benefits.
Interstate 64 (I-64) corridor is the lifeline connecting the
economic and military hub of Hampton Roads to the rest of the
Commonwealth and the world. I-64 is a significant transportation
corridor allowing residents to commute daily and providing easy access
to tourist attractions throughout the region. The I-64 Peninsula
Widening Project in the Hampton Roads area is vital to increase vehicle
capacity, resulting in immediate congestion relief along one of the
most heavily traveled highways in Virginia. Widening I-64 is essential
for increased economic development in the Hampton Roads Region and
directly supports the transportation of freight from the Port of
Virginia. It is essential for military readiness by providing access
to, from, and between military facilities, and is an essential
emergency evacuation route during hurricane events affecting southeast
Virginia.
As our need for infrastructure increases, so too do the demands for
a skilled and capable workforce. Placing more emphasis on Science,
Technology, Engineering, and Math (STEM) and Career and Technical
Education (CTE) is needed to help better prepare our students to meet
the demands of our workforce.
Lower population density in rural areas often leads to lower
ridership for fixed transit routes and a smaller tax base to fund
maintenance and repair of transportation systems. The lack of
investment in infrastructure in rural communities coupled with
increasing use of rural roads over time has also affected
transportation safety. The U.S. Department of Transportation's Federal
Highway Administration (FHWA) estimates that 40 percent of roads in
rural areas are ``inadequate for current use travel,'' while nearly 50
percent of bridges over 20 feet long are currently considered
``structurally deficient.''
Long distances are a key barrier for many people living in rural
areas. Average trips for medical services are about nine miles longer
in rural regions. Those with a personal vehicle can be adversely
affected by rising gas prices, making longer trips more expensive.
Access to safe and reliable transportation impacts the health and well-
being of rural populations. Reliable transportation is necessary for
accessing healthcare services in rural communities, particularly in
communities where walking or cycling may not be feasible alternatives
to reach a healthcare provider. Barriers to transportation can result
in missed healthcare appointments, delays in receiving healthcare
interventions, and missed or delayed use of needed medications. The
challenge of accessing medical care in rural America hinders the
elderly, low-income, disabled, and special needs individuals,
particularly not having enough affordable options for disability
accessible non-emergency vehicles. Any additional funding and a greater
emphasis for connecting rural Americans to health centers to allow for
greater flexibility of appointment schedule would be appreciated.
Moreover, the overall condition of our secondary roads is
deteriorating. For example, some roads in rural parts of Virginia's
First Congressional District are not wide enough for two vehicles to
pass simultaneously. The narrowness causes one vehicle to leave the
pavement and continue onto gravel or natural surfaces that cause damage
to the physical condition of the vehicle. In many places, the crown in
the road is so bad that the only way a school bus can travel through is
to wait until there are no oncoming traffic and drive down the middle
of the narrow road straddling the crown in the road. Additionally, the
potholes, cracks, and road depressions cause major vehicle damage. The
poor condition of our secondary roads impacts our region's agritourism.
During peak seasons, agritourism farms can have hundreds of children a
week visit for field trips from surrounding school districts. Another
set of challenges that rural Virginia localities face is project
prioritization and technical assistance for application processes.
I want to draw attention to the Robert O. Norris Bridge, maintained
by the Virginia Department of Transportation. The Norris Bridge spans
the Rappahannock River between Lancaster County and Middlesex County,
Virginia. The Norris Bridge is now in its seventh decade of operation.
At its completion, the bridge serviced an average of 1,000 vehicles per
day, now according to surveys, the bridge services 8,208 vehicles on an
average weekday. Overtime, faced with the wear and tear of the elements
along with the increase in traffic, the replacement of the Norris
Bridge has not only become a necessity for the transportation of
commerce within the region, but also the safety of the motorists who
travel it. The existing Norris Bridge crosses the widest and deepest
part of the Rappahannock River in Virginia. Recreational boaters and
commercial vessels within the area navigate the channel underneath the
bridge daily. After hearing from my constituents, any reduction on
vertical or horizontal clearances would significantly alter the state
of boat traffic transitioning underneath the bridge.
Lastly, expanding access to high-speed internet is critical to our
nation's growth and economic development. As Co-Chair of the House
Rural Broadband Caucus I have made expanding broadband access in rural
areas a top priority. Currently, burdensome regulations hinder shovel-
ready projects from providing broadband access to unserved populations
throughout the country. By streamlining our federal permitting
processes, Congress can help better connect the more than 20 million
Americans with little or no access to broadband, to the digital
economy.
Addressing America's transportation infrastructure is a shared
responsibility between federal, state, and local governments.
Chairman DeFazio and Ranking Member Graves, thank you for allowing
me to testify before you today. I look forward to working with you and
the rest of the committee to improve America's infrastructure.
Mr. DeFazio. I thank the gentleman. Any Members have
questions?
I would just reflect we had a very compelling testimony by
the Secretary of your DOT on the rail commuter project, and the
cost-benefit analysis between that and widening the freeway--
which would have ultimately been as congested--was
extraordinary, and a good and new way to look at
infrastructure. And I would refer your concerns about the
harbor to the Water Resources Development Act, which we have
begun work on, and reauthorize every 2 years.
With that, I thank the gentleman for his testimony. We now
turn to Representative Kaptur.
TESTIMONY OF HON. MARCY KAPTUR, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OHIO
Ms. Kaptur. Thank you, Mr. Chairman and members of the
committee, for this very fine opportunity. Thank you for your
work, first of all.
I have seven proposals I would like to present to the
committee but will summarize very quickly.
First of all, upgrading Amtrak's long-distance routes. I
want to applaud your committee for including my floor
amendments last year expressing concern for proposed cuts to
long-distance Amtrak routes. And I support emergency funding,
which Congress included, for long-distance routes.
But I am concerned that recent proposals floated by Amtrak
to expand short- and medium-term distance service may ignore
current long-distance routes in the system. And regionally,
from the Great Lakes, I must express the view that Amtrak must
first enhance the Cleveland to Chicago route, and then explore
opportunities for short- or medium-distance service along these
routes.
Number two, I would like to strengthen regional
transportation planning and financing. Regional transportation
planning organizations have been in existence now for about
half a century. It is time to empower those organizations
serving large metropolitan counties and regions by authorizing
and testing a pilot program to allow them to bond public as
well as public-private sector regional projects at some level
by retaining a portion of proceeds from the gas tax or other
transport-related fees to enhance their ability to carry
forward regional projects in a more timely manner.
Third, I would like to improve U.S.-Canada multimodal
investments. Improving multimodal planning cooperation along
the U.S.-Canadian border presents binational opportunities.
Canada is the largest U.S. trading partner, with Canada
accepting annually nearly $278 billion of U.S. exports. The
Department of Transportation should more effectively utilize
regional MPOs to undertake an enhanced binational, multimodal
transportation corridor planning study, along with Canadian
border counterparts.
Number four, I would like to ask the committee to consider
enhanced interstate easements. A long, time-tested U.S.
interstate such as I-80/90 in conjunction with relevant States
that operate turnpikes, such as New York, Pennsylvania, Ohio,
Indiana, to name four, I believe the Department of
Transportation should study these transport corridors and their
public easements for the potential to accommodate dual uses or
quadruple uses vital to our Nation, such as modern grid, clean
power, broadband, autonomous vehicles, light rail, and
breakthrough technologies like Hyperloop, suspended overhead
transport, and onsite solar and wind turbine power production.
Fifth, I would like to suggest that the committee consider
assisting localities with electric vehicle transition in new
maintenance garages with enhanced training for the mechanics
that will have to do this work.
Let me address these major infrastructure challenges as we
convert and use new vehicles, buses, and equipment in the
massive public fleets of our country.
First, our Nation must help build clean, well-ventilated,
public maintenance, transit, and service repair garages,
especially in metropolitan areas, where thousands of vehicles
are involved.
Let me draw your attention to these often neglected, poorly
ventilated public service and public maintenance garages in
some cities and transit systems across our country. Our Nation
is asking mechanics in these locations to convert and service
major fleets: fire engines, ambulances, refuse trucks, street
sweepers, graders, snowplows, millions of police cars and
buses, to name just a few.
As I testify today, I can guarantee mechanics across our
country suffer from pulmonary conditions and cancers contracted
from working in these unhealthy situations from a lingering
diesel and carbon transport era. The skilled individuals who
work on these new-age vehicles too often work in conditions not
worthy of the 21st century.
And I can guarantee you that working on electric vehicles
with new battery technologies, more computers, as well as the
potential for fires is different than working on conventional
engines. Special training for service personnel who do that
difficult work must attend to conversion and use to avoid
electrocution and many other fires that result from battery
technology. So pressing concerns for the workplace is high on
my priority list, and must proceed hand-in-hand with the clean
energy age.
I am submitting for the record a chart that ranks every
congressional district by median income of household. I would
ask the committee to begin by prioritizing those communities
that rank in the bottom third for better maintenance garages
and for train mechanics.
[The information follows:]
Chart, U.S. Median Household Income per Congressional District,
Submitted for the Record by Hon. Marcy Kaptur
Ms. Kaptur. Finally, I would like to propose creating
attention to the Great Lakes region, and I look forward in the
future to presenting the committee with two proposals, one to
augment the authorities of the Great Lakes St. Lawrence Seaway
Development Corporation and, more boldly, to create a Great
Lakes Authority. The region's five Great Lakes are the source
of 21 percent of the world's fresh surface water, and about 95
percent of our country's available fresh surface water.
If the Great Lakes were a nation, it would be the third
largest economy in the world, with a GDP of more than $6
trillion. Yet before our eyes, they are succumbing to an
ecological disaster of epic proportions, and an economy that
struggles to reinvent itself. So for the 21st century, the
Great Lakes needs what the South had with the Tennessee Valley
Authority, or the West got when the Federal Government created
the Bureau of Reclamation.
I thank you very much and look forward to working with you
as we look forward through the windshield. I yield back.
[Ms. Kaptur's prepared statement follows:]
Prepared Statement of Hon. Marcy Kaptur, a Representative in Congress
from the State of Ohio
Let me express my deep appreciation for your invitation to testify
before the Transportation and Infrastructure Committee. Our nation is
in transition, and your committee is at the helm in ensuring
transportation investments are prioritized for 21st century needs.
Today I will highlight the need for the surface transportation to
support investments in four areas (1) regional funding equity; (2)
workforce development in electric vehicle transition; (3) emerging
technologies such as Hyperloop; and (4) Amtrak's long distance routes.
1) Regional Funding Equity, Support Local Control of Funding
Recommendation: Support Higher Allocations for Metropolitan Planning
Organizations in H.R. 2
The redrafted H.R. 2 should support increased local funding. In
Ohio, the MPO's receive a sliver of overall federal support. State DOTs
have the largest allocation of Ohio gas tax dollars. These MPO's are
plugged in to the local decision-making, and have a critical role to
the future of regional development.
Graphic produced by the Northeast Ohio Areawide Coordinating Agency
(NOACA)
Nationally, the urban and rural divide is dramatic. According to a
2018 analysis by CRS which reviewed the percentage of Good, Fair, and
Poor Ride Quality, the 2016 average ``good'' ride quality in urban
areas was 27% and in rural areas, 49%. This difference, a 22% better
ride quality in rural areas means rural gas tax users are getting a
better return on their investment.
In a state like Ohio, where the population and a large share of the
gas tax dollars are produced in urban centers, the equitable solution
is to localize a larger share of funding decisions. The updated surface
transportation bill should allocate an increased share of funds to
MPO's, which would allow more funding decisions according to local
needs.
2) Workforce Development, Electric Vehicles
Recommendation: Explicitly Mention EV Transition in the FTA workforce
development mission
I support a strategic focus for workforce development at the
Department of Transportation. With the Build Back Better agenda, this
administration has begun to refocus on the importance of electric
transition.
The data on this issue is clear, the transition has already begun--
huge segments of the market are changing, and electric and hybrid
vehicles are the future in all sectors of the market. From nearly zero
EV vehicles sold in 2010, to 400,000 produced in 2018. And with new
infrastructure proposals from the Biden Administration, I am hopeful
that a new day is here.
Source: 2018 CRS Report,. 2000-2018 U.S. Annual Hybrid Electric Vehicle
and Plug-In Electric Vehicle Sales,: Oak Ridge National Laboratory
(ORNL), Transportation Energy Data B
Nonetheless, we have tremendous work to accomplish. Last year, your
committee recognized the short-sited perspective of DOT on workforce
development, and specifically included workforce development
provisions. I support Sec. 2601, the National transit frontline
workforce training center in H.R. 2. This center will be a first step
in preparing frontline transit workers for the transition to, and
adoption of 21st century technologies across our transportation system.
However, frontline worker assistance is just a first step. The issues
facing transit agencies are enormous and require a systematic approach
for the Federal Transit Administration (FTA) and National Highway
Traffic Safety Administration (NHTSA).
In 2019, the GAO issued a report indicating that no transit
specific workforce development strategy exists. It pointed out that FTA
had not developed transit-specific workforce projections, and that the
workforce development strategy lacks a strategic or holistic approach.
GAO's conclusions are even more troubling when you drill down into the
transition for electric vehicle adoption. Transit agencies and the
working men and women at the front lines, the skilled workforce
rebuilding the buses, operating the switches, and maintaining the
infrastructure of the agencies, face real questions that we must begin
to confront. There is an existential threat posed by the transition to
electric vehicles for transit agencies. The structure of transit agency
maintenance system, the workforce development pipeline, and the skills-
based knowledge for the workforce is vulnerable during the upcoming
fleet transition.
These transit agencies, the unions and our nation need a strategic
vision for helping transit agencies prepare for this future. I am
therefore hopeful that the committee will be more explicitly include
electric vehicle transition into the workforce challenges faced by
frontline workers. I encourage the committee to more exilically
recognize that NHTSA and FTA must provide guidance, and a roadmap for
agencies to build a more resilient workforce that can confront this
transition.
3) Emerging Technologies
Support the NETT Council and Hyperloop Technologies
The Department of Transportation has also stood up an exciting New
and Emerging Technologies (NETT) Council. This office has a cross
cutting purpose and deserves congressional support. This office
provides a strategic and long-term opportunity to support technologies
like Hyperloop. Progress is at hand. For instance, last year, the
Department of Energy conducted a study on the grid impacts of
installing a Hyperloop system. I believe DOT has an important
regulatory and leadership role to help guide Hyperloop ensure that one
day, a commuter passenger can travel from Downtown Toledo to downtown
Chicago in a matter of minutes.
4) Amtrak
Include a Policy Statement Opposing Cuts to Amtrak Long Distance Routes
I also applaud the committee for including my floor amendment last
year expressing the concern for proposed cuts to long distance Amtrak
routes. Yes, in emergency funding, Congress supported the long-distance
routes. But since the surface transportation lasts into the outyears,
Congress must support long-distance routes to ensure they continue to
operate during the entire period of the surface transportation bill.
These routes offer a critical connection for countless communities,
long distance travelers and the represent future for both big and small
cities alike.
Mr. DeFazio. I thank the gentlelady. Do Members have
questions?
I just thank the gentlelady for her extraordinary advocacy
for inland waterways, particularly the St. Lawrence Seaway and
the Great Lakes. And they are an invaluable resource and need
further Federal investment recognition. So I thank the
gentlelady.
With that, we turn to Representative Larson, Connecticut.
TESTIMONY OF HON. JOHN B. LARSON, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CONNECTICUT
Mr. Larson. Thank you, Mr. Chairman, and thank you, Ranking
Member Graves and distinguished members of the committee. This
is, as others have indicated, a great opportunity for Members
to express their concerns and present their ideas.
Chairman, I think President Biden and Secretary of
Transportation Buttigieg had the I-84/91 interchange in my
district in mind when they drew up this plan. You, of course,
are no stranger, having been at least a half a dozen times up
to visit the site. And I hope to submit for the record a letter
from former Chairman Shuster--again, showing the bipartisan
nature of infrastructure--who also traveled to the district and
saw the basic needs.
The President has outlined in his proposal Projects of
National and Regional Significance, redressing historic
inequities, modernizing public transportation, infrastructure
resilience, multimodal connections to airports, intercity rail,
brownfield and Superfund remediation, housing, and physical,
social, and civic infrastructure. In all of those categories,
this project qualifies.
The 84 and 91 interchange, Chairman, as you alluded to, is
a product of the Eisenhower administration, long outmoded, so
much so that the I-84 and 91 interchange is the number-one
chokehold in the State of Connecticut, number two in New
England, and, depending on who you talk to at the national
level, between 11 and 30 in terms of its need and urgency.
And it is compounded by the fact, as you know, Mr.
Chairman, having visited there, a problem that has occurred in
levees that prevent the flooding of the Connecticut River
historically, and those levees are experiencing what we call
sand piping, which, as you know, contributed to the collapse of
the levees in New Orleans in the Ninth Ward. And so it rises to
a sense of urgency, compelling urgency, because of the eminent
threat, fortunately, that we have been able to dodge over these
years. But we can't continue to count on luck. We have to make
sure that we are taking very specific action.
I would also like to highlight that contained within this
is also what we refer to as the 06120. For people of North
Hartford, they know it very well. That is the poorest zip code
in the State of Connecticut. And it is also poor because of the
way that that highway system cut off and segregated that part
of Hartford from the rest of the city. They neither have access
to the river, nor do they have access to the city. And what was
once an incredible, thriving community now finds itself
impoverished because of the result of the dissection by the
highway, the Aetna mixmaster, and in East Hartford the
mixmaster, which replaced and moved entire communities in the
North Meadows.
And so the more-than-a-50-year goal can be accomplished of
recapturing the riverfront, with the only Blueways designated
river in the Nation, the historic Connecticut River, and also
provide us with the opportunity to both fix those levees,
adjust the interchange--so, as you point out, that we bring
this system into the 21st century. And in doing so, we will
have created and helped a number of the inequities.
We mentioned intermodal transportation, and also between
North Atlantic Rail and the connection between the tristates of
New York, Massachusetts, and Connecticut. The light rail system
also connects us to the Bradley International Airport, as well,
which is shared by Massachusetts in Chairman Neal's district,
and Chairwoman DeLauro's district, as well.
And so that is why we think this is vitally important,
again, that we are able to make those intermodal connections,
whether it is on foot, by bike, by bus, by automobile, by
train, or whether it be by air, the unique opportunity to make
sure that we are coordinating this effort and connecting every
entity together remains uppermost in our concern.
And so, Mr. Chairman, I would also like to say that we
enjoy the support of the Transportation and Infrastructure
Committee in the State of Connecticut, and also the
Transportation and Infrastructure Committee chair.
Commissioner Giulietti has also, Mr. Chairman, asked that,
when you come back to Connecticut, that he could be your
partner in the annual bocce ball tournament, which I hope you
will attend this September. I look forward to that, your coming
to the State of Connecticut again. And most importantly, thank
you for this opportunity to come and present our objectives to
you on this Members' Day.
And with that I will yield back my time.
[Mr. Larson's prepared statement follows:]
Prepared Statement of Hon. John B. Larson, a Representative in Congress
from the State of Connecticut
It's as if President Biden and Transportation Secretary Buttigieg
had the Hartford region and the I-84/91 Interchange in mind when they
laid out their bold plan for infrastructure, the American Jobs Act. In
Connecticut, we're have a proposal that incorporates so many of their
priorities including:
Projects of National and Regional Significance
Redressing Historic Inequities
Modernizing Public Transportation
Infrastructure Resilience
Multimodal Connections to Airports
Intercity Rail
Brownfield and Superfund Remediation
Housing
Physical, Social, and Civic Infrastructure
The I-84/91 infrastructure was created during the Eisenhower
administration when Interstates 84 and 91 were installed, bisecting the
City of Hartford, isolating or eliminating thriving neighborhoods and
cutting off access to the Connecticut River. Now, those highways make
up the number one chokehold in Connecticut, the number two in New
England, and depending on who you talk to between number 11 and number
30 in the Nation. Throw in a levee system that is in need of repair due
to sandpiping, and the current situation rises to the height of
urgency. An investment to fix these problems incorporates all the
various elements of the Biden infrastructure proposal. That's why we're
so bullish about this.
Chairman DeFazio has been to the district no less than half a dozen
times, and predecessor, Chairman Shuster has been many times as well.
Both have recognized the importance and significance of this, and that
is why we are before the committee to ask for this important
infrastructure funding.
Both the City of Hartford and East Hartford have been blocked from
the Connecticut River by virtue of being bisected by I-84 & I-91 and
the mixmaster, a massive interchange that contains the equivalent of
all the concrete used in downtown Hartford, and takes up the land
equivalent of that downtown. This design has created racial isolation
in the city. The North End of Hartford, which was once a thriving
community, has been cut off from the city and cut off from their
waterfront. As a result, the 06120 is now Connecticut's poorest zip
code.
This has long been a posterchild for bad planning for the region
and now is the historic opportunity to correct that. Now, this project
will be the model and prototype of the American Jobs Plan.
We can end this racial isolation, fulfil a fifty-year goal of
recapturing the only National Blueway-designated river, and fix a
traffic chokehold which is currently a tri-state concern.
Connecticut DOT Commissioner Joseph Giulietti and Connecticut
Governor Ned Lamont have embarked on a design build study to do just
this, by realigning I-84 and 91, and eliminating the mixmaster and
Atena viaduct. I want to thank the committee for its time, and look
forward to pressing this issue. I'm glad to be working hand and glove
with Governor Lamont and Commissioner Giulietti on this because of its
vital importance to the State of Connecticut.
Mr. DeFazio. I thank the gentleman. While I might accept
him as a partner on my team if he is a ringer, we will have to
chat about his skill level. But I thank the gentleman.
You know, I do think that the 84/91 is the sort of project
that the President and Secretary Buttigieg had in mind when
they proposed this new program. It would be a new program.
Therefore, it will have to be authorized, and will have to go
through the authorization process in order to receive funding,
and we will set some criteria as we move forward there. So I
thank the gentleman for his persistent advocacy.
We next move to our former committee colleague, and the
foremost advocate for infrastructure on the Ways and Means
Committee, and perhaps one of the foremost advocates--well,
maybe there are a couple of others up there--for infrastructure
projects in the United States of America, Representative
Blumenauer, my colleague from Oregon.
TESTIMONY OF HON. EARL BLUMENAUER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OREGON
Mr. Blumenauer. Thank you very much, Mr. Chairman, for your
kind words, for your leadership, for what the committee is
doing, preparing us to rebuild and renew America.
You know, I had the opportunity to serve on this committee
for my first decade in Congress. Some of my best memories are
serving on the T&I Committee and working in a bipartisan
fashion with you, and Mr. Oberstar, Bud Shuster. It was
terrific. I hope we can move forward on a grand scale.
When I last testified before this committee nearly 2 years
ago, the reality we face today was nearly unimaginable. We have
had over half a million Americans lose their life from COVID-
19. The economy was thrust into the worst recession in nearly a
century. The climate crisis ravaged communities across the
West, and America was forced to finally deal with centuries of
racial injustice. These developments necessitate a different
response as we deal with infrastructure.
The solution to these interrelated crises is not the status
quo, as you have put forth so eloquently, Mr. Chairman. It is a
forward-thinking approach on a scale necessary to restore our
global competitiveness, equitably invest in communities, combat
climate change, and create millions of family-wage jobs.
I was so pleased to see President Biden's American Jobs
Plan call for a historic $2.3 trillion investment in upgrading
our infrastructure. The proposal rightly goes beyond bikes,
roads, and bridges. It is the most consequential vision to
rebuild and renew America in more than two centuries.
This investment, alongside a long-term surface
transportation reauthorization bill that you have been
pioneering, is a necessary step to build back from the
recession and usher in a more prosperous, clean, and just
future. I have long supported many of the proposals included in
both the President's plan and in your Moving Forward Act.
First among those is my work in expanding transportation
options for individuals in communities, large and small. The
troubling increases in pedestrian and cyclist deaths in recent
years requires that Congress increase funding for
transportation alternatives, target Highway Safety Improvement
Program funding on dangerous corridors for vulnerable road
users, and, I would hope, enact my Vision Zero Act to allow
communities to spend transportation dollars on reducing traffic
deaths to zero.
Transportation is the largest source of carbon emissions of
any sector, giving this committee a significant influence to
tackle the climate crisis. I hope you will promote the work you
did in H.R. 2, which was pathbreaking, to continue to integrate
climate into every transportation program.
I also hope you will continue to endorse an increased share
of the Federal Government for transit projects: an increase in
the ``small starts'' cap, and my legislation to integrate
bikeshare and micromobility in the transit system. By making
our transportation more interconnected and more reliable,
individuals can finally have realistic choices about their mode
of transportation.
Too often Federal transportation policies have failed to
solve problems and, indeed, created problems for future
generations. Our transportation policy should focus on the
future of transportation and give communities the tools they
need for decades to come. This includes continued support for
the State road user charge pilot projects and bringing the
concept to the Federal level through a national pilot project.
We should increase the cap on passenger facility charges
for aviation and provide local policymakers with a better
understanding of the secondary influences of autonomous
vehicles, which can be rather unsettling.
The scale of the American Jobs Plan may sound large, and it
is, but it is the result of restoring funding after decades of
underinvestment, something this committee has been deeply
concerned about. Too often, Democratic and Republican
administrations have failed to lead on infrastructure. But this
is our moment to go big and be bold, by modernizing our public
transit, investing in transportation electrification, and
redressing historic inequities, not just fixing roads and
bridges. Congress can rebuild and renew America to compete in
the 21st century.
I look forward to being your partner on the Ways and Means
Committee. That is, after all, why I reluctantly left T&I to go
to Ways and Means, was to get you the $1 trillion or $2
trillion you need to make this happen, and I look forward to
being your partner in this Congress. Thank you so very much.
[Mr. Blumenauer's prepared statement follows:]
Prepared Statement of Hon. Earl Blumenauer, a Representative in
Congress from the State of Oregon
Chairman DeFazio, Ranking Member Graves, thank you for the
opportunity to testify before this committee today.
After serving as the City of Portland's Commissioner of Public
Works, I had the opportunity to serve on this Committee for my first
decade in Congress. Some of my best memories in Congress are serving on
the Transportation & Infrastructure Committee and working in a
bipartisan fashion to meet the challenges of America's transportation
system.
When I last testified before this Committee nearly two years ago,
the reality we face today was nearly unimaginable. In the past year,
more than half a million Americans lost their lives from COVID-19, the
economy was thrust into the worst recession in nearly a century, the
climate crisis ravaged communities across the West, and America was
forced to finally deal with centuries of racial injustice.
These developments necessitate a different response.
The solution to these interrelated crises is not the status-quo, it
is a forward-thinking approach at a scale necessary to restore our
global competitiveness, equitably invest in communities, combat the
climate crisis, and create millions of family-wage jobs.
I was pleased to see President Biden's American Jobs Plan call for
a historic $2.3 trillion investment in upgrading America's
infrastructure. This proposal rightly goes beyond bikes, roads, and
bridges, it is the most consequential vision to rebuild and renew
America in more than two centuries. This investment alongside a long-
term surface transportation reauthorization bill is a necessary step to
building back from the recession and ushering in a more prosperous,
clean, and just future.
I have long supported many of the proposals included in both the
President's plan and in the T&I Committee's Moving Forward Act.
First among these is my work on expanding transportation options
for individuals in communities large and small. The troubling increases
in pedestrian and cyclist deaths in recent years requires that Congress
increase funding for the Transportation Alternatives Program, target
Highway Safety Improvement Program funding to dangerous corridors for
vulnerable road users, and enact my Vision Zero Act to allow
communities to spend transportation dollars on reducing traffic deaths
to zero.
Transportation is the largest source of carbon emissions of any
sector, giving this Committee significant influence to tackle the
climate crisis. I hope you will continue to promote the work you did in
H.R. 2 to integrate climate into every transportation program. I also
hope you will continue to endorse an increased federal share for
transit projects, an increase in the Small Starts cap, and my
legislation to integrate bikeshare and micromobility into transit
systems. By making our transportation more interconnected and more
reliable, individuals can finally have realistic choices about their
mode of transportation.
Too often, federal transportation policies have failed to solve
problems and have instead created problems for future generations. Our
transportation policies should focus on the future of transportation
and give communities the tools they need for decades to come. This
includes continued support for the state road user charge pilots and
bringing the concept to the federal level through a national pilot,
increasing the cap on the Passenger Facility Charge, and providing
local policymakers with a better understanding of the secondary
influences of autonomous vehicles.
The scale of the American Jobs Plan may sound large, and it is, but
it is the result of restoring funding after decades of underinvestment.
Too often Democratic and Republican administrations have failed to
lead on infrastructure. This is our moment to go big and be bold. By
modernizing our public transit, investing in transportation
electrification, redressing historic inequities, and fixing crumbling
roads and bridges, Congress can rebuild and renew America to compete in
the 21st century.
I look forward to being your partner on the Ways and Means
Committee to produce a once-in-a-generation infrastructure investment.
Mr. DeFazio. I thank the gentleman for his compelling
testimony, his continued advocacy and willingness to get us
whatever balances we require for a robust 21st-century bill as
we move forward. So I thank him.
With that we would move on to the next panelist. I read off
the whole panel, so be ready to follow the person in front of
you.
Representative Kilmer, Representative Pascrell,
Representative Bucshon, Representative Peters, Representative
Bobby Scott, and Representative Costa.
With that, Representative Kilmer, you are recognized for 5
minutes.
TESTIMONY OF HON. DEREK KILMER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF WASHINGTON
Mr. Kilmer. Thank you, Chairman and Ranking Member Graves.
Thanks for hosting today's Members' Day hearing, and for your
leadership.
I appreciate the opportunity to share with you persistent
concerns that face the district I have the honor of
representing, which I know are also shared by so many other
regions across our country, including yours, Mr. Chair.
I grew up in Port Angeles, a timber town on the Olympic
Peninsula of Washington State. I was in high school right
around the time the timber industry took it on the chin. And
during that time, I saw a lot of my friends' parents and a lot
of folks in my community lose their jobs. And it had a big
impact on me. It is why I have spent most of my adult life
trying to figure out how to make sure we are doing a better job
of helping communities, so that folks aren't getting left
behind in our society and in our economy.
Over the years that I have spent working in and on behalf
of our region, I have seen firsthand how access to the funding
and resources needed for critical infrastructure investments
have made a real difference for communities in our neck of the
woods. It is because of these infrastructure investments that
small businesses and students can get connected online. It is
because of these infrastructure investments that we can fund
critical projects that will also help get folks to work in
good-paying jobs. And it is because of these infrastructure
investments that we can protect access to clean drinking water
and safeguard our public health. These investments are urgently
needed, and I am pleased for the opportunity to get to work on
advancing these important priorities.
Now, that being said, I have also seen firsthand how, even
when those critical resources are available, persistent
challenges continue to face economically distressed
communities. Specifically, I have come to notice three
recurrent problems in our current system.
First, even with the considerable investment of Federal
resources, there can be a lack of community capacity to
actually reach those dollars. Distressed or small communities
don't necessarily have the financial capacity to employ grant
writers who can navigate that complex system of Federal grants
and loans.
Second, a lot of communities aren't just facing short-term
problems that can be fully addressed with short-term solutions.
Indeed, there are a lot of communities, like those in my home
district, that have experienced decades of challenge. While
one-off grants can be greatly helpful, it is clear to me that
these communities need more persistent help to solve their
concerns in a more sustainable way.
Third, different communities have different needs. Some
communities need investments that will help to create jobs
after decades of economic downturn; others need targeted
assistance for brownfield cleanup, or investments in other
types of infrastructure needs. Some communities need to see
investments in workforce development, while others may need
resources that support job retention such as childcare or other
earned benefits.
That is why I think it is important that we address these
longstanding challenges in a new and different way. It is why I
have led the development of a new bill called the Build Back
Better Act, a bill that would establish a new 10-year Federal
grant program, administered by the Economic Development Agency,
to provide long-term, flexible assistance to persistently
distressed communities and local labor markets.
Among other things, the grants could be used to address
regional labor market and local labor market needs, including
land and site development, or basic infrastructure and housing,
job training, and workforce outreach and job retention
programs. These Build Back Better grants would have a
transformational impact on distressed urban, suburban, and
rural areas that would benefit from this long-term, flexible
assistance. It will help to create prevailing-wage jobs,
provide resources to help residents access and retain
employment, increase local per capita income, and drive long-
term, sustained economic growth and opportunity.
As a Nation, I believe that we need an economic opportunity
agenda that empowers communities, that spurs widely shared
economic growth, and increases local earnings, so that our
communities can get a real leg up. None of us want the main
export of our communities to be young people.
I am grateful for your leadership, Mr. Chairman, and your
partnership. And as the committee continues to work to build on
the comprehensive infrastructure package that the House passed
last Congress, and to implement the Biden administration's
American Jobs Plan, I look forward to working with you to
incorporate this proposal, the Build Back Better Act, so that
we can finally provide the long-term, dedicated support these
communities need to create sustained job growth and economic
opportunity.
I provided additional details regarding eligibility and
targeting of those resources in a two-pager that I have
submitted for the record.
[The information follows:]
Build Back Better Act--Fact Sheet, Submitted for the Record by
Hon. Derek Kilmer
The Build Back Better Act
rep. derek kilmer (wa-06)
chair emeritus, new democrat coalition
The COVID-19 crisis precipitated the worst economic downturn since
the Great Depression, and is exacerbating existing inequities,\1\
including place-based opportunity gaps.\2\ We need a bold, innovative
agenda to spur widely-shared economic growth and create more
opportunities for more people in places that have been left behind.
---------------------------------------------------------------------------
\1\ Bartik, Tim, et al, ``Stimulus steps the US should take to
reduce regional economic damages from the COVID-19 recession,''
Brookings Institute & W.E. Upjohn Institute for Employment Research
(Mar 2020)
\2\ Fikri, Kenan et al, ``Uplifting America's Left Behind Places: A
Roadmap for a More Equitable Economy,'' Economic Innovation Group (Feb
2021)
---------------------------------------------------------------------------
The Build Back Better Act (BBBA) would establish a new federal
block grant program at the Economic Development Agency (EDA) to empower
persistently distressed communities \3\ with flexible 10-year Build
Back Better Grants (BBBGs) to meet local economic development needs,
create good jobs, invest in their workers and businesses, connect local
residents to opportunities and resources for long-term success, and
build back better with lasting opportunity and economic growth.
---------------------------------------------------------------------------
\3\ Bartik, Tim, ``Helping American's distressed communities
recover from the COVID-19 recession and achieve long-term prosperity,''
Brookings (Sep 2020) & Bartik, Tim, ``Broad Place-Based Jobs Policies:
How to Both Target Job Creation and Broaden its Reach,'' W.E. Upjohn
Institute for Employment Research (Nov 2020)
---------------------------------------------------------------------------
Why local control? The needs of communities differ. For
some, the barrier to growth may be inadequate broadband access or poor
freight mobility, in which case, they could use these grants for
infrastructure development. Others may need more workers with skills in
growing industries, so could use BBBGs to invest in training and
educational opportunities. Or, they may need support for brownfield re-
development and infrastructure investments to support greenfield
development, job retention resources like childcare services, or
support for small business and entrepreneurs. Communities know best
what their challenges are, and solutions should be locally-led.
Why flexible use? As much as the needs from one community
to another can vary, they also are likely facing multiple challenges
that need a diverse set of solutions. Direct spending on services such
as workforce outreach and training, infrastructure and housing
development, job retention programs like childcare, and resources for
small businesses and entrepreneurs are among the most cost-effective
ways to boost lasting employment and wage growth for local workers.
Developing and investing in a truly comprehensive economic development
approach that addresses each economic challenge through a wide range of
programs and activities will maximize communities' efforts and
investments.
Why direct long-term help via formula funding? Distressed
communities are far more likely to have needs not addressed by short-
term, ad-hoc grants, and often are not eligible to receive direct
federal assistance through existing block grant programs. Distressed
communities are also the least likely to have the capacity to navigate
the maze of competitive federal grant programs. BBBG funding is based
on each communities' level of economic distress and provides the
consistent, longer-term help, along with robust technical assistance
from the EDA, needed to design, implement, and carry out a
comprehensive, long-term economic development strategy.
Why distressed communities? These places were hurting
prior to the COVID-19 pandemic and have seen their challenges
exacerbated by the ensuing recession. Many were left behind following
the Great Recession or by the changing economy as certain sectors
declined, like the timber industry in Washington state. These
communities have largely been left out of the investment, wealth,
innovation, and opportunity concentrated in a handful of major metro
areas, and have been unable to transform their economies and rebuild.
They are most in need of jobs, and by investing in these areas, America
has the greatest opportunity to expand overall employment, diversify
geographic opportunity, and boost the national economy.
Additional Details
Administration: The Build Back Better Grant program would
be administered by the Economic Development Agency (EDA), leveraging
the expertise and resources of the EDA to provide thorough technical
assistance and funds to help eligible communities develop, implement,
and carry out 10-year comprehensive economic development strategies and
activities, administer the grants, and conduct oversight of the
programs.
Eligible Areas: \4\ Persistently distressed local labor
markets and local communities would be eligible to receive assistance
under this Act.
---------------------------------------------------------------------------
\4\ Bartik, Timothy J. and Austin, John C., ``The program that
could revitalize both red and blue America,'' Brookings Institute (Feb
2021)
---------------------------------------------------------------------------
+ Local labor markets are discrete Core Based Statistical Areas
(CBSAs), or metropolitan and micropolitan statistical areas, and
commuting zones (CZs). Local labor markets with a five-year average
prime-age employment rate that is two and a half percent or more below
the national five-year average prime-age employment rate are eligible
to receive the grant.
+ Local communities are individual units of local government,
tribes, and territories within a discrete local labor market that is
not distressed. Local communities with a five-year average prime-age
employment rate that is five percent or more below the applicable local
labor market five-year average prime-age employment rate and national
five-year average prime-age employment rate, and which meet other
certain criteria, are eligible to receive the grant.
Eligible Uses: Eligible communities would develop a 10-
year comprehensive economic development strategy for addressing the
unique local economic challenges, closing their prime-age employment
gaps, increasing per capita income, and creating sustained economic
opportunity. BBBGs could be used for a wide variety of purposes,
including:
+ Business advice for small and medium-sized local businesses
and entrepreneurs, such as manufacturing extension services and small
business development centers.
+ Land and site development, such as brownfield redevelopment,
research and technology parks, business incubators, business corridor
development, and Main Street redevelopment.
+ Infrastructure and housing, such as improvements in transit,
roads, broadband access, and affordable and workforce housing
development.
+ Job training oriented to regional or local labor market needs,
such as customized job training programs run by local community
colleges in partnership with local businesses.
+ Workforce outreach programs that reach out to lower-income
neighborhoods and embed job placement and training services in
neighborhood institutions.
+ Job retention programs for support services such as job
success coaches, childcare services, or transportation support.
+ Other uses deemed appropriate by the EDA.
Allocation: Eligible communities could receive a maximum
block grant equal to the cost of closing half of the prime-age
employment rate gap for that area, subject to cost-sharing. The formula
is determined by the eligible community's population, level of
distress, and other factors. The Federal share of the project cost
would be a minimum of 50 percent and a maximum of 100 percent,
depending on the level of distress and the needs of the communities.
Labor Standards: Requires robust labor standards and
local prevailing wages for laborers and mechanics employed by
contractors and subcontractors on projects and activities outlined in
the plan, consistent with the Davis-Bacon Act.
Please reach out to Britt Van, Policy Director, New Democrat Coalition
([email protected]) and Katie Allen, Legislative Director, Rep.
Derek Kilmer ([email protected]) for more information.
Mr. Kilmer. And again, I thank you for your leadership and
for the opportunity to speak before the committee today.
Thank you.
[Mr. Kilmer's prepared statement follows:]
Prepared Statement of Hon. Derek Kilmer, a Representative in Congress
from the State of Washington
Chair DeFazio and Ranking Member Graves,
Thank you for hosting today's Member Day hearing and for your
leadership. I appreciate the opportunity to share with you the
persistent concerns that face the district I have the honor of
representing, which I know are also shared by so many other communities
across our country.
You may know that I grew up in Port Angeles--a timber town on the
Olympic Peninsula in Washington State. I was in high school right
around the time the timber industry took it on the chin. During that
time, I saw a lot of my friends' parents, and a lot of folks in my
community, lose their jobs. It had a big impact on me, and it is why
I've spent most of my adult life trying to figure out how to make sure
we are doing a better job of protecting communities so that no one gets
left behind in our society and economy.
Over the years that I've spent working in, and on behalf of, our
region, I've seen firsthand how access to the funding and resources
needed for critical infrastructure investments has made a real
difference for communities in our neck of the woods. It's because of
these infrastructure investments that small businesses and students can
get connected online. It's because of these infrastructure investments
that we can fund critical projects that will also help get folks to
work in good-paying jobs. It's because of these infrastructure
investments that we can protect access to clean drinking water and
safeguard our public health. These investments are urgently needed, and
I'm pleased for the opportunity to get to work on advancing these
important priorities.
That being said, I have also seen firsthand how--even when these
critical resources are available--persistent challenges continue to
face distressed communities. Specifically, I've come to notice three
recurrent problems in our current system.
First, even with the considerable investment of federal resources,
there can be a lack of community capacity to actually reach those
dollars. Distressed or small communities don't necessarily have the
financial capacity to employ grant writers who can navigate the complex
system of grants and loans needed to access this funding.
Second, a lot of communities aren't just facing short-term problems
that can be fully addressed with short-term solutions. Indeed, there
are a lot of communities--like those in my home district--that have
experienced decades of decline. While one-off grants can be greatly
helpful, it is clear to me that these communities need more persistent
help that will solve their concerns in a more sustainable way.
Third, different communities have different needs. Some communities
need investments that will help to create jobs after decades of
economic downturn. Others need targeted assistance for brownfield clean
up, or investments in other types of infrastructure needs. Some
communities need to see investments in workforce development, while
others may need resources that support job retention such as child care
and other earned benefits.
That's why I think it's critically important we address these
longstanding challenges in a new and different way. It's why I have led
the development of the Build Back Better Act--a bill that will
establish a new, 10-year federal grant program administered by the
Economic Development Agency to provide long-term, flexible assistance
to persistently distressed communities and local labor markets. Among
other things, the grants could be used to address regional labor market
and local labor market needs including land and site development, basic
infrastructure and housing, job training and workforce outreach, and
job retention programs.
These Build Back Better grants would have a transformational impact
on distressed urban, suburban, and rural areas that would benefit from
this long-term, flexible assistance. It will help to create prevailing
wage jobs, provide resources to help residents access and retain
employment, increase local per capita income, and drive long-term,
sustained economic growth and opportunity.
As a nation, I strongly believe that we need an economic
opportunity agenda that empowers communities, spurs widely shared
economic growth, and increases local earnings so that our communities
can get a real leg up. None of us want the main export of the
communities we represent to be young people.
I am grateful for your leadership and partnership.
As the Committee continues to work to build on the comprehensive
infrastructure package (H.R. 2) that the House passed last Congress and
to implement the Biden Administration's American Jobs Plan, I look
forward to working with you to incorporate this proposal--the Build
Back Better Act--so that we can finally provide the long-term,
dedicated support these communities need to create sustained job growth
and economic opportunity. I have provided additional details regarding
eligibility and targeting of these resources in the two-pager that I
submitted for the record.
Thank you again for your leadership and for the opportunity to
speak before the Committee today.
Mr. DeFazio. I thank the gentleman, and I share his concern
for communities like he grew up in. And that is reflected in a
good deal of my district.
And I have raised the issue of a new program in EDA to
provide predevelopment and other assistance for these
chronically depressed areas with Secretary Raimondo, and she
was quite interested in the concept. We are having discussions
with her.
And then I was on a call with Gene Sperling this morning,
and he is very excited about the potential for the $3 billion
that the Rescue Act put into the Economic Development Agency.
And that is where I think we can probably work out something
along the lines of what the gentleman has proposed. So I thank
him for his ideas and advocacy.
With that we move on to Representative Pascrell.
TESTIMONY OF HON. BILL PASCRELL, Jr., A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW JERSEY
Mr. Pascrell. Chairman DeFazio, Ranking Member Graves, I
want to thank you very much for the opportunity to highlight my
priorities as you work on a surface transportation
reauthorization bill.
I think some of us have been here long enough to remember
we used to have 5-year plans. Democrats and Republicans would
come together, as you pointed out, as a few of your testifiers
pointed out today.
I am here to join Congressmen Sires, Donald Payne, and Tom
Malinowski from New Jersey in advocating for New Jersey. And,
as a former member of this committee, I know the work it
entails, and you do a fantastic job.
I might say kudos to you, Chairman DeFazio, not that you
need them from me, but you stuck with it. And I remember the
grunting and groaning of all of us as we headed into the last
10 years.
Our roads are aging, our bridges are crumbling, and our
roads are congested. New Jersey rail commuters have suffered
enough on a bridge nearly as old as the Stone Age. The most
heavily traveled bridge with a deficient rating in New Jersey
is the span of I-80 crossing the Passaic River. I hear my
constituents demanding relief through their blaring horns,
commuting on century-old infrastructure. Every minute or hour
delayed is one less minute or hour that parents can spend with
their families.
And I must say, Mr. Chairman, if you can remember, the
point was brought out many, many times under the great
leaderships of this committee in the past. And what was pointed
out? The more you do for infrastructure, the less anxiety is
created because you will know that a bridge is going to be
completed. You will know that a road is going to be completed.
An airport is going to be completed, et cetera. And you can't
tell now. You can't tell.
The White House reminded me of our need this week by giving
us a D-plus on its Infrastructure Report Card. I was a teacher,
and I could tell you a D-plus can't make it. It wasn't a grade
you were pleased with. So I would like to highlight a few
projects of importance, and I hope, Mr. Chairman, you can get
our grades up a little higher.
While an end is near for the Gateway project's
environmental review submitted way back in 2018, it is taking
too long to get here. We have long needed to totally rebuild
the Hudson River rail tunnels that connect New York and New
Jersey, pointed out by Congressman Wolf--but he wasn't a
Democrat--close to 12 years ago--14 years ago. Nothing has
changed. We must expand commuter rail capacity under the Hudson
to keep up with the demand, and this need has been exacerbated
since the damage caused by Superstorm Sandy in 2012.
Passing this next milestone is a big step. I look forward
to working hand-in-glove with the President to finally finish
the job.
One component of this project is the Portal Bridge spanning
the Hackensack River. It is a relic built from a past time,
when the Philadelphia Athletics won the World Series. I am not
kidding. That is how old it is. We must upgrade this dangerous
structure and modernize our cross-river transportation.
It is dead wrong that New Jerseyans and all who travel on
the Northeast Corridor have been forced to traverse a bridge
dating back to President Taft, and we won't stand for it. We
are not going to play second fiddle in New Jersey.
I must also mention that we need more access to public
transportation throughout northern New Jersey. New Jersey is
the most densely populated State in America. There is no more
room for major roadways. Transit has lessened our road
congestion, and improved what is some of the worst air quality
in the Nation. Certainly, buses can and must play an important
role in the expanding transit access.
The Hudson-Bergen Light Rail is in desperate need of
expansion. It can also be a resource. Since it began operating
in 2000, this system has revitalized older, urban and suburban
areas in New Jersey. By several estimates, thousands of
residential units and extensive commercial development can be
traced to this system. However, progress has been stalled on
extending these lines throughout North Jersey, and this
committee can help get them back on track.
The Northern Branch Corridor Project expansion could
finally put the Bergen in Hudson-Bergen. It has had engineering
proposals and environmental studies. It has local support but
needs access to Federal funding. The cross-county line to
provide access to folks in my hometown of Paterson is currently
being re-envisioned, as well.
I hope the reauthorization you are considering and the
American Jobs Plan can be our savior, and I wish you the best
of luck. If anybody deserves it, Mr. Chairman, it is you.
[Mr. Pascrell's prepared statement follows:]
Prepared Statement of Hon. Bill Pascrell, Jr., a Representative in
Congress from the State of New Jersey
Chairman DeFazio and Ranking Member Graves, thank you very much for
the opportunity to highlight my priorities as you work on a surface
transportation reauthorization bill. I also want to thank my delegation
colleagues on this committee, Congressmen Albio Sires, Donald Payne,
Jr. and Tom Malinowski, for their work advocating for New Jersey. As a
former member of this committee, I know the work it entails, and they
do a fantastic job.
Our roads are aging, our bridges are crumbling, and our railways
are congested. North Jersey rail commuters have suffered enough on a
bridge nearly as old as the Stone Age. The most heavily traveled bridge
with a deficient rating in New Jersey is the span of I-80 crossing the
Passaic River. I hear my constituents demanding relief through their
blaring horns commuting on century old infrastructure. Every minute, or
hour, delayed is one less minute or hour that parents can spend with
their families.
The White House reminded me of our need this week by giving us a D+
on its Infrastructure Report Card. I was a teacher and I can tell you
D+ wasn't a grade you were pleased with. So, I'd like to highlight a
few projects of importance.
While an end is near for the Gateway Project's environmental review
submitted way back in 2018, it's taken too long to get here. We have
long needed to totally rebuild the Hudson River rail tunnels that
connect New York and New Jersey. Former Governor Chris Christie set our
cause back over a decade. We must expand commuter rail capacity under
the Hudson to keep up with demand. And this need has been exacerbated
since the damage caused by Superstorm Sandy in 2012. Passing this next
milestone is a big step to finally replacing this decaying structure. I
look forward to working hand in glove with President Biden to finally
finish the job.
One component of this project is the Portal Bridge spanning the
Hackensack River. It is a relic built from a past time when the
Philadelphia Athletics won the World Series. We must upgrade this
dangerous structure and modernize our cross-river transportation. It is
dead wrong that New Jerseyans and all who travel on the Northeast
Corridor have been forced to traverse a bridge dating back to President
Taft, and we won't stand for it.
I must also mention that we need more access to public
transportation throughout northern New Jersey. New Jersey is the most
densely populated state in the America. There is no more room for major
roadways. Transit has lessened our road congestion and improved what is
some of the worst air quality in the nation. Certainly, buses can and
must play an important role in expanded transit access.
The Hudson-Bergen Light Rail is in desperate need of expansion, can
also be a resource. Since it began operation in 2000, this system has
revitalized older urban and suburban areas in New Jersey. By several
estimates, thousands of residential units and extensive commercial
development can be traced to this system. However, progress has been
stalled on extending these lines throughout North Jersey and this
committee can help get them back on track. The Northern Branch Corridor
Project expansion can finally put the Bergen in Hudson-Bergen. It has
had engineering proposals and environmental studies. It has local
support but needs access to federal funding. The cross-county line to
provide access to folks in Paterson is currently being re-envisioned as
well.
I hope the reauthorization you are considering, and the American
Jobs Plan, can be our savior. Thank you very much for your time and the
opportunity to testify today.
Mr. DeFazio. I thank the gentleman, and I thank him in
particular for pointing out that the very robust economic
development that generally follows these commuter lines
ultimately has a very positive rate of return to State, local,
and even the Federal Government, in addition to mitigating
congestion and climate change. So I thank the gentleman.
With that we would move to the next witness, Representative
Bucshon.
TESTIMONY OF HON. LARRY BUCSHON, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF INDIANA
Dr. Bucshon. Chairman DeFazio, Ranking Member Graves, and
members of the committee, thank you for the opportunity to
testify today.
Completing Interstate 69 is one of the most important
infrastructure projects in the United States, truly a project
of national significance. It will eventually span 2,400-plus
miles, connecting the Canadian and Mexican borders. I-69 runs
through the States of Texas, Mississippi, Tennessee, Kentucky,
Louisiana, Arkansas, Michigan, and my home State of Indiana.
Today I-69 consists of multiple disjointed sections, and
you can see that in image 1 in my written testimony. Breaks in
the interstate make the corridor less safe and efficient. The
Ohio River crossing is one of the most significant existing
breaks. It is a bridge between Indiana and Kentucky. Once
completed, the Ohio River crossing will make I-69 contiguous
between the Canadian border and Memphis, Tennessee.
In 2016, the Governors of Indiana and Kentucky agreed to
split the development and planning costs of the Ohio River
crossing, and this can be seen in image 2 in my written
testimony.
The project has undergone a NEPA review that was published
and is now awaiting a Record of Decision from the Federal
Highway Administration that is expected this summer.
The bridge itself is projected to cost around $850 million,
but will rise to $1.497 billion, with current financing and
other planning costs. Funding is not expected to be available
until 2027 or later, based on current State-level planning.
An additional 3-year expected bridge construction time
means construction cannot be complete for another decade, at
the earliest. This delay will be costly to health and safety,
and to the economy.
Obtaining a contiguous I-69 is an important goal.
Currently, traffic must be redirected off of I-69 onto roads
not intended to handle the types of volume or vehicles that an
interstate does. This traffic is often redirected through urban
areas. The Ohio River Crossing Environmental Impact Study found
that interstates have crash rates 73 percent lower than divided
four-lane highways in urban areas. The same study found
interstates have crash rates 58 percent lower than four-lane
divided highways in rural areas. A 2004 Environmental Impact
Study found that completing I-69 just between Indianapolis and
Evansville, Indiana, would result in 30,000 less serious
crashes over a 20-year period. These statistics show the hidden
costs that Americans along this unfinished interstate are
paying.
Completing I-69 and the Ohio River crossing also have
profound economic impacts. Canada and Mexico are already the
top export trading partners of six of the eight States that I-
69 goes through. I-69 also connects to 22 other strategic
interstate highways, and major manufacturing and agricultural
centers. And this can be seen in image 3 in my written
testimony.
The implementation of the USMCA indicates that commercial
traffic along the route will increase. This compounds with
national shipping trends that project 70 percent of freight in
the United States moves on the highway system. This figure is
expected to increase by 50 percent by 2040. The same 2004
Environmental Impact Study found completing the Evansville-
Indianapolis stretch of I-69 would save 650,000 vehicle-hours
traveled, and hence, vehicle emissions will be lower.
Completing this I-69 segment would also bring an additional
$3.5 billion in additional personal income to the region over
20 years.
These fiscal benefits came from completing just the 170-
mile stretch of the interstate. I am confident these results
would be replicated along the entire corridor as it is
completed.
This expected growth could also be stunted or could even
become dangerous if reliable and efficient routes are not in
place to handle increased traffic volumes that are projected.
Completing the Ohio River crossing is essential to completing
the I-69 corridor.
I am proud to work with the Department of Transportation
and any other stakeholders to ensure that our request to speed
I-69 completion is using taxpayer dollars responsibly and
conforming to all relevant laws and authorities.
As a large infrastructure package is being considered,
funding the Ohio River crossing for I-69 should be seriously
considered, as it is clearly a project of national
significance. As I have mentioned, this will not only save
lives, but will stimulate economic activity across the central
part of the United States. In addition to decreased emissions,
it will have an impact on our goal of addressing climate
change.
Thank you, Mr. Chairman, and thank you, Ranking Member, for
allowing me to have this opportunity to testify before the
committee. I yield.
[Dr. Bucshon's prepared statement follows:]
Prepared Statement of Hon. Larry Bucshon, a Representative in Congress
from the State of Indiana
Chairman DeFazio and Ranking Member Graves, thank you for the
opportunity to come before this committee today and talk about one of
the most critical ongoing infrastructure projects in the United States,
Interstate 69. I-69 connects the Canadian and Mexican borders, running
through Texas, Mississippi, Tennessee, Kentucky, Louisiana, Arkansas,
Michigan, and my home state of Indiana.
While the I-69 system will eventually span more than 2,400 miles,
today it consists of multiple disjointed sections (see Image 1), which
makes the corridor less safe and efficient. One of the most significant
breaks in the interstate exists at the Ohio River Crossing on the
border between Indiana and Kentucky. Once completed, this bridge would
make I-69 contiguous for hundreds of miles between Port Huron on the
Canadian border and Memphis, Tennessee.
In 2016, the governors of Indiana and Kentucky issued a Memorandum
of Understanding to split the development and planning costs of the I-
69 Ohio River Crossing project (see Image 2). Since then, the bridge
has undergone a NEPA review that was subsequently published and is
awaiting a Record of Decision from the Federal Highway Administration
this summer. Indiana and Kentucky have agreed to share the bridge
construction costs, which are expected to be approximately $850 million
for the bridge itself and is expected to increase to $1.497 billion
with financing and other planning costs. Subsequently, the project will
be waiting for funding to become available, which is currently not
expected until 2027, or even later. With an expected bridge
construction time of three years, this means that the northern half of
I-69 will not be contiguous for over another decade at the very
earliest--a delay that will prove costly to health and safety and to
the economy.
A contiguous I-69 is a goal that this committee must help achieve
as quickly as possible. Currently, when an existing stretch of I-69
ends, traffic must redirect off the interstate onto roads that are not
intended to handle the volume of traffic or types of vehicles that an
interstate highway is capable of, often redirecting them through
crowded urban areas. An environmental impact study for the Ohio River
crossing found that in urban areas, interstates have average crash
rates that are about 73 percent lower than divided four-lane highways.
In rural areas, average interstate crash rates are about 58 percent
lower than divided four-lane highways. A 2004 Environmental Impact
Study of completing I-69 between Indianapolis and Evansville, Indiana,
found that its construction alone would result in approximately 30,000
less serious crashes over a 20-year period. These staggering figures
show the hidden costs that Americans along the unfinished interstate
are paying for delays in construction today.
Another reason that I-69 and its Ohio River Crossing must be
quickly completed is the substantial positive economic impact that will
occur as a result of completion. I-69 is a critical route for trade
between the United States, Canada, and Mexico, as those countries are
already the top export trading partners of six of the eight states that
I-69 runs through. The interstate will also play a large role in
fostering domestic travel by connecting to 22 other strategic
interstate highways, and major manufacturing and agricultural centers
(see Image 3). Now that USMCA is in effect, commercial traffic along
the route is only expected to increase. This compounds with national
trends in shipping that show 70% of the nation's freight moves on the
highway system today, and that freight is expected to increase by 50%
by 2040.
The 2004 Environmental Impact Study estimated that just completing
the route between Evansville and Indianapolis would translate into over
650,000 vehicle-hours saved per year, and bring over $3.5 billion in
additional personal income over 20 years to Southwest Indiana. These
are benefits from completing a 170 mile stretch of the interstate, and
are ones that I am confident would be replicated in your own states and
districts along the length of the interstate across the nation as more
and more of the corridor is interconnected. This expected growth bodes
well for the American economy, but could be stunted, or even become
dangerous, if there is not a reliable and efficient route that can
handle the tremendous traffic volumes that are expected in upcoming
years.
I am proud to continue working with relevant Departments of
Transportation and other local stakeholders to ensure that any requests
to speed the completion of I-69 are an efficient and responsible use of
taxpayer dollars that conform to all relevant laws and authorities and
requirements of the committee.
This committee should make completing Interstate 69, and more
specifically completion of the Ohio River Crossing, a priority to
facilitate safe and efficient trade and travel for years to come.
Thank you.
image 1:
[GRAPHICS NOT AVAILABLE IN TIFF FORMAT]
Mr. DeFazio. I thank the gentleman. I thank him for
pointing out that we need a Federal partner for major projects,
that with the two States' combined assets, that they can't even
begin to address this project until 2027. For too long the
Federal Government has been absent. We haven't adjusted the
Federal gas and diesel tax since 1993. So that is why we are
looking at a very robust bill, and it would include projects of
national regional significance, and I thank the gentleman for
his testimony.
We would now move to Representative Peters.
TESTIMONY OF HON. SCOTT H. PETERS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Mr. Peters. Thank you, Mr. Chairman and Ranking Member
Graves, and thanks for hosting Members' Day for your colleagues
like me to share our requests for the committee in the upcoming
surface transportation reauthorization.
I would like to highlight two issues that affect my
district and the country as a whole. One is the link between
public transportation and housing, and the second is Amtrak,
particularly in southern California.
First, I want to stress the importance of investing in
public transportation that prioritizes decongesting our roads,
increases sustainability, and supports regional housing
planning. And I urge the committee to continue to improve
transit infrastructure to encourage more commuters to take
public transit and reduce vehicle-miles traveled. The Federal
Government can only support a limited number of projects. We
have to prioritize projects that will generate the ridership
that will demonstrably offer automobile alternatives and
minimize greenhouse gas emissions, not to mention increased
farebox recovery.
To this end, we need to ask local and State governments, in
exchange for the massive Federal transit investments we make in
local communities, to commit to increasing density and building
more housing along transit corridors. Large and small cities
across the country and across California struggle to build
enough housing and keep rents affordable for families. Between
2005 and 2014, California built a little more than 300 homes
for every 1,000 new residents. At the same time, the Federal
Government is supporting transit projects that are routed far
from housing, which undercuts performance and farebox recovery.
This week I reintroduced the Build More Housing Near
Transit Act, H.R. 2483, that would help incentivize a more
thoughtful approach to building housing during the construction
of large transit projects. My bipartisan bill modifies the
Capital Investment Grants program to fast-track applications
that conduct a housing feasibility assessment to determine how
and where housing units could be built near new transit stops.
It also provides a scoring boost to projects that can
demonstrate a local commitment to changing land use policies to
accommodate market-rate and affordable housing.
This bill is important because it shifts the discussion of
land use policy to the beginning of the conversation. The
Federal Government can spur livable, sustainable communities,
and it is our responsibility to the taxpayer to make sure we
maximize their investment. The bill is supported by a wide
array of organizations, including Transportation for America,
the American Planning Association, Smart Growth America, Up for
Growth Action, Congress for New Urbanism, as well as the
Mortgage Bankers Association, National Association of Home
Builders, and the National Apartment Association.
I am grateful to Chairman DeFazio and the committee for
including the language for the Build More Housing Near Transit
in last year's H.R. 2, and I hope we can pass it again and
include it this year, as well.
Second, I want to say we need to make substantial
investment in the Amtrak system to make it a viable and
enticing public transportation option outside of its most
popular route, the Northeast Corridor. The second busiest
intercity rail corridor in the Nation, the LOSSAN Corridor,
begins in San Diego. It carries $1 billion worth of goods and 8
million passengers a year and ensures critical military access
as a designated Strategic Rail Corridor Network.
The corridor is vital to our regional, State, national, and
international economies, yet portions of the corridor are
literally falling into the ocean. Tracks run along the Del Mar
Bluffs, which, as recently as last month, had another portion
collapse into the sea. This latest collapse occurred within 35
feet of the tracks, tracks that carry passengers and freight
multiple times a day. Trains are now directed to traverse this
area at a reduced speed, and these are not sustainable
conditions, to put it mildly.
While we see routine major investments in the Northeast
Corridor, funding is lacking for the Nation's second busiest
intercity corridor. And I am hopeful that President Biden's
recently proposed $80 billion plan for Amtrak will include a
significant, transformative investment in the San Diego to Los
Angeles routing.
In my district, the Amtrak largely runs parallel with
Interstate 5, the main freeway that runs north-south from
Mexico to Canada. And riding the Amtrak provides a beautiful
view of the Pacific Ocean, comfortable seating, and Wi-Fi. And
taking the train should be an obvious and enticing option for
avoiding gridlock on the 5. But because there has been so
little investment in upgrading service, a trip from San Diego
to Los Angeles on Amtrak takes over 3 hours, versus 2 hours in
a car. So it is no surprise the 5 freeway remains packed at all
times of the day, that it really isn't a viable other option.
With additional funding to improve service and travel times
between San Diego and L.A., Amtrak could remake the way
southern Californians commute and travel. And I urge the
committee to think a little bit about southern California for
future investments. It is past time.
Thanks for your time and consideration of these matters. I
look forward to continuing to work with you on these and other
issues, and I yield back the balance of my time.
[Mr. Peters' prepared statement follows:]
Prepared Statement of Hon. Scott H. Peters, a Representative in
Congress from the State of California
Chairman DeFazio and Ranking Member Graves:
Thank you for hosting ``Member Day'' for your colleagues like me to
share our requests and priorities for the Transportation and
Infrastructure Committee and the upcoming surface transportation
reauthorization.
I'm here to highlight two issues that affect my district and the
country as a whole, including
1. issues of public transportation, density, and housing; and
2. improving Amtrak for Southern California.
First, I would like to stress the importance of investing in public
transportation that prioritizes decongesting our roads, increases
sustainability, and supports regional housing planning.
I urge the Committee to continue to improve transit infrastructure
to encourage more commuters to take public transportation and reduce
vehicle miles traveled. The federal government can only support a
limited number of projects. We must prioritize projects that will
generate the ridership that will demonstrably offer automobile
alternatives and minimize greenhouse gas emissions.
To this end, we need to ask local and state governments, in
exchange for the massive federal transit investments we make in local
communities, to commit to increasing density and building more housing
along transit corridors. Large and small cities across the country, and
across California, struggle to build enough housing and keep rents
affordable for families. Between 2005 and 2014, California built a
little more than 300 new homes for every 1,000 new residents.
This week, I reintroduced the Build More Housing Near Transit Act,
which would help incentivize a more thoughtful approach to building new
housing during the construction of large transit projects.
My bipartisan bill modifies the Capital Investment Grants program
to fast track applications that conduct a housing feasibility
assessment, to determine how and where housing units could be built
near new transit stops.
It also provides a scoring boost to projects that can demonstrate a
local commitment to changing land use policies to accommodate market-
rate and affordable housing.
This bill is important because it shifts the discussion of land use
policy to the beginning of the conversation. The federal government can
spur livable, sustainable communities, and it's our responsibility to
the taxpayer to make sure we maximize their investment.
The bill is supported by a wide array of organizations, including
Transportation For America, the American Planning Association, Smart
Growth America, Up For Growth Action, and the Congress for New
Urbanism.
I am grateful to Chairman DeFazio and the Transportation and
Infrastructure Committee for including the language from Build More
Housing Near Transit in last year's HR 2, and I hope it will be
included again this year.
Secondly, we need to make substantial investment in the Amtrak
system to make it a viable and enticing public transportation option
outside of its most popular route, the Northeast Corridor. The second
busiest intercity rail corridor in the nation, the LOSSAN corridor,
begins in San Diego. It carries $1 billion worth of goods and 8 million
passengers a year, and ensures critical military access as a designated
Strategic Rail Corridor Network.
The corridor is vital to our regional, state, national, and
international economies, yet, portions of the corridor are literally
falling into the ocean. The tracks run across the Del Mar Bluffs, which
as recently as last month had another portion collapse into the sea.
This latest collapse occurred within 35 feet of the tracks that carry
passengers and freight multiple times a day. Trains are now directed to
traverse this area at a reduced speed--these are not sustainable
conditions, to put it mildly.
While we see routine major investments in the Northeast Corridor,
commensurate funding is lacking for the nation's second busiest
intercity corridor. I'm hopeful that President Biden's recently
proposed $80 billion plan for Amtrak will include a significant,
transformative investment in the San Diego to Los Angeles routing. In
my district, the Amtrak largely runs parallel with Interstate 5, the
main freeway that runs north-south from Mexico to Canada. Riding the
Amtrak provides a beautiful view of the Pacific Ocean, comfortable
seating, and WiFi. Taking the train should be an obvious and enticing
option for avoiding gridlock on the 5, but because there has been so
little investment in upgrading service, a trip from San Diego to Los
Angeles on Amtrak takes over three hours, versus two hours in a car.
It's no surprise the 5 freeway remains packed at all times of the day--
there isn't a viable other option.
With additional funding to improve service and travel times between
San Diego and Los Angeles, Amtrak could remake the way Southern
Californians commute and travel, and I urge the Committee to think
beyond the Northeast Corridor for future investments. It is past time.
Thank you for your time and consideration of these matters. I look
forward to continuing to work with you on these and other issues, and I
yield back the balance of my time.
Mr. DeFazio. I thank the gentleman. I particularly thank
him for his advocacy and pointing out the critical linkage
between transit and potential for housing and economic
development. And I was pleased to work with him in the last
Congress, and fully intend to include similar provisions in
this legislation.
I would like to see a lot of improvement in Amtrak,
existing Amtrak. I just call it higher speed rail before--we
are going to do high-speed rail, but Amtrak needs higher. The
issue he has between San Diego and L.A.--I am in Eugene, it is
112 miles to Portland. It is supposed to be only about 3 hours
to get there by train, a train that can go 112 miles an hour.
And regularly it doesn't even meet that schedule. So we have
got to work on these issues, and I appreciate his pointing that
out.
Now, the chair of the Education and Labor Committee, Bobby
Scott.
TESTIMONY OF HON. ROBERT C. ``BOBBY'' SCOTT, A REPRESENTATIVE
IN CONGRESS FROM THE COMMONWEALTH OF VIRGINIA
Mr. Scott. Thank you, Mr. Chairman, Ranking Member, and
members of the committee. I represent Virginia's Third
Congressional District, where the Chesapeake Bay meets the
James, Nansemond, and Elizabeth Rivers, which presents both
challenges and opportunities.
My district is home to the Port of Virginia, one of the
largest and busiest ports on the eastern seaboard. With 95
percent of our Nation's trade moving by water, it is essential
that the port is able to maintain operations. The Third
Congressional District is also home to multiple shipyards, and
neighbors the Norfolk Naval Station, the largest naval base in
the country.
Unfortunately, due to sea level rise, both attributable to
climate change as well as historic subsidence, these same
waterways also pose a serious risk. Some studies estimate that
sea level rise will be as much as 7 feet by the end of the
century, and that places the Hampton Roads region as the second
largest population center at risk for sea level rise in the
Nation, behind only New Orleans. The city of Norfolk is
specifically at risk of flooding due to high tides,
nor'easters, and hurricanes. As the home of the Norfolk Naval
Station and numerous other Federal and military facilities,
this recurrent flooding also poses a severe national security
risk.
State and local officials in Virginia already appreciate
the significant threat sea level rise poses to Hampton Roads.
Unfortunately, the cost to proactively and aggressively address
this problem head-on is far too great for any city to bear by
itself. And while Hampton Roads has already spent considerable
sums of money to address the rising water and implement a
resilient infrastructure where feasible, the scope of the
entire project to actually address the problem is expected to
total into the billions of dollars.
Hampton Roads is also home to significant traffic backups
throughout the region, especially at waterway crossings. A
widening of Hampton Roads Bridge-Tunnel is primarily being
financed with local and State revenue from sales and gasoline
taxes and the Hampton Roads Transportation Fund. But it
requires Federal support. There is a limit to how much and how
many of these major projects can move forward without Federal
assistance.
For example, the downtown and midtown tunnels connecting
Norfolk and Portsmouth, Virginia, were in such a state of
disrepair and need of expansion that the Commonwealth had few
options, other than to enter into a lopsided, public-private
partnership leading to egregious tolls for decades to come.
The Hampton Roads region is also in vital need of public
transit investments. Airports, roads, and bridges are in need
of repair, and I would encourage the committee to commit
crucial Federal support to infrastructure in every State.
As chair of the Education and Labor Committee, I look
forward to working with this committee to address the existing
shortage of skilled workers and lack of diversity within the
construction sector. In my district, for example, the Hampton
Roads Bridge-Tunnel expansion will be creating about 1,000
jobs. But I just heard from union members about the shortage of
skilled workers in this area. So any infrastructure bill should
also include investments in workers, so that they will have the
skills needed to build and expand a cleaner and greener
infrastructure.
For far too long the funding for workforce programs has
been too small and too disjointed, spread across multiple
agencies, rather than through an intentional approach
coordinated with existing public workforce systems. So I look
forward to working with you to support the recruitment of a
diverse workforce, and ensure the recruitment for these
projects happens in and around the communities impacted by
them.
The Education and Labor Committee also looks forward to
working with you, as we insist that school infrastructure must
be part of the infrastructure package. Despite the evidence
linking well-resourced facilities, well-supported teachers, and
healthy buildings to better academic life and outcomes, the
Federal Government presently dedicates no money to public
school infrastructure improvements. My legislation, the Reopen
and Rebuild America's Schools Act, H.R. 604, would invest $100
billion in grants and $30 billion in bonding authority targeted
at high-poverty schools. Students and educators deserve to go
to school every day in a safe and welcoming building. And we
should be investing in community colleges also--both their
facilities and technology, to grow local economies, and improve
energy efficiency and resiliency.
And Mr. Chairman, thank you again for allowing me to share
my priorities for a resilient infrastructure package drafted by
your committee. Thank you very much.
[Mr. Scott's prepared statement follows:]
Prepared Statement of Hon. Robert C. ``Bobby'' Scott, a Representative
in Congress from the Commonwealth of Virginia
Chairman DeFazio, Ranking Member Graves and members of the
Committee, thank you for providing me this opportunity to discuss the
priorities of Virginia's third district in the upcoming infrastructure
legislation.
I represent the 3rd congressional district of Virginia where the
Chesapeake Bay meets the James, Nansemond, and Elizabeth Rivers, which
presents both challenges and opportunities. My district is home to the
Port of Virginia, one of the largest and busiest ports on the eastern
seaboard. With 95 percent of our nation's trade moving by water, it is
essential that the port is able to maintain operations. The 3rd
district is also home to multiple shipyards and neighbors Norfolk Naval
Station, the largest naval base in the U.S.
Unfortunately, due to sea level rise, both attributable to climate
change as well as historic subsidence, these same waterways also pose a
serious risk. Some studies estimate this rise to be as much as 7 feet
by the year 2100, the Hampton Roads region is the second largest
population center at risk from sea level rise in the nation, behind
only New Orleans. The City of Norfolk is specifically at risk from
flooding due to high tides, nor'easters, and hurricanes. As the home of
Naval Station Norfolk and numerous other federal and military
facilities, this recurrent flooding also poses a severe national
security risk.
State and local elected officials in Virginia already appreciate
the significant threat sea level rise poses to Hampton Roads.
Unfortunately, the cost to proactively and aggressively address this
problem head-on is far too great for any city to bear by itself. While
Hampton Roads has already spent considerable sums of money to address
the rising water and implement resilient infrastructure where feasible,
the scope of the entire project to actually address the problem is
expected to total in the billions of dollars.
Hampton Roads is also home to significant traffic backups at the
waterway crossings and throughout the region. The widening of the
Hampton Roads Bridge Tunnel is primarily being financed with local
revenue from sales and gasoline taxes in the Hampton Roads
Transportation Fund but it requires state and federal support. There is
a limit to how much and how many of these major transportation projects
can move forward without federal assistance. For example, the Downtown
and Midtown Tunnels connecting Norfolk and Portsmouth Virginia were in
such a state of disrepair and need of expansion that the Commonwealth
had few options other than to enter into a lopsided private-public
partnership leading to egregious tolls for decades to come. The Hampton
Roads region is also in vital need of public transit investments. Our
airports, roads, and bridges are in need of repair and I would urge the
committee to commit crucial federal support for infrastructure in every
state.
As the Chair of the Committee on Education and Labor, I look
forward to working with your Committee to address the existing shortage
of skilled workers and lack of diversity within the sector. In my
district, for example, the Hampton Roads Bridges and Tunnel expansion
creates 1,000 jobs, but I just heard this week from union members about
an existing skilled trade shortage in the area.
Any infrastructure bill should also include investments in workers
so that they have the skills needed to build and expand to cleaner and
greener infrastructure are needed. For too long the funding for
workforce programs has been too small and too disjointed, spread across
multiple agencies rather than through an intentional approach driven
through the existing public workforce system. I look forward to working
with you to support the recruitment of a diverse workforce and to
ensure that recruitment for these projects happens in and around the
communities impacted by them.
School infrastructure must also be a part of any infrastructure
package we consider. Despite the evidence linking well-resourced
facilities, well-supported teachers, and healthy buildings to better
academic and life outcomes, the federal government dedicates no money
to public school infrastructure improvements. My legislation, the
Reopen and Rebuild America's Schools Act (H.R.604) would invest $100
billion in grants and $30 billion in bond authority targeted at high-
poverty schools. Students and educators deserve to go to school every
day in safe and welcoming buildings. We should also be investing in
community college facilities and technology to grow local economies,
improve energy efficiency and resilience.
Mr. Chairman, thank you again for allowing me the opportunity to
share my priorities for a comprehensive and resilient infrastructure
package drafted by this committee.
Mr. DeFazio. I thank the gentleman. Five minutes on the
nose. I thank you, in particular, for raising the issue of
resilience, sea level rise. We have to anticipate that as we
rebuild our infrastructure around the country: sea level rise
on the coasts, severe weather events, inland flooding,
earthquakes in the West. We want to build it to be resilient,
and his offer and work to partner--because we are going to need
a lot more skilled workers, and we can reach into communities
that have been left behind, and give them the skills they need
to become more full participants in this society, as we
rebuild. So I thank him for that.
Mr. Scott. Thank you.
Mr. DeFazio. With that we would move on to the gentleman
from California, Representative Costa.
TESTIMONY OF HON. JIM COSTA, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Mr. Costa. Thank you very much, Mr. Chairman, for your time
and patience, and the members of the committee. Your leadership
and the members of this committee are going to be critical if
we are successful this year in investing in America's
infrastructure. We know it is the backbone of our country.
Our canals, ports, and harbors, roads, bridges, highways,
and railways have continued to connect us for over two
centuries. Alexander Hamilton, at the birth of our country,
supported and helped initiate our canal system as a way of
connecting a new country and economically binding us. We have
continued that effort, and we know how critical a role
infrastructure has played in the development.
But if we are going to continue toward the path of
sustainability in light of climate change and other factors
that we are dealing with, we must act boldly. And we have an
opportunity to not only modernize our systems of transportation
and infrastructure, but also rehabilitate existing
infrastructure that is in bad need of repair. And this means
jobs, jobs, and jobs that will further boom our economy, as we
all know.
My district, like all of our districts, has diverse needs,
and contains infrastructure which conveys water resources for
residential and agricultural use, major highways which support
the movement of goods and services for our State and our
Nation, and it is also home to the first true state-of-the-art
construction--in construction--of high-speed rail.
Therefore, we need to look at all the facets of
investments, I believe. The BUILD Grant is an incredible tool
that can help fix our highways and roads, such as State Route
99 and Route 41 in my district. But much more must be done.
Your efforts with H.R. 2, Mr. Chairman, and the INVEST Act that
reauthorizes the Surface Transportation Act, as others have
mentioned, is going to be critical, because we are living off
the investments our parents and grandparents have made a
generation and two ago, and we must now act boldly.
As our Nation's population continues to grow,
infrastructure must be able to keep up with the everyday
demands in the 21st century, in light of climate change and
other factors, which continues to intensify droughts in the
West with more unpredictable weather patterns, tornadoes in the
Midwest, and hurricanes in the South. We see these impacts on
our water systems, as you noted, with the rise in coastal
tides. It impacts every facet of our infrastructure. And that
is why I think it is so important that we introduce
legislation.
I am introducing legislation to access Water Infrastructure
Finance and Innovation Act, a program that will assist much-
needed upgrades and modernization of our water infrastructure
around the country. We have canals that are no longer capable
of moving water that they were designed for 50 years ago.
In addition to our water resources, we must invest in a
clean, eco-friendly, state-of-the-art, 21st-century system of
transportation, like high-speed rail, and increase Amtrak
service, as you noted with the previous witnesses. Trains in
the 1950s and the 1960s used to go over 100 miles an hour.
Amtrak today averages 79 miles an hour and less. There is a
great deal that we can do, whether it is corridors from
Portland to Vancouver, in California, Texas, Florida, the
Northeast Corridor, in the Midwest from Chicago down to
Atlanta, there are endless benefits to electrified, high-speed
rail in connecting people and reducing our carbon footprint.
As I noted earlier, we passed H.R. 2, your legislation to
fund intercity passenger rail through the PRIME Grant, which I
think is a step in the right direction. But we have to, in
addition to that, I think, have dedicated, high-speed rail.
Finally, we need to continue to focus on an infrastructure
package with this administration. And I urge the committee to
consider my legislation, the High-Speed Rail Corridor
Development Act of 2021, for dedicated, high-speed rail
corridor funding across our Nation. Representative Seth Moulton
and I are working together to ensure that dedicated high-speed
rail funding is a reality for corridors north, south, east, and
west. In Europe and in Asia they have been successful over the
last 40 years because the Federal Government in those parts of
the world created an authorization for continued funding to
improve rail and high-speed rail. We should do the same.
Finally, as I said, I think the challenges we face are,
one, to reach a bipartisan agreement on what we define as
infrastructure.
Two, how we pay for it. Our Republican friends don't like
the current pay-fors? I suggest they come up with other pay-
fors.
Three, we should incentivize States and local government
who have already raised local revenue. Almost 30 States across
the country have raised revenue in recent years to improve
their transportation needs, as well as local government, many
counties. If they have got skin in the game, why don't we
incentivize them as a result of that?
The challenge that we have--and I challenge our Republican
colleagues and friends--is to show that we can work together to
invest in America, and invest in our infrastructure, which is
long, long overdue.
I thank the chairman and the committee for your patience
today. We have got our work cut out for us.
[Mr. Costa's prepared statement follows:]
Prepared Statement of Hon. Jim Costa, a Representative in Congress from
the State of California
Good afternoon, thank you Mr. Chairman for holding this Member Day
Hearing. It is critical now more than ever we continue to discuss our
infrastructure needs as a nation. For the past few years, we have heard
the term ``infrastructure week'' time after time, but no action. Today,
I am hopeful with this Administration and with this committee in moving
legislation forward towards a sustainable investment for the next
generation.
I stand in front of the committee to highlight the infrastructure
needs of our nation from investing in our water resources
infrastructure to high speed rail. It is essential we take an all-of-
the above approach and invest in this diverse amount of infrastructure
which continues to connect our nation.
As the representative of California's 16th District, a place I call
home, this district and the region of the San Joaquin Valley serves as
California's infrastructure backbone. My district has diverse needs as
it contains infrastructure which conveys our water resources throughout
the state, major highways which support the movement of goods and
services throughout the state, and lastly, it is home to California's
High Speed Rail project, a first of its kind for our nation.
If we are going to continue towards the path of sustainability as a
nation, we must act boldly. We must continue to utilize the benefits of
the BUILD Grant to support fixing our highways and roads that serve as
major connectors for regions, such as State Route 99 and State Route 41
in my district which both also connect to Interstate 5, a major
transportation artery that connects all of California.
Climate change continues to intensify droughts in the West with
more unpredictable weather patterns that require us to think of
``outside-the-box'' solutions. That is why I will soon be introducing
legislation to ensure access to WIFIA financing for federally-owned,
locally ran water infrastructure projects to assist in the much needed
upgrades and modernization of water infrastructure projects around our
nation.
And lastly, if we are going to reduce our carbon footprint and
reduce our global emissions, we must invest in electrified high-speed
rail. For too long we have heard the United States is behind when it
comes to investing in high-speed rail. Other nations around the world
continue to invest in this infrastructure and reap the benefits of
regional connectivity and economic opportunity all while reducing
carbon footprints. My legislation, the High-Speed Rail Corridor
Development Act of 2021 builds upon what our nation has already
invested towards high-speed rail. This can be a reality for all across
our nation and help us continue to connect our regions and communities.
I'd like to thank the Chairman again for allowing me to testify
today and look forward to working on an infrastructure package for our
nation. I yield back.
Mr. DeFazio. I thank the gentleman--in particular, his
advocacy on high-speed rail. I just would correct him. One of
the five original designated high-speed rail corridors in the
United States was from Eugene to Vancouver, BC, not Portland.
Mr. Costa. Sorry.
Mr. DeFazio. And----
Mr. Costa. I stand corrected.
Mr. DeFazio. No, there has been a lot of talk about
Portland, because of Microsoft being involved in a project up
there. But it is Eugene.
I also thank him for pointing out the need for water
infrastructure. It is becoming more and more and more critical,
obviously, in the West and nationwide. The Corps has a massive,
massive backlog to bring things up to a state of good repair,
close to $40 billion, and that needs addressing in a 21st-
century way, incorporating, where possible, more natural
systems.
I thank the gentleman.
With that we would move to the esteemed chair of the
Appropriations Committee, Rosa DeLauro.
TESTIMONY OF HON. ROSA L. DeLAURO, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CONNECTICUT
Ms. DeLauro. Thank you. Thank you so much, Chairman DeFazio
and Ranking Member Graves. I want to thank both of you for the
opportunity to speak today, but also for your commitment to our
Nation's infrastructure, and for holding today's Members' Day
hearing.
We are in an exciting moment. After decades of inadequate
investments in America's physical infrastructure and 4 years of
failed ``infrastructure weeks,'' we finally have a partner in
the White House who is committed to making transformative
investments that will shape our economy in a way that meets the
moment. We cannot simply return to normal. Now is the time to
make desperately needed investments to rebuild our Nation and
create millions of good-paying jobs that cannot be outsourced.
According to the 2021 Report Card for America's
Infrastructure assessment by the American Society of Civil
Engineers, our Nation's infrastructure receives the grade of C-
minus. By 2039, America's overdue infrastructure bill will cost
the average American household $3,300 a year, or $63 a week,
and the cost and consequences to our economy are significant. A
continued underinvestment in our infrastructure at current
rates will cost $10 trillion in GDP, more than 3 million jobs,
and $2.4 trillion in exports over the next 20 years.
We cannot wait. Now is the time to invest, reimagine, and
rebuild the American economy by building the architecture for
our Nation's future.
As we work together, I would ask to bring your attention to
a national infrastructure development bank, a concept I have
been advocating since 1994. It is a public-private partnership
establishing an innovative financing mechanism to help
supplement gaps in investment. The bank would be a bold step
forward to address the tremendous shortfall in infrastructure
investment that would create jobs, spur long-term economic
growth, and improve our global competitiveness. It would make
the critical investments needed that goes beyond surface
transportation, like water, energy, and telecommunications,
which is critical to our national growth strategy. Projects
would be evaluated through an analysis of the economic,
environmental, and social benefits, as well as the cost.
Importantly, there is no minimum dollar amount required for
a project to receive financing from the bank. A project can be
of significance, yet not be major in terms of a dollar amount
attached to it. And employee protection provisions are included
to ensure that, while the infrastructure bank creates new jobs,
it also does not displace current workers.
I also want to say a thank you for your commitment to
serving and rebuilding communities through the Member-
designated projects. This designated funding stream is vitally
important as we continue our efforts to build back better. In
Connecticut's Third Congressional District, the T&I Member-
designated project funding would deliver far-reaching, forward-
thinking progress for Connecticut families. And as such, we
will be submitting a number of projects.
Let me just briefly mention one of them. The funding would
finance one of our largest and our most essential
infrastructure projects, the city of New Haven's Downtown
Crossing Project. This is a project that I have worked
tirelessly on since my days as chief of staff for New Haven
mayor Frank Logue in the 1970s. And yet, decades later, I am
still fighting for its completion. We have completed two of
three phases to transform one of our critical expressways into
urban boulevards designed for pedestrian and bicycle use, as
well as low-speed motor vehicle traffic. With a dedicated
funding stream, Downtown Crossing Project would finally be
complete.
Infrastructure is the lifeblood of our economy. I strongly
believe it must be a central component of a long-term national
growth strategy that returns us to a country that builds,
rather than one that just consumes. Through the comprehensive
infrastructure package to be crafted by this committee in the
coming months, we can change the course of infrastructure
spending in our country.
Thank you. Thank you so much for your attention to my
statement, as well to my legislation, but also to the issue of
infrastructure. Your leadership is essential as the Congress
considers new investments to address our growing infrastructure
deficiencies. I look forward to working with you on this
critical matter, and I yield back.
[Ms. DeLauro's prepared statement follows:]
Prepared Statement of Hon. Rosa L. DeLauro, a Representative in
Congress from the State of Connecticut
Thank you, Chairman DeFazio and Ranking Member Graves for your
commitment to our nation's infrastructure and for holding today's
Member Day hearing. We are in an exciting moment. After decades of
inadequate investments in America's physical infrastructure and four
years of failed `Infrastructure Weeks,' we finally have a partner in
the White House who is committed to making transformative investments
that will shape our economy in a way that meets the moment. We cannot
simply return to normal. Now is the time to make desperately needed
investments to rebuild our nation and create millions of good-paying
jobs that cannot be outsourced.
According to the 2021 Report Card for America's Infrastructure
assessment by the American Society of Civil Engineers, our nation's
infrastructure receives the grade of a C-. By 2039 America's overdue
infrastructure bill will cost the average American household $3,300 a
year, or $63 a week, and the costs and consequences to our economy are
significant. A continued underinvestment in our infrastructure at
current rates will cost $10 trillion in GDP, more than $3 million jobs,
and $2.4 trillion in exports over the next 20 years.
We cannot wait. Now is the time to invest, reimagine, and rebuild
the American economy by building the architecture for our nation's
future.
As we work together, I would ask to bring your attention to a
national infrastructure development bank, a concept I have been
advocating for since 1994. It is a public-private partnership that
would establish an innovative financing mechanism to help supplement
gaps in investment. The bank would be a bold step forward to address
the tremendous shortfall in infrastructure investment, while creating
jobs, spurring long-term economic growth, and improving our global
competitiveness.
It would make the critical investments needed that goes beyond
surface transportation, like water, energy, and telecommunications,
which is critical to a national growth strategy. Projects would be
evaluated through an analysis of the economic, environmental, and
social benefits, as well as the cost. Importantly, there is no minimum
dollar amount required for a project to receive financing from the
Bank. A project can be of significance, yet not be major in terms of a
dollar amount attached to it. And, employee protection provisions are
included to ensure that while the infrastructure bank creates new jobs,
it also does not displace current workers.
And I want to thank you for your commitment to serving and
rebuilding communities through Member Designated Projects. This
designated funding stream is vitally important as we continue our
efforts to build back better.
In Connecticut's Third District, the T&I Member Designated Project
funding would deliver far-reaching, forward-thinking progress for
Connecticut families. As such, we will be submitting a number of
projects, but I want to briefly mention one of them. The funding would
finance one of our largest and most essential infrastructure projects:
The City of New Haven's Downtown Crossing Project. This is a project
that I have tirelessly worked on since my days as Chief of Staff for
New Haven Mayor Frank Logue in the 1970s, and yet, decades later, I am
still fighting for its completion. We have completed two of three
phases to transform one of our critical expressways into urban
boulevards designed for pedestrian and bicycle use, as well as low-
speed motor vehicle traffic. With the dedicated funding stream, the
Downtown Crossing project I have been fighting for, for decades, will
finally be complete.
Infrastructure is the lifeblood of our economy, and I strongly
believe it must be the central component of a long-term national growth
strategy that returns us to a country that builds, rather than one that
just consumes. Through the comprehensive infrastructure package to be
crafted by this committee in the coming months, we can change the
course of infrastructure spending in our country.
Thank you for your attention to my statement, as well as my
legislation. Your leadership will be essential as Congress considers
new investments to address our growing infrastructure deficiencies. I
look forward to working with you on this critical matter.
Mr. DeFazio. I thank the gentlelady. And like on this
committee, we are going to do Member-designated projects. I
congratulate the gentlelady for bringing back high-priority,
local projects that are proposed by Members to the
appropriations process with appropriate protections.
And this 1994 for an infrastructure bank, I started in 1996
with Bud Shuster on the Harbor Maintenance Trust Fund. I
finally got it done last December. Maybe you are close, Rosa.
Ms. DeLauro. Listen, you can never give up, you know? My
mama taught me two things in her 103 years--don't take no for
an answer, and never give up. So here we go. Thank you so, so
much, Mr. Chairman. Thank you.
Mr. DeFazio. I thank the gentlelady.
At this point, Representative Lamb, a member of the
committee from Pittsburgh, who I had the pleasure of visiting
in a virtual event last week with his constituents to talk
about infrastructure needs, and have also visited his district,
and he has been a prime mover, in particular, on inland
waterways and other critical infrastructure.
And the order of witnesses will be--when Conor takes over--
will be Representatives Arrington, Schrader, Porter, and
Schrier.
OK, Representative Arrington, you can begin, and
Representative Lamb will take the chair.
TESTIMONY OF HON. JODEY C. ARRINGTON, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF TEXAS
Mr. Arrington. Thank you, Chairman DeFazio and Ranking
Member Sam Graves, and members of the T&I Committee, and
certainly my friend, Conor Lamb, who I have really enjoyed
teaching how to play basketball since I have been a Member of
Congress. I don't know if he is there. I can't see his
expression. I hope he is laughing.
I want to talk about the food, fuel, and fiber that feeds
and clothes not only the American people, but people all over
the world, and the supply of energy that undergirds this
greatest economy, the envy of the world, and provides the
energy needs of billions of people around the world. In fact,
this Ports-to-Plains Corridor, as we call it, which is the
backbone of rural America, it is Middle America. And these are
rural communities that are the lead in production, agriculture,
and energy, both fossil and renewable.
And with the trade agreement with Canada and Mexico, they
are the largest trading partners, and making that a better and
stronger agreement, where the United States is going to benefit
to the tune of $70 billion in additional growth in GDP, we need
to have the critical infrastructure and transportation arteries
to take this important product throughout the country to our
ports and beyond.
And when you look at the States from Texas, all the way up
Middle America to Canada through North Dakota, this represents
about 70 percent. This area, this swath of the heartland
represents over 70 percent of production, ag, and energy. And
again, that is both renewable and fossil. My district alone, 29
counties in west Texas, is the largest renewable wind
production center in the country, producing three times more
than even the State of California. So it is all of the above.
It is critical supply chain for the country.
There is nothing in my mind more important, in terms of
infrastructure, than maintaining and strengthening our food
security and our energy independence, not just for the United
States, but for North America, especially, again, with our
enhanced relationships and new trade deal with USMCA, which was
a bipartisan effort and great for the country, great for our
workers, manufacturers, and ag producers.
So my project that I have been working on with Henry
Cuellar and colleagues from both sides of the aisle--and by the
way, my friend, Representative Cuellar, this particular part of
the Ports-to-Plains Corridor that we are presenting starts at
the largest inland port in America, which is Laredo, Texas, and
includes other ports, including Eagle Pass and Del Rio.
But my priority for this 117th Congress, Mr. Chairman, is
for H.R. 1608, the Ports-to-Plains Highway Act of 2021, to be
included in the upcoming surface transportation reauthorization
bill. This legislation designates the Ports-to-Plains Corridor
in Texas, New Mexico, Oklahoma, and Colorado, and a portion of
the Heartland Expressway between I-70 and I-76 in Colorado as a
future interstate highway.
Again, food, fuel, and fiber, food security, energy
independence, and these God-fearing, freedom-loving patriots
who live in the heartland, the backbone of this country, making
sure that we can efficiently and safely push that product to
our communities throughout the country, and to people all
around the world. We are going to see the population double
around the world. And by 2030 we are going to have 1 billion
people who already live in energy poverty, and we will have 1
of every 4 people living with food insecurity. And they are all
counting on our farmers, ranchers, and energy producers in this
corridor to meet that growing demand.
Hey, guys, thank you so much for listening, and letting me
present our priority for the Ports-to-Plains Highway. Thanks
for your good work, and I am happy to take any questions. And
God bless your efforts.
[Mr. Arrington's prepared statement follows:]
Prepared Statement of Hon. Jodey C. Arrington, a Representative in
Congress from the State of Texas
Chairman DeFazio and Ranking Member Graves:
Thank you for providing Members the opportunity to share our
priorities for the 117th Congress. As you continue to develop your
proposal to rebuild our nation's infrastructure, I'd like to take this
Member's Day hearing as an opportunity to urge the inclusion of H.R.
1608, The Ports-to-Plains Highway Act of 2021, in any surface
transportation reauthorization legislation. This is an issue of great
importance and value to the constituents of TX-19 and rural America.
This legislation designates the Ports-to-Plains Corridor in Texas,
New Mexico, Oklahoma and Colorado and a portion of the Heartland
Expressway in Colorado as a Future Interstate. Both the Ports to Plains
Corridor and the portion of the Heartland Expressway are
Congressionally designated High Priority Corridors on the National
Highway System.
The Ports-to-Plains region includes states which lead our nation's
energy and agriculture economy, producing over $44 billion in
agriculture goods, or 22 percent of total U.S. agriculture production.
The Ports-to-Plains corridor generates over $166 billion annually in
trade with Canada and Mexico, accounting for almost 20 percent of all
U.S.-North American trade. Simply put, Middle America provides the
food, fuel, and fiber that strengthens our nation.
As the United States dominates the global trade market, we must
also look to strengthen infrastructure in rural communities. Access and
upgrades to adequate rural infrastructure not only promote the
wellbeing and quality of life for people living in rural communities,
but also ensures the safe and efficient transportation of food, fuel,
and fiber throughout the country.
My priority for the 117th Congress is for H.R. 1608, The Ports-to-
Plains Highway Act of 2021, to be included in the upcoming surface
transportation reauthorization bill. This critical step in highway
expansion would improve economic development, safety, and efficiency
for America's Heartland. I look forward to working with you this
Congress on this critical legislation.
Mr. Lamb [presiding]. Mr. Arrington, thank you for your
contribution, and I would have a response on the point of
basketball, except that the State of Texas had two of our final
four teams this year. So I feel like it is not the best year
for a kid from Pittsburgh to be talking smack about basketball
to a guy from Texas.
I did get to visit Representative Cuellar's district over
the weekend, actually, to look at the border. So I have a new
understanding of what you are talking about, and I hope that we
can work on it in a bipartisan way here in the committee.
Mr. Arrington. Thank you.
Mr. Lamb. Next we have another great champion of rural
America, from the Democratic side, Mr. Kurt Schrader, for 5
minutes.
TESTIMONY OF HON. KURT SCHRADER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OREGON
Mr. Schrader. Thank you very much, Chairman pro tem Lamb. I
would like to thank you and Chairman DeFazio and Ranking Member
Graves for the opportunity to provide testimony in advance of
the committee's work to reauthorize the surface transportation
policy.
Historically, thanks to the leadership of this committee,
transportation and infrastructure have been bipartisan issues.
There are those that would like to break that tradition in this
Congress. I hope this committee and the 117th Congress continue
to value bringing Members together from both sides of the aisle
for our transportation and infrastructure needs. This could be
the uniting moment that the President has been talking about.
The President's plan is a great foundation that goes boldly
forward, rebuilding America's infrastructure for the 21st
century. But the absence of a long-term, sustainable funding
source for the Highway Trust Fund is deeply concerning. It is
time to start the transition off the gas tax onto a vehicle-
miles traveled, or a weight-mile type of funding mechanism that
will serve us into the future.
I would also like to commend the committee's past work, in
particular the robust Projects of National and Regional
Significance program and the Moving Forward Act. That helps
States complete large, very large, infrastructure projects like
the Interstate 205 bridge in my district. The project has
bipartisan regional support, and the local communities and
State are committed to help with the funding. It is a critical
connection point that currently sees hours-long congestion. It
is a vital freight freeway for our region between Washington
State and Oregon.
The State and local officials have put forward an ambitious
plan to reinforce this bridge for seismic concerns to maintain
access during major disasters, and I hope that programs like
this one are kept inside the base package, allowing States to
compete for greatly needed Federal assistance on large projects
that they can't possibly do on their own.
Bringing Members into the discussion on how best to spend
Federal dollars in their district is long overdue, and I
commend the committee for their efforts in this respect. We all
know our districts better than agency bureaucrats in
Washington, DC.
The safeguards being put in place by the committee will
help bring needed transparency to the process, while empowering
us to advocate the projects our constituents tell us that they
need most, projects, like the Interstate 5 bottleneck at the
Aurora-Donald interchange, and a dangerous intersection,
Highway 22 and Highway 51 in my district. These projects, like
so many others, have broad support from local and State
officials. They are willing to put money into the till. The
only thing that is missing is some Federal help to finalize
that funding. These are the kind of projects that need just a
little bit of focus to help save lives, and keep our economy
humming.
I also hope that this is expanded beyond surface projects
to include other forms of infrastructure. The south jetty at
the entrance to Tillamook Bay on the Oregon coast is in
critical need of repairs to stop the loss of life from boats
exiting and entering the Port of Garibaldi. We recently had a
boat capsize, leading to the deaths of two individuals. These
jetties are a Federal responsibility. The past decade has seen
these projects zeroed out in Presidential budgets. It will only
get worse for my constituents because of Federal inaction. So I
urge the committee to expand opportunities for Congress to
direct spending for critical projects like this one.
Thanks again for the opportunity to outline my concerns as
the committee continues its important work. I look forward to
seeing a final product that meets the moment and provides a
strong investment in our country and its citizens.
And I yield back, thank you.
[Mr. Schrader's prepared statement follows:]
Prepared Statement of Hon. Kurt Schrader, a Representative in Congress
from the State of Oregon
Chairman DeFazio and Ranking Member Graves,
Thank you for this opportunity to provide testimony in advance of
the committee's work to reauthorize surface transportation policy.
Historically, thanks to the leadership in this committee,
transportation and infrastructure have been bipartisan issues. There
are those that would choose to break that tradition this Congress. I
hope this committee and the 117th Congress continue to value bringing
members together from both sides of the aisle on our transportation and
infrastructure needs. This could be the uniting moment our President
has talked about.
The President's plan is a great foundation that goes boldly towards
rebuilding American infrastructure for the 21st Century. But the
absence of a long-term sustainable funding source for the Highway Trust
Fund is deeply concerning.
I would also like to commend the Committee's past work. In
particular, the robust Projects of National and Regional Significance
program in the Moving Forward Act that would help states complete large
infrastructure projects, like the I-205 bridge and access improvements
project in my district. This project has bipartisan, regional support
and the local communities and state are committed to funding support.
It is a critical connection point that sees hours-long traffic
congestion, not only for Oregonians but also for our neighbors across
the river in Washington. The state and local officials have put forward
an ambitious plan to reinforce the bridge for seismic concerns to
maintain access during major disasters. I hope that programs like this
one are kept inside the base package, allowing states to compete for
greatly needed federal assistance on big projects that they can't do on
their own.
Bringing Members back into the discussion about how best to spend
federal dollars in their district is long overdue and I applaud the
committee for their efforts here. We all know our districts better than
agency bureaucrats here in DC. The safeguards being put in place by the
committee will help bring needed transparency to the process while
empowering us to advocate for the projects our constituents tell us are
most needed. Projects like the Interstate 5 bottleneck at the Aurora-
Donald interchange and the dangerous intersection on Highway 22 and
Highway 51 in my district. These projects, like so many others, have
broad support from local and state officials. The only thing it's
missing is some federal help to finalize funding. These are the kinds
of projects that just need a little focus that will help save lives and
keep our economy humming.
I also hope that this is expanded beyond surface projects to
include other forms of infrastructure. The south jetty at the entrance
to Tillamook Bay is in critical need of repairs to stop the loss of
life from boats exiting and entering the port of Garibaldi. We recently
had a boat capsize leading to the deaths of two.
These jetties are federal responsibility. But the past decade has
seen these project zeroed out in presidential budgets due to the cost.
It will only get worse for my constituents because of federal inaction
so I urge the committee to expand opportunities for Congress to direct
spending for critical projects like this one.
Thank you again for this opportunity to outline my thoughts as the
committee continues its important work. I look forward to seeing a
final product that meets the moment and provides a strong investment in
our country and our citizens.
Mr. Lamb. And thank you.
Next up we have, from California, the gentlelady, Ms. Katie
Porter, for 5 minutes.
TESTIMONY OF HON. KATIE PORTER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Ms. Porter. Thank you so much, committee members and staff,
for holding this hearing on advancing our country's surface
transportation and infrastructure.
Above the doors of the National Transportation Safety Board
academy there is an inscription. It reads, ``From tragedy we
draw knowledge to protect the safety of us all.'' By pulling
together stakeholders from industry, law enforcement, and all
levels of Government, the National Transportation Safety Board
has realized its goal time and time again.
As committee members may know, fatalities from aviation
accidents are down 99 percent since the board was founded. It
is past time to take a similar approach to learning and
evaluation in emergency management. And that is why I urge the
committee to include in this legislation my proposal for a
National Disaster Safety Board. This National Disaster Safety
Board would be a nonpartisan, independent Government body. It
would review management of natural hazards with a holistic
approach, evaluating the response at all levels of Government
and the private sector and through nonprofits.
I say ``natural hazards,'' and that is for a reason.
Disasters are what happens when human beings make wrong
decisions in an emergency. Disasters can be avoided, but
natural hazards like fires and hurricanes cannot.
The National Disaster Safety Board would address the
problem we currently face where an alphabet soup of State and
Federal agencies each conduct their own lessons-learned
process, and each draw their own parochial conclusions.
It would address a related problem, which is that these
different reviews use different data, make disparate
recommendations, and are scattered across the internet, when
they are publicly available at all.
Look at the example from my home State of California and
the 2018 Camp Fire, the deadliest fire in the United States in
a century, and the biggest environmental cleanup in the history
of California. These are terrible statistics. What they are
not, though, is lessons. The lessons from the Camp Fire are
scattered across half a dozen Government reports, from the
Butte County district attorney's office to the National
Institute of Standards and Technology, to the California office
in charge of watersheds. Each looked at the Camp Fire from a
particular point of view. None of them had the credibility or
the mandate to do a 360-degree review and say, ``This is how we
save lives next time.''
If we had a disaster board like what I am proposing, we
could start to find patterns. We might recognize that wildfires
in California have more in common with floods in Louisiana than
we realized. And perhaps we could find common solutions, as
well.
The Camp Fire also forced the evacuation of more than
50,000 people. And across the U.S., 916,000 people were
displaced by natural hazards in 2019. Do the evacuation
procedures and emergency networks and systems we have in
California reflect the lessons learned over the years in
Florida or Texas? The National Disaster Safety Board will give
the independent, nonpartisan analysis and recommendations to
make sure that the answer to that question is yes.
In the minute I have left, I want to suggest another
important way for the committee to protect taxpayer dollars and
encourage smart policymaking. From the American Recovery and
Reinvestment Act to the CARES Act, we have seen the importance
of oversight and accountability when Congress jumpstarts the
economy. This is so important for this infrastructure bill,
because we are aiming to reorient our economy to better fight
climate change.
Electrification of the transportation sector requires
coordination between the private sector, multiple Government
agencies, and all 50 States. That is a recipe for confusion and
delay. So I encourage the committee to make sure that, when it
comes to building up zero-emission vehicles and charging
infrastructure, the Government has somebody in charge, not a
working group, not an office with an acronym, but a person who
is empowered and can say, ``The buck stops with me on electric
vehicles.'' And I hope to hear that testimony from that
electric vehicle czar or similar person in the not-too-distant
future.
Thank you again for the opportunity to testify. I yield
back.
[Ms. Porter's prepared statement follows:]
Prepared Statement of Hon. Katie Porter, a Representative in Congress
from the State of California
Chair DeFazio and Ranking Member Graves, thank you for holding this
hearing on advancing our country's surface transportation and
infrastructure.
Above the doors of the National Transportation Safety Board academy
there is an inscription. It reads: ``From tragedy we draw knowledge to
protect the safety of us all.''
By pulling together stakeholders from industry, law enforcement,
and all levels of government, the NTSB has realized this goal time and
time again. As members of the committee may know, fatalities from
aviation accidents are down 99% since the board was founded in 1967.
It is far past time to take a similar approach to learning and
evaluation in emergency management, and that is why I urge the
committee to include my proposal for a National Disaster Safety Board
in this legislation.
The National Disaster Safety Board, or NDSB, would be a non-
partisan, independent government body. It would review management of
natural hazards with a holistic approach, evaluating the response at
all levels of government, in the private sector, and through non-
profits.
I say natural hazards and that's for a reason. Disasters are what
happens when human beings make the wrong decisions in an emergency.
Disasters can be avoided, but natural hazards like fires and hurricanes
cannot.
The NDSB would address the problem we currently face where an
alphabet soup of state and federal agencies each conduct their own
lessons-learned process, and each draw their own parochial conclusions.
It would address a related problem, which is that these different
reviews use different data, make disparate recommendations, and are
scattered across the internet--when they're publicly available at all.
Take the example of my home state of California and the 2018 Camp
Fire.
By any metric, the Camp Fire was historic.
The deadliest fire in the U.S. in a century.
The biggest environmental cleanup in the history of California.
The most expensive natural disaster in the world during a year that
included hurricanes Michael and Florence.
These are terrible statistics. What they are not, is lessons.
The lessons are scattered across half a dozen government reports,
from the Butte County District Attorney's Office, to National Institute
of Standards and Technology, to the California office in charge of
watersheds.
Each looked at the Camp Fire from a particular point of view. None
had the credibility or the mandate to do a 360 degree review and say:
``this is how we save lives next time.''
That is a problem, and one I imagine almost every member of this
committee has experienced in their own state.
If we had a board like this, we might start to find patterns. We
might recognize that wildfires in California have more in common with
floods in Louisiana than we realized--and perhaps common solutions as
well.
The Camp Fire was a disaster not only because of physical
destruction, but because it forced the evacuation of more than 50,000
people who then needed food, shelter, and medical care.
That was a huge challenge, but not a new one in many parts of the
country. Of the 916,000 people across the country who were displaced by
natural hazards in 2019, most were displaced by floods or storms.
Do the evacuation procedures, emergency networks, and other systems
we have in place in California reflect the lessons learned over the
years in Florida, or Texas?
The National Disaster Safety Board will provide the independent,
non-partisan analysis and recommendations to make sure that the answer
to that question is ``yes.''
In the few minutes I have remaining, I want to address another
important way for the Committee to protect taxpayers dollars and
encourage smart policy making.
From the American Recovery and Reinvestment Act of 2009, to the
CARES Act last year, we have seen the importance of oversight and
accountability and when Congress jumpstarts the economy.
That is especially important in the case of this infrastructure
bill, because we are aiming to reorient our economy to meet the
existential threat of global warming.
When it comes to electrification of the transportation sector, this
will require coordination between the private sector, multiple
government agencies, and all 50 states.
This is a recipe for confusion and delay, and so I encourage the
committee to make sure that, when it comes to building up zero emission
vehicles and charging infrastructure, the government has somebody in
charge.
Not a working group, not an office with an acronym, but a person
who is empowered and can say ``the buck stops with me on electric
vehicles.'' And I hope to hear the testimony of that person in the not-
too-distant future.
Thank you once again for the opportunity to testify here today. I
look forward to working together on this vital legislation.
I yield back.
Mr. Lamb. Thank you, Ms. Porter, for such fresh and new
ideas. As well, there were some jokes among Members earlier
about it taking 30 years to get some of these new ideas off the
ground. And I don't think we have that kind of time, with
respect to the ideas that you are talking about. So we will
take those very seriously.
The next five Members that we have up are Mr. Phillips,
Mrs. Bustos, Ms. Meng, Mr. Hagedorn, and Mr. Cloud.
So with that we turn to the gentleman from Minnesota, Mr.
Phillips.
TESTIMONY OF HON. DEAN PHILLIPS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF MINNESOTA
Mr. Phillips. Thank you, Mr. Chairman pro tem, Chairman
DeFazio, Ranking Member Graves, and all of you committee
members. I appreciate the time.
I represent Minnesota's Third Congressional District, which
includes the western Twin Cities suburbs. We are a proud, a
diverse, hard-working community. We are national leaders in
healthcare, small business ownership, and hockey fandom. And
our biggest export is Minnesota nice. We are also a tolerant
community, and one which deeply values the principle of
sharing.
But I have to be blunt with all of you. My constituents in
Minnesota are growing awfully tired of being one of just eight
States in the country that pays more in Federal taxes to
Washington than it receives back in Federal programs and
support. In 2019 that amounted to Minnesotans sending an extra
$1.8 billion to Washington more than it received back. In
contrast, the average State in America receives from the
Federal Government nearly $16 billion more than each State pays
in each year. And that imbalance has a profound impact on my
district. And nowhere is it felt more strongly than in our
woeful infrastructure.
I have met with leadership from every single city and town
in my district, and I often hear the exact same things: our
communities need 21st-century infrastructure to be competitive.
Yes, Congress has been complacent on this issue for far too
long. And yes, I will demand action on behalf of our State. So
I am here today to honor that promise, and urge your support
for a comprehensive, transformational infrastructure package
for America.
In Minnesota we have nearly 650 bridges, and nearly 5,000
miles of highway in poor condition. Not only is poor road
repair an economic disaster, but it is costing my constituents
$400 million each year, which is a hazard also to public
health.
As traffic fatalities have surged statewide in Minnesota,
we need a comprehensive approach to address surface
transportation in our State, and all of our States.
Water and wastewater infrastructure is another priority for
our communities. As local officials have made very clear to me,
sustainable water infrastructure not only ensures safe drinking
water and a clean environment, but also strengthens our local
economies. Experts say that Minnesota needs to invest $7.5
billion to overhaul its aged and overburdened water systems,
and support from Congress will be critical to make sure that
transition happens as swiftly as possible.
Another concern, especially following the wake of COVID-19,
is the need for high-speed broadband in suburban, exurban, and
rural districts like mine. And whether it is students trying to
learn online, or an employee or a Member of Congress logging on
to a virtual meeting just like this one, our communities need
better broadband infrastructure to thrive in an interconnected
world.
And I want to close with one more sentiment that I have
heard from leaders in my district, both Democrats and
Republicans. It is that our communities' infrastructure needs
go well beyond roads, bridges, and pipes. Infrastructure is
about resiliency. It is about a foundation. It is about
modernization. It encompasses everything from climate change
mitigation to addressing our country's concerning mental health
and addiction crisis. News today was that 87,000 Americans lost
their lives to overdoses last year. We had almost 50,000
suicides. People are struggling because of the pandemic,
economic challenges, injustice, you name it. And so, at its
core, infrastructure is about investing in our people and our
future and our country's mental health.
In the aftermath of this once-in-a-generation--God
willing--catastrophe, it is time that we come together and make
that investment together as a Congress.
So I thank you for your time, Mr. Chairman, and I yield
back.
[Mr. Phillips' prepared statement follows:]
Prepared Statement of Hon. Dean Phillips, a Representative in Congress
from the State of Minnesota
Thank you, Chairman DeFazio, Ranking Member Graves, and members of
the Committee for the invitation to speak with you all today.
I have the great honor of representing Minnesota's Third
Congressional District, which includes the western Twin Cities metro
area. We are a proud, diverse, and hardworking community. We are
national leaders in healthcare, small business ownership, hockey fandom
and of course, in Minnesota Nice.
Today, however, I must be blunt with you. Few know this, but
Minnesota is one of just eight states to pay more in federal taxes than
it brings back in support. In 2019, that amounted to Minnesotans
sending an extra $1.8 billion to Washington. In contrast, the average
state receives from the federal government nearly $16 billion more than
it pays each year.
That imbalance has had a profound impact on my district, and
nowhere is it felt more strongly than in our infrastructure. I have met
with leadership from every city and town in Minnesota's Third, and far
too often I find that I am repeating myself:
``Yes, our communities need 21st century infrastructure to
compete.''
``Yes, Congress has been complacent on this issue for far too
long.''
``And yes, I will demand action on behalf of our state.''
I am here today to honor my promise and urge your support for a
comprehensive infrastructure package.
In Minnesota, there are more than 650 bridges and nearly 5,000
miles of highway in poor condition. Not only is poor road repair an
economic disaster--costing my constituents nearly $400 million each
year--but it is a hazard to public health. As traffic fatalities surge
statewide, we need a comprehensive approach to address surface
transportation in Minnesota.
Water and wastewater infrastructure is another priority for
communities in my district. As local officials have made clear to me,
sustainable water infrastructure not only ensures safe drinking water
and a clean environment, but also strengthens local economies. Experts
say that Minnesota will need to invest $7.5 billion to overhaul its
aged and overburdened water systems, and support from Congress will be
critical to ensure that transition happens as swiftly as possible.
Another growing concern, especially following the wake of the
COVID-19 pandemic, is the need for high-speed broadband in suburban,
exurban, and rural districts like mine. Whether it's a student learning
online or an employee logging on to a virtual meeting, our communities
need better broadband infrastructure to thrive in our increasingly
interconnected world.
I want to close with another sentiment I have heard from leaders in
my district, Democrats and Republicans alike. Our communities'
infrastructure needs go beyond roads, bridges, and pipes.
Infrastructure is about resiliency. It's about modernization. It
encompasses everything from climate change mitigation to addressing our
country's mental health crisis. At its core, infrastructure is about
investing in our future. In the aftermath of a once-in-a-generation
catastrophe, it's time to come together and make that investment.
Thank you.
Mr. Lamb. I am disappointed that there was no musical
portion of the presentation after showing us that guitar the
entire time, but thank you, Mr. Phillips.
And with that we are on to the gentlelady from Illinois,
Mrs. Bustos.
TESTIMONY OF HON. CHERI BUSTOS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF ILLINOIS
Mrs. Bustos. All right, thank you, Congressman Lamb. And I
do want to throw out my thanks to Chairman DeFazio for giving
so many Members the opportunity to be able to share our
transportation and infrastructure priorities with the committee
today.
So I served on the Transportation and Infrastructure
Committee for my first three terms in Congress. And so I have a
deep appreciation for your critical mission, and the essential
work that you are doing. What I would like to do today is
summarize and submit for the record a document that outlines
the principles that I believe any infrastructure proposal
should include, particularly those that address the needs of
our small towns and rural communities, so much of which I serve
in the congressional district in the central and northwestern
and northern part of the State of Illinois.
Because I know that you are working on a surface
transportation reauthorization bill right now, I would like to
focus my remarks on the priorities for that legislation.
However, I do hope that this document will guide your work on
all future infrastructure packages beyond the one immediately
before us. I believe that, to build a strong foundation for a
successful economy, our Nation requires a significant
investment. To do this, any proposal needs to meet three goals.
First, direct Federal investment to areas with demonstrated
need.
Number two, strengthen programs that target support to
rural areas and small towns such as technical assistance.
And three, maintain and expand policies like Buy American
and Davis-Bacon requirements that support America's
manufacturers and America's workers.
Looking specifically to surface transportation, we must
balance our investments in new infrastructure with making sure
that our existing infrastructure is safe and reliable. For
example, the American Road and Transportation Builders
Association ``Bridge Report'' for this year found that, in my
home State of Illinois--and by the way, we are home to now the
third most bridges in poor condition in the Nation: pretty
bad--over 10 percent of the bridges in the congressional
district I serve are classified as structurally deficient.
So meanwhile, in 2018, more than 34 percent of major rural
roads across the country were rated in poor or mediocre
condition. Families in the heartland like the ones I serve rely
on surface transportation not only to get to work or to run to
the grocery store, but also as an economic connection to the
rest of the country. Manufacturers, growers, and producers all
rely on roads, on bridges, on rail, on locks and dams to move
their products to market.
Increased freight traffic on roads, coupled with everyday
use, have resulted in significant strain on our most important
infrastructure, making it critical that we invest more in our
highways, our bridges, our rail, all while providing a
sustainable funding source for the Highway Trust Fund.
Congress' call to address this lies not only in our
economic recovery, but in basic public safety. Promoting public
safety also requires raising awareness of Move Over laws. These
laws vary from State to State--in Illinois, our Move Over law
is known as Scott's Law--but many people don't realize that
moving over for a stopped vehicle is more than a courtesy, it
is a legal requirement. And after one of my constituents, State
trooper Brooke Jones-Story, was struck and killed during a
routine traffic stop, I knew that we needed to take action and
to prevent this needless loss of life. And as the wife of a
sheriff, I am grateful for the work our first responders do
every day. I ask that this committee continue to join me in
working to keep them safe.
Last Congress, I appreciated that this committee included
public awareness campaigns for Move Over laws as eligible
expenses in highway safety programs in the Moving Forward Act.
It is my hope that you will again prioritize this important
initiative.
Just to close, it was our parents' generation that left us
with world-class infrastructure. And in order to build back
better, we must look to repair the foundation we inherited, as
well as build upon it. I look forward to working with all of
you on the Transportation and Infrastructure Committee on these
important initiatives so we can meet that promise for
generations to come. And I hope that this can truly be a
bipartisan effort.
With that, Mr. Chairman, I yield back.
[Mrs. Bustos' prepared statement follows:]
Prepared Statement of Hon. Cheri Bustos, a Representative in Congress
from the State of Illinois
Thank you Chairman DeFazio and Ranking Member Graves for giving me
the opportunity to share my Transportation and Infrastructure
priorities with the Committee today.
I served on this Committee for my first three terms, and I have a
deep appreciation for its critical mission and essential work.
Today, I would like to summarize and submit for the record a
document outlining the principles that I believe any infrastructure
proposal should include, particularly those that address the needs of
our small towns and rural communities.
Because I know you are working on a surface transportation
reauthorization bill right now, I will focus my remarks on the
priorities for that legislation. However, I hope this document will
guide your work on all future infrastructure packages beyond the one
immediately before us.
To build a strong foundation for a successful economy, our nation
requires a significant investment. To do this, any proposal must meet
three goals:
First--direct federal investments to areas with DEMONSTRATED
need;
Second--STRENGTHEN programs that target support to rural areas
and small towns, such as technical assistance;
And Third--MAINTAIN and EXPAND policies, like Buy American and
Davis-Bacon requirements, that support America's manufacturers
and workers.
Looking specifically to surface transportation, we must balance our
investments in new infrastructure with making sure that our existing
infrastructure is safe and reliable.
For example, the American Road and Transportation Builders
Association's Bridge Report for 2021 found that my state of Illinois is
home to the third-most bridges in poor condition in the nation. Over 10
percent of the bridges in the congressional district I serve are
classified as structurally deficient.
Meanwhile, in 2018, more than 34 percent of major rural roads
across the country were rated in poor or mediocre condition.
Families in the Heartland, like those I serve, rely on surface
transportation not only to get to work or run to the grocery store, but
also as an economic connection to the rest of the country.
Manufacturers, growers and producers all rely on roads, bridges and
rail to move their products to market. Increased freight traffic on
roads, coupled with everyday use, have resulted in significant strain
on our most important infrastructure, making it critical that we invest
more in our highways, bridges and rail, all while providing a
sustainable funding source for the Highway Trust Fund.
Congress' call to address this lies not only in our economic
recovery, but in basic public safety.
Promoting public safety also requires raising awareness of Move
Over Laws. These laws vary from state to state--in Illinois, our Move
Over Law is known as Scott's Law--but many people don't realize that
moving over for a stopped vehicle is more than a courtesy--it is a
legal requirement.
After one of my constituents, State Trooper Brooke Jones-Story, was
struck and killed during a routine traffic stop, I knew we needed to
take action to prevent this needless loss of life. And as the wife of a
sheriff, I'm grateful for the work our first responders do every day. I
ask that this Committee continue to join me in working to keep them
safe.
Last Congress, I appreciated that this Committee included public
awareness campaigns for Move Over Laws as eligible expenses in highway
safety programs in the Moving Forward Act. It is my hope that you will
again prioritize this important initiative.
In closing, my parents' generation left us a world-class
infrastructure system, but in order to build back better, we must look
to repair the foundation we inherited, as well as build upon it. I look
forward to working with you on these important initiatives to meet that
promise for generations to come, and hope that this can be a truly
bipartisan effort.
Mr. Lamb. Thank you, and Mr. Bost is very thankful that you
also mentioned the Move Over legislation that he was a part of,
as well, again demonstrating the bipartisan spirit that we
usually strive for on this committee.
Thank you, Mrs. Bustos, and now we are onto Ms. Meng of New
York.
TESTIMONY OF HON. GRACE MENG, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF NEW YORK
Ms. Meng. Thank you, Mr. Chairman, Chairman DeFazio,
Ranking Member Graves, as well as all the distinguished members
of this committee. Thank you for the opportunity to discuss
several issues that are under the jurisdiction of the Committee
on Transportation and Infrastructure. I am so grateful for all
of your leadership, inclusiveness, and hard work to help our
country build back better.
I look forward to submitting for your committee's
consideration infrastructure projects that are sure to improve
the lives of my constituents in Queens, New York. Some of the
projects that will be at the top of my agenda include
strengthening our reliance on alternative energy, including
through electric vehicle charging stations.
I also want to thank this committee for your continued
support of combating aviation noise, an issue that is so
important in my district and so many across the country. As a
founding member and former cochair of the Quiet Skies Caucus, I
have worked on numerous initiatives--many with members of your
committee--to mitigate the deafening airplane noise that has
plagued my district for way too long. I thank you and your
committee staff for being a tireless leader and partner on
these issues and look forward to continuing this work when I
reintroduce the Quiet Communities Act.
Lastly, I am excited to discuss with you the issue of
menstrual equity, and its importance to our economic and social
infrastructure. I know that periods and menstrual products are
not the first thing that come to mind when we say
transportation and infrastructure. But it is a relevant issue,
and an important one, especially during this unprecedented
pandemic that has uprooted our economic and social balance.
Access to safe, affordable menstrual products is a basic
need, and a healthcare right for 51 percent of the U.S.
population. It is estimated that a woman will use up to 16,000
tampons in her lifetime, which equates to at least $7,000 over
the course of her life. One might think these products are
ubiquitous and cheap, but many people face difficulty when it
comes to affording and accessing them. I know this because I
have heard the heartbreaking testimonies from countless people
across our Nation.
Research has shown that the lack of access to menstrual
products can hinder a person's day-to-day life, making it hard
to attend school, go to work, secure job interviews, and pursue
opportunities that could lead to economic achievement. That is
why later this month I will be reintroducing a comprehensive
bill on this issue, the Menstrual Equity for All Act, which
will address the hardships that different people face in
affording and accessing these products.
Specifically, as it relates to this committee, yesterday I
introduced a standalone section from the comprehensive bill
that addresses public buildings. The Menstrual Products in
Federal Buildings Act would require all public Federal
buildings to provide free menstrual products in the restrooms.
The U.S. Government is the largest employer in the country. It
is estimated that there are over 2.1 million Federal civilian
workers. This number does not even include the millions of
contractors, grant employees, and others that make up our
entire Federal workforce.
The issue of affordability and accessibility is everywhere.
We saw it during the longest Government shutdown in history,
and we have seen it throughout this pandemic. After all,
periods do not wait for pandemics. It is time that our
Government finally walks the walk and sets an example by
providing free menstrual products in all public buildings, just
like we do with toilet paper, paper towels, and hand soap.
Doing so will help alleviate the real-life barriers in
accessing and affording these everyday products, while
normalizing and destigmatizing this monthly necessity and basic
human right.
Thank you again for this opportunity to come before your
committee today, and I yield back.
[Ms. Meng's prepared statement follows:]
Prepared Statement of Hon. Grace Meng, a Representative in Congress
from the State of New York
Chairman DeFazio and Ranking Member Graves, as well as
distinguished members of this Committee, thank you for the opportunity
to discuss several issues that are under the jurisdiction of the
Committee on Transportation and Infrastructure. I am grateful for your
leadership, inclusiveness, and hard work to help our country build back
better.
I look forward to submitting for your committee's consideration
infrastructure projects that are sure to improve the lives of my
constituents in Queens. Some of the projects that will be at the top of
my agenda include strengthening our reliance on alternative energy,
including through electric vehicle charging stations.
I want to also thank this Committee for your continued support of
combating aviation noise--an issue that is so important in my district.
As a founding member and former co-chair of the Quiet Skies Caucus, I
have worked on numerous initiatives--many with members of your
committee--to mitigate the deafening airplane noise that has plagued my
district for way too long. I thank you and your committee staff for
being a tireless leader and partner on these issues--and look forward
to continuing this work when I reintroduce the Quiet Communities Act.
Lastly, I am excited to discuss with you the issue of menstrual
equity and its importance to our economic and social infrastructure. I
know periods and menstrual products are not the first thing that come
to mind when we say: ``Transportation and Infrastructure.'' But it is a
relevant issue--and an important one--especially during this
unprecedented pandemic that has uprooted our economic and social
balance. Access to safe, affordable menstrual products is a basic need
and a health care right for 51 percent of the U.S. population.
It is estimated that a woman will use up to 16,000 tampons in her
lifetime, which equates to at least $7,000 over the course of her life.
One might think these products are ubiquitous and cheap, but many women
face difficulty when it comes to affording and accessing them. I know
this because I have heard the heartbreaking testimonies from countless
girls and women from across our nation.
Research has shown that lack of access to menstrual products can
hinder a person's day to day life, making it difficult to attend
school, go to work, secure job interviews, and pursue opportunities
that could lead to economic advancement. That is why later this month,
I will be reintroducing a comprehensive bill on this issue, the
Menstrual Equity for All Act, which will address the hardships that
different women and girls face in affording and accessing these
products.
Specifically, as it relates to this committee, yesterday I
introduced a standalone section from this comprehensive bill that
addresses public buildings. The Menstrual Products in Federal Buildings
Act would require all public federal buildings to provide free
menstrual products in the restrooms.
The U.S. government is the largest employer in the country. It is
estimated that there are 2.1 million federal civilian workers. This
number does not even include the millions of contractors, grant
employees, and others that make up our entire federal workforce. The
issue of affordability and accessibility is everywhere. We saw it
during the longest government shutdown in history, and we have seen it
throughout this pandemic. After all, periods do not wait for pandemics.
It is time that our government finally walks the walk and sets an
example by providing free menstrual products in all public buildings--
just as toilet paper, paper towels, and hand soap are already provided.
Doing so will help alleviate the real-life barriers in accessing and
affording these everyday products--while normalizing and destigmatizing
this monthly necessity and basic human right.
Thank you again for this opportunity to come before your committee.
Mr. Lamb. Thank you, Ms. Meng, and next we are on to Mr.
Hagedorn.
TESTIMONY OF HON. JIM HAGEDORN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF MINNESOTA
Mr. Hagedorn. Mr. Chairman, thank you. I appreciate the
opportunity that you and the committee have offered here to
talk a little bit about infrastructure needs, and as far as it
applies to our district in southern Minnesota.
I happen to represent the lower tier of Minnesota, so
pretty much from Wisconsin to Iowa to South Dakota, and then
Iowa up about 80 miles. And so lots of agriculture, lots of
small business and manufacturing, and lots of medical care at
Rochester with the Mayo Clinic and our fine rural hospitals
across the district. So the transportation needs are pretty
substantive.
And as somebody who is on the Agriculture Committee, I can
tell you that our farmers, for instance, they really need to
not just produce our food and a lot of our energy needs, energy
supplies, but they also need to get those things out, because
most of them are consumed someplace else, sometimes far around
the world.
So roads and bridges, the basics, that is what we are
looking for in this bill. Roads and bridges, airports,
deepwater ports, rail, pipelines, locks and dams--you name it.
So I think I would start there.
Our district has a lot of diverse needs in transportation.
And over on the Mississippi River, in Houston and Winona
Counties, I think we have six locks and dams. And from what I
understand, it costs upwards of maybe $80 million to keep those
up to date. And some of them are 80, 100 years old. So I would
say that, if the committee can kind of focus on that type of
thing, that would be very important, because when we need to
get our grain and other products to market, if there is a
problem transporting down the river, it is going to lead to all
sorts of bottlenecks, it is going to be very inefficient, and
it is going to hurt our especially rural communities in
southern Minnesota.
And the roads and bridges, obviously, I think it has been
too long since the committee and Congress has focused enough
attention on our basic needs. I am a little concerned that
there might be more money in a proposal out there for electric
vehicles than there are for maintaining and upgrading our roads
and bridges. That doesn't seem to make a lot of sense to me.
If you want to do some things to promote good policies in
energy, you might want to look at promoting E15, which is an
ethanol program in order to drive down emissions and still
allow people with internal combustion engines to get a very,
very good product, and to help our rural communities, as well,
where a lot of that is produced.
You look at rail and pipelines and trucks, and they all
kind of come together when you think about the Keystone
pipeline. I am not sure I understand how an administration that
claims they want to do infrastructure, the first thing that
they did is they canceled the Keystone pipeline. And as farmers
and others can tell you, when you have to drive or move crude
oil on trucks and rail, all of a sudden, when farmers and
others need to get their crops and their products to market,
there aren't going to be enough cars on the railroads, and
there aren't going to be enough trucks available in order to do
that in an efficient way.
Pipelines are so much more--not just efficient, but safe.
And it just--to me, I think that was a really bad idea, and I
hope that can be revisited, and we can get the Keystone
pipeline back up and running, along with all the other energy
construction infrastructure projects out there, distribution
points, refineries, and the pipelines across the board.
And then, in Minnesota and southern Minnesota we have some
real basic needs in cities like Rochester. Rochester happens to
be the home of the Mayo Clinic. I am one of their patients.
They do fantastic work, the folks there, and people from all
around the world travel to Rochester, Minnesota, a town of
about 115,000 people. They spend sometimes long periods of time
there, getting treatments and other things, as the doctors do
their best to preserve life and let people live their best
lives possible. And so the downtown is getting congested.
There is a project that they are working on there. It is
something that we may be talking with the committee down the
road that we would like to propose, but that would be just one
example of how we can help that city and alleviate some of the
downtown congestion, and help people that travel, and improve
the commerce and the economy.
You look at the regional airports in our district. Again,
Rochester is another example, because they need to improve
their runways and their lighting system to make sure that at
all times and all weather conditions they can get tissue
samples, they can get transplant organs and other things in
there to make sure that people, again, can have life preserved.
And that has to happen--you know, it can't happen tomorrow or
the next day. It has to happen immediately. So those types of
upgrades are very important.
Over on the other side of the district, in Mankato, we have
the busiest airport in Minnesota without a control tower. So
one of the things we are looking at is, can we build a physical
tower, could we do a digital tower? Those are the types of
projects that we are looking at, and we might be working with
the committee down the road.
The city of Jackson, another one, needs a new runway. The
city of New Ulm, the cross runway, that needs improvement.
So those are the types of things that we are working on in
the district. We are looking to maybe partner with the
committee as things move forward. And we are very excited about
the one project that was completed last year, the Highway 14
BUILD Grant that we received from the Department of
Transportation. Now, with the State government, we are
partnered up from Nicollet to New Ulm. We are going to have a
four-lane highway. That is a big deal. We have had that project
going from Rochester to New Ulm for over 50 years, and it is
going to be completed here in the near future. So we are
excited about that and everything else.
I appreciate the committee's time, and I look forward to
working with you down the road. Thank you.
[Mr. Hagedorn's prepared statement follows:]
Prepared Statement of Hon. Jim Hagedorn, a Representative in Congress
from the State of Minnesota
Introduction
As a member of the House Agriculture Committee, I know
firsthand that high-quality transportation infrastructure is a
necessity for the daily operations of America's farmers, ranchers and
producers
In rural farming communities, functioning roads and
bridges are essential to the successful transportation of goods to
market during harvest season
T&I Committee Priorities
Highway bill that improves America's interstate
transportation infrastructure should be top priority for committee
- Bill should not be a multitrillion dollar catch all
- The more expansive the bill becomes--testing the true
definition of infrastructure--the more bipartisan agreement suffers
It will be critical to ensure fair distribution between
rural and urban areas
Transportation bill needs to be about roads and bridges,
not a vehicle for pushing socialist Green New Deal policies
President Biden's plan does not make any investment in
biofuels infrastructure, instead it provides $174 billion in electric
vehicle infrastructure
- Nationwide E15 infrastructure coupled with investment in
biofuels refineries will lead to lower emissions at a fraction of the
cost
Core programs include:
- Roads, bridges, airports, rails, ports
Need to invest taxpayers' money wisely
- Unprecedented spending levels of the stimulus bill earlier
this year and Democrats' current infrastructure proposal
Rep. Hagedorn's Priorities
Southern Minnesota transportation priorities are the
basics:
- Roads and bridges
- Locks and dams
+ To ensure locks and dams in Winona and Houston Counties are
upgraded
Necessary for grain, and other goods, to travel up
the Mississippi River
- Rails, pipelines, and trucks
+ Pipelines, such as the Keystone XL Pipeline, are more
efficient in moving crude oil
Revoking Keystone XL's permit forces crude oil to
be transported via other methods which are:
- Less safe
- Less efficient
- Less environmentally friendly
I would encourage Biden Administration to
reconsider its ruling on Keystone XL, especially given the high wage
union jobs the project creates
Important southern Minnesota projects:
- Alleviate traffic congestion in downtown Rochester
+ Key to the expansion of the Mayo Clinic and welcoming
patients from far and wide to the world's highest quality medical
institution
``Medical tourism''
- Regional Airports
+ Upgrade lighting system and runways
Mayo clinic handles millions of tests, samples,
transplant materials, life-saving medical technologies, etc.
+ Busy airports in Minnesota without control towers
+ Runway repaving, readjusting, and reconstruction
Last Congress:
- Worked in bipartisan fashion with Governor Walz, Minnesota
Department of Transportation, the State Legislature, and the Trump
Administration to procure federal grant money, paired with state funds,
to expand the Highway 14 corridor across southern Minnesota from two to
four lanes.
+ Project was 50 years in the making
+ Major safety improvement
+ Helps with economic vitality of the region
+ Southern MN cities will have easier access, safety, and
economic development
+ Prime example of how bipartisan cooperation can achieve real
results in the infrastructure space
Conclusion
Thank you for your time today and I look forward to
continued conversations, cooperation, and work toward a bipartisan
agreement that will help repair roads, bridges, and other means of
transportation for the safety and economic opportunity of the American
people
Mr. Lamb. Thank you, sir, and it does sound like our
districts have a lot in common when it comes to the needs--
waterways, bridges that go over those waterways. And this
committee has a pretty good track record in recent years of
working to fix those things. So I think you will like what
comes out of it.
Up next is the gentleman from Texas, Mr. Cloud.
TESTIMONY OF HON. MICHAEL CLOUD, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF TEXAS
Mr. Cloud. Thank you, Mr. Chairman. I want to start off by
just thanking you for having this hearing today. I really
appreciate it.
Of course, the Texas economy is diverse. It is supported by
agriculture, energy, petrochemicals, manufacturing, and more.
And as you know, all of these industries require a robust
transportation network to get products to market. No matter the
product, individuals and families in Texas depend on the jobs
and economic growth that transportation infrastructure
supports, as well as the rest of the Nation.
On the topic of surface transportation priorities, one
important project I wanted to discuss was I-69. This future
interstate will stretch from the U.S.-Mexico border to the
U.S.-Canadian border, spanning 2,500 miles, total. Instead of
embarking on new construction, I-69 requires upgrades and
extensions to existing highways. The completion of this
interstate will allow more freight to be transported through
the U.S. and to Mexico and Canada. Nearly half of the
interstate will fall in my home State of Texas, and will run
along the gulf coast, a major trading hub for the United
States.
Several Texas seaports, including the Ports of Corpus
Christi and Houston, will undergo deepening and widening
projects over the course of the next several years. This, along
with other factors, will contribute to Texas' highway freight
tonnage, doubling it by 2045. With increased freight comes
increased trucks and more traffic congestion. The completion of
I-69 can help reduce the amount of traffic congestion, because
it would expand the number of lanes that are on existing roads.
Therefore, I am requesting that the committee consider allowing
future interstates to be eligible for National Highway Freight
funding.
While Texas has included projects related to I-69 in its
freight mobility plan, National Highway Freight Program funding
cannot be allocated to I-69. In the past I have worked with
Congressman Cuellar and other members of the Texas delegation
to make future interstates included in State freight plans
eligible for National Highway Freight funding. This change can
give Texas DOT and other State transportation departments an
extra pool of money to use for the construction of future
interstates.
Another priority of mine is to revise MAP-21's requirements
on designating roads as part of the interstate system. Roads
that have been upgraded to interstate standards can only be
designated as an interstate when a State's transportation
department commits to connecting the road to an existing
interstate within 25 years. And while this seems like an easy
commitment, it can be hard for States to make this commitment
when they are juggling other projects, specifically without the
aforementioned funding.
Local communities seeking to attract business investments
to the region want to be able to place interstate signs along
roads that have been upgraded to interstate standards already.
As a result, I am committed to working with the committee on a
solution that can allow these communities to place signs on
upgraded segments of road. The solution will be either
adjusting the law to give TxDOT and other States more time to
commit to connecting noncontiguous segments of interstate or
removing the commitment requirement altogether.
Ultimately, I-69 will be a critical freight corridor for
trade, and I look forward to working with the committee in the
upcoming months on ways to help finance and expedite the
completion of this interstate. Thank you very much.
[Mr. Cloud's prepared statement follows:]
Prepared Statement of Hon. Michael Cloud, a Representative in Congress
from the State of Texas
I want to start by thanking you all for the opportunity to speak
here today.
Texas' economy is diverse, as it is supported by agriculture,
energy, petrochemicals, and manufacturing.
All these industries require a robust transportation network to get
products to market.
No matter the product, individuals and families in Texas depend on
the jobs and economic growth that transportation infrastructure
supports.
On the topic of surface transportation priorities, one important
project I want to discuss is I-69.
This Future Interstate will stretch from the U.S.-Mexico border to
the U.S.-Canada border, spanning 2,500 miles total.
Instead of embarking on new construction, I-69 requires upgrades
and extensions to existing highways.
The completion of this Interstate will allow more freight to be
transported throughout the U.S. and to Mexico and Canada.
Nearly half of the Interstate will fall in my home state of Texas
and will run along the Gulf Coast--a major trading hub for the United
States.
I know that several of Texas' seaports--including the Ports of
Corpus Christi and Houston--will undergo deepening and widening
projects over the course of the next several years.
This, along with other factors, will contribute to Texas' highway
freight tonnage doubling by 2045.
With increased freight comes increased trucks and more traffic
congestion.
The completion of I-69 can help reduce the amount of traffic
congestion because it would expand the number of lanes that are on
existing roads.
Therefore, my first request is that the committee consider allowing
Future Interstates to be eligible for National Highway Freight funding.
While Texas has included projects related to I-69 in its Freight
Mobility Plan, National Highway Freight Program funding cannot be
allocated to I-69.
In the past, I have worked with Congressman Cuellar and other
Members of the Texas Delegation to make Future Interstates included in
state freight plans eligible for National Highway Freight funding.
This change can give TxDOT and other state transportation
departments an extra pool of money to use for the construction of
Future Interstates.
Another priority of mine is to revise MAP-21's requirements on
designating roads as part of the Interstate system.
Roads that have been upgraded to Interstate standards can only be
designated as an Interstate when a state transportation department
commits to connecting the road to an existing Interstate within 25
years.
While this seems like an easy commitment, it can be hard for states
to make this commitment when they are juggling other projects.
Local communities seeking to attract business investment to their
region want to be able to place Interstate signs on roads that have
been upgraded to Interstate standards.
As a result, I am committed to working with the committee on a
solution that can allow these communities to place signs on upgraded
segments of road.
The solution will be either adjusting the law to give TxDOT more
time to commit to connecting non-contiguous segments of an Interstate
or removing the commitment requirement altogether.
Ultimately, I-69 will be a critical freight corridor for trade.
I look forward to working with the committee in the upcoming months
on ways to help finance and expedite the completion of this Interstate.
Mr. Lamb. Thank you, Mr. Cloud.
And just for a rundown of who is coming up next, we have
Mr. Keller, Mrs. Fletcher, Ms. Bass, Mr. Gottheimer, Mr.
Quigley, Ms. Foxx, and Mrs. Kim following them.
So with that I yield to my colleague from the Commonwealth
of Pennsylvania, Mr. Keller.
[Pause.]
Mr. Lamb. Mr. Keller, we can't hear you. I think you might
be on mute.
[Pause.]
Mr. Lamb. Still nothing.
[Pause.]
Mr. Lamb. Still nothing. Maybe we could have--it looks like
Mr. Gottheimer is on.
Mr. Gottheimer. I am here.
Voice. Yes, let's go to Mr. Gottheimer next.
Mr. Lamb. OK, we will go to Mr. Gottheimer, and then try to
come back to Mr. Keller, while the staff works on it.
Go ahead, Mr. Gottheimer.
TESTIMONY OF HON. JOSH GOTTHEIMER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW JERSEY
Mr. Gottheimer. Thank you, Mr. Chairman and Ranking Member
Graves and the committee. Thank you for inviting me to discuss
one of the most important issues in my district, the quality of
our transportation infrastructure.
We desperately need--if I can begin talking about the
Gateway project, because it is critical to fix and replace the
tunnels underneath the Hudson River that connect New Jersey
with New York City. They connect 20 percent of our GDP. The
regional economy depends on the 200,000 people moving through
the tunnels daily. If they don't run, or even if one tube is
shut down, the American economy would lose $100 million a day.
These 110-year-old tunnels are literally crumbling. Amtrak has
said that one of the tunnels would likely have to be shut down
within 5 years.
The good news is the administration has already made
progress on moving Gateway forward, with an environmental
review to be done by May 28. But we still need to invest in the
actual construction, to which New Jersey has already committed
significant resources. And I ask the committee, in the upcoming
surface reauthorization, to work with New Jersey and New York,
including Railroads, Pipelines, and Hazardous Materials
Subcommittee Chairman Payne, to create investment streams for a
transformative project like Gateway.
I would also like to discuss schoolbus safety.
Unfortunately, and very sadly, we have lost schoolteachers and
students in my district from preventable schoolbus crashes.
Last Congress the committee included one of my two
bipartisan schoolbus safety bills in H.R. 2. The committee
included my bipartisan SECURES Act, which requires seatbelts on
all schoolbuses, and makes three-point lap-and-shoulder
seatbelts the national standard. New Jersey already implemented
life-saving changes on buses, including three-point seatbelts
and better driver background checks. Now it is time for every
child nationwide to be protected on their way to school.
My second bill, Miranda's Law, is named after Miranda
Vargas, who, very sadly, was killed in a bus crash in my
district. It will ensure that schools see red flags from
dangerous bus drivers in real time to help remove dangerous
schoolbus drivers from the road. I ask the committee to include
both bills in the surface reauthorization bill.
New York also--turning to another topic--just got the green
light to take the next step forward on congestion pricing. This
``Manhattan moocher'' congestion tax would charge drivers
coming from New Jersey across the GW Bridge, where they already
pay a $16 toll, a new $14 tax from driving into Midtown. That
is a new annual tax on New Jersey drivers of $3,000 in addition
to the $4,000 they already pay a year to cross the bridge. It
is a sick joke to do this to families in the middle of a
pandemic.
We all know that northern New Jersey has a very limited
public transportation system. So many people have to drive,
including nurses working late shifts to help during COVID. The
extra money for the MTA is on top of the $14 billion that we
have already given to New York City from the COVID relief
packages, and already the $1.5 billion they get every year from
the Federal Government. New Jersey commuters shouldn't be
responsible for bailing out the MTA, especially when Congress
has already provided substantial relief. This is New York
mooching off New Jersey to solve their own problems.
My colleague, Bill Pascrell, and I have requested that
Secretary Buttigieg and the U.S. DOT do the right thing. Let's
all sit down and have a cooperative discussion about
maintaining affordable commuting options and finding a better
path forward that doesn't stick it to New Jersey drivers for
New York's benefit. Adding a tax on New Jersey commuters who
already pay a fortune is no way to make our region stronger.
Lastly, we can't afford 4 more years of crumbling bridges,
roads, and tunnels. I am confident that, working in a
bipartisan way, we will get a great infrastructure bill done.
However, a disastrous cap of $10,000 that gutted the State and
local tax deduction was passed in the 2017 tax hike bill. And
because of this, middle-class New Jersey families have been
crushed, and residents have been leaving for other States. In
fact, United Van Lines actually listed New Jersey as the
number-one out-migration State, largely because of taxes, and
largely because of SALT. It has affected middle- and lower
class residents in high-cost-of-living States like mine, who
are left to make up the difference when residents leave.
So we are sick and tired of picking up the tab for
``moocher'' States, other States that have gotten a free ride
on our back, and then wanted to stick us with a larger bill
after they gutted SALT. It is time we reinstate SALT, and
actually give people in my State a real tax cut for middle-
class families. It is key. It is key, not just to helping our
families get through this crisis, but also to making sure that
we can help with programs that help so many of our other
families.
As we develop a bipartisan infrastructure package, any
changes to the tax code that affects families, I have one point
of view: no SALT, no dice.
Thank you again for having me here today, Mr. Chairman, to
discuss North Jersey's infrastructure needs that must be
addressed. And thank you for the committee's leadership on
these critical issues. I yield back.
[Mr. Gottheimer's prepared statement follows:]
Prepared Statement of Hon. Josh Gottheimer, a Representative in
Congress from the State of New Jersey
Chairman DeFazio, Ranking Member Graves, and members of the
Committee, thank you for inviting me to discuss one of the most
important issues to the Fifth District of New Jersey: the quality of
our transportation infrastructure, especially the Gateway Project,
school bus safety, congestion taxes, and the SALT deduction.
Gateway Project
We desperately need the Gateway Project to move forward to replace
the tunnels underneath the Hudson River that connect New Jersey with
New York City.
The tunnels connect 20% of America's GDP, and the regional economy
depends on 200,000 people moving every day though these tunnels. If the
tunnels don't run, estimates are that America would lose $100 million
every day.
These 110-year old tunnels are literally crumbling and their
condition was made worse from the severe damage during Hurricane Sandy.
Amtrak has said that one of the tunnels would likely have to be shut
down within 5 years. This Administration has already made progress on
moving Gateway forward, with the recent news that the environmental
review will be done by May 28th. But we still need to invest in the
actual construction, which will be billions of dollars.
I ask the Committee in the upcoming surface reauthorization to work
with the New Jersey and New York Congressional delegations, including
Rail Subcommittee Chairman Payne, to create investment streams for
large, transformative projects like Gateway, that can't be easily paid
for through existing formula or discretionary grant projects.
We need these tunnels replaced ASAP, before they fail and wreak
havoc on New Jersey and the nation.
School Bus Safety
We also need to address school bus safety. Like many Members of
Congress, I have sadly lost school teachers and students in preventable
school bus crashes in my District. Last Congress, I was thrilled to be
able to work with the Committee to include my two bipartisan school bus
safety bills in H.R.2 and I ask the Committee to do so again.
My bipartisan SECURES Act requires seat belts on all school buses,
makes three-point lap-and-shoulder seat belts the national standard,
and encourages innovative measures to ensure students actually wear
their seat belts while on school buses.
My second bill, Miranda's Law, named after Miranda Vargas, who was
killed in a school bus crash in my district, will ensure that schools
see red flags from dangerous bus drivers in real-time--to help remove
dangerous school bus drivers from the road immediately.
Congestion Pricing
In Northern New Jersey, another major issue that could greatly harm
our families is New York's proposed new congestion tax scheme--where
drivers would be charged upwards of $14 to enter their congestion
pricing zone below 60th Street in midtown Manhattan. I call it the
Manhattan Moocher Congestion Tax.
This is a $3,000 dollars annual tax on every daily Jersey
commuter--in addition to the nearly $4,000 they already pay every year
to cross the GWB. How will hard-working people afford that? And in my
part of northern New Jersey, there are very limited public transit
options.
When we work together, New Jersey and New York are a tough
combination to beat. New York can easily pull back on this proposal and
work with us toward a better solution for all. So I ask the Committee
to help me, Representative Bill Pascrell, and other members of the New
Jersey & New York City Delegation to sit down, and figure out a better
solution that meets the region's transit needs while uniting the two
states, not dividing them.
SALT
Lastly, we need to find a bipartisan path forward for a robust
infrastructure investment package. To make that possible, some are
considering altering the tax code to find ways to make those
investments.
As these negotiations begin, I've been clear that, if there are
alterations made to the tax code for our families in New Jersey's Fifth
District: no SALT, no dice.
We absolutely need to reinstate our State and Local Tax deduction,
which was disastrously capped in the 2017 Tax Hike Bill, driving up
taxes for families in every county in my District and driving families
out of New Jersey. Removing the SALT cap has broad bipartisan support.
The House has already passed the SALT cap repeal three times, including
as part of two previous COVID-19 relief packages in May and October of
last year.
As Congress puts together an infrastructure package to pay for this
legislation, any tax changes that affect our families must reinstate
the SALT deduction.
Thank you for this Committee's leadership and for having me here
today to discuss North Jersey's infrastructure needs that must be
addressed.
Mr. Lamb. Thank you. And we will try Mr. Keller again to
see if the technical issues have been resolved.
Go ahead, sir.
Mr. Keller. Thank you, Mr. Chairman. Can you hear me now?
Mr. Lamb. Yes.
Mr. Keller. I appreciate that.
TESTIMONY OF HON. FRED KELLER, A REPRESENTATIVE IN CONGRESS
FROM THE COMMONWEALTH OF PENNSYLVANIA
Mr. Keller. Again, thank you. I appreciate you having this
hearing so that we can go over some of the priority
transportation projects to be considered as part of the
upcoming Surface Transportation Reauthorization Act.
Pennsylvania's 12th Congressional District includes 15
counties, each facing its own unique infrastructure challenges.
I would like to touch on a few priorities that are important to
the people of PA-12.
First is a project in Woodward Township near Lock Haven
State Route 1001 on Farrandsville Road. The goal is to
construct a retaining wall with a sidewalk from the Jay Street
Bridge to the lower portion of the Woodward Township Park area.
The area has been unsafe for quite some time and is in
desperate need of attention. A guide rail protecting vehicles
from a steep drop to the river on one side, and a steep rock
face on the other presents unnecessary dangers for pedestrians
and traffic coming through the area on their way to the
Susquehanna River, sports fields, and recreational facilities.
The proposed project will widen State Route 1001, realign and
improve intersection sight lines, upgrade pavement conditions,
and add a 4-foot shoulder on each side.
Another priority is the central Susquehanna Valley
Throughway project in Snyder County, which is one of the
largest transportation projects in Pennsylvania. This ongoing
project needs strong Federal investment for earthwork and
continued construction in the Shamokin Dam Borough to just
north of Kratzersville Road in Winfield, Union County. This
investment would improve traffic conditions and spur economic
activity in the Susquehanna Valley, completing a north-south
corridor, a four-lane highway through the Commonwealth of
Pennsylvania. So very, very much needed for commerce, not just
in Pennsylvania, but also New York State.
I would also like to express my support for a highway
reconstruction project on Atherton Street in State College
Borough, Patton and Harris Townships, in Centre County. The
project in question would improve the drainage system and
existing pavement. It will also include minor widening, traffic
signal work, and the installation of CCTV cameras to aid in
integrated corridor management.
Additionally, a project that runs through Loyalsock and
Eldred Townships along Warrensville Road has needed attention
for some time. The embankment failed in 2019 and has since been
shut down due to safety concerns. Since that time, residents
have had to travel along a 10-mile detour around this closure.
Funding for this project would go a long way toward improving
safety and reducing the flood risk in the community.
Also of note are several projects in Lycoming and Clinton
Counties that will upgrade the bus and service vehicle fleet,
and install covering to protect these vehicles and extend their
useful life, thereby allowing these areas to make the most out
of this public investment.
Finally, I would add that the value of BUILD or RAISE
Grants cannot be overstated for the communities of PA-12. Since
2009, the program has aided 678 projects in all 50 States. The
program enables communities to leverage funding to make
meaningful investments in their local infrastructure, leading
to greater economic development, which is especially important
for the rural areas like those I am very proud to represent.
Making sure that much-needed infrastructure projects are
able to get this assistance that is needed is a strong
bipartisan objective. I hope this committee and the Department
of Transportation will continue to lend support to this
important program.
Thank you, and I yield back.
[Mr. Keller's prepared statement follows:]
Prepared Statement of Hon. Fred Keller, a Representative in Congress
from the Commonwealth of Pennsylvania
Thank you Mr. Chairman. I appreciate you holding this hearing to go
over some of the priority transportation projects to be considered as
part of the upcoming surface transportation reauthorization act.
Pennsylvania's 12th Congressional District includes 15 counties, each
facing its own unique infrastructure challenges. I would like to touch
on a few priorities that are important to the people of PA-12.
First is a project in Woodward Township near Lock Haven on State
Route 1001 on Farrandsville Road. The goal is to construct a retaining
wall with sidewalk from the Jay Street Bridge to the lower portion of
the Woodward Township Park area. The area has been unsafe for quite
some time and is in desperate need of attention. A guide rail
protecting vehicles from a steep drop to the river on one side and a
steep rock face on the other presents unnecessary dangers for
pedestrians and traffic coming through the area on their way to the
Susquehanna River, sports fields, and recreational facilities. The
proposed project will widen State Route 1001, realign and improve
intersection sight lines, upgrade pavement conditions, and add a four
foot shoulder on each side.
Another priority is the central Susquehanna Valley Throughway in
Snyder County, which is one of the largest transportation projects in
Pennsylvania. This ongoing project needs Federal investment for
earthwork and continued construction in the Shamokin Dam Borough to
just north of Kratzersville Road in Winfield. Such investment would
improve traffic conditions and spur economic activity in the
Susquehanna Valley.
I would also like to express my support for a highway
reconstruction project on Atherton Street in State College Borough,
Patton and Harris Townships, in Centre County. The project in question
would improve the drainage system and existing pavement. It would also
include minor widening, traffic signal work, and the installation of
CCTV cameras to aid in integrated corridor management.
Additionally, a project that runs through Loyalsock and Eldred
Townships along Warrensville Road has needed attention for some time.
The embankment failed in 2019 and has since been shut down due to
safety concerns. Since that time, residents have had to travel along a
10-mile detour around this closure. Funding for this project would go a
long way toward improving safety and reducing flood risk in the
community.
Also of note are several projects in Lycoming and Clinton Counties
that will upgrade the bus and service vehicle fleet and install
covering to protect these vehicles and extend their useful life,
thereby allowing these areas to make the most out of this public
investment.
Finally, I would add that the value of BUILD or RAISE grants cannot
be overstated for the communities in PA-12. Since 2009, the program has
aided 678 projects in all 50 states. The program enables communities to
leverage funding to make meaningful investments in their local
infrastructure leading to greater economic development, which is
especially important for rural areas like those I am proud to
represent. Making sure that much needed infrastructure projects are
able to get the assistance they need is a strong bipartisan objective.
I hope this committee and the Department of Transportation will
continue to lend support to this important program.
Thank you and I yield back.
Mr. Lamb. Thank you, sir.
And with that we turn to the gentlelady from the great
State of Texas, Mrs. Fletcher.
TESTIMONY OF HON. LIZZIE FLETCHER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF TEXAS
Mrs. Fletcher. Thank you, Mr. Chairman, for the opportunity
to testify today about the needs and priorities for
infrastructure investment in Houston and Harris County, Texas.
Of course, like people across the country, we have many
needs and many opportunities for investment, and I look forward
to working with the committee to identify and develop transit
and transportation infrastructure in the third fastest growing,
and already the third largest county in the country, as well as
other investments that will help make our infrastructure more
resilient, including our power grid and our water conveyance
infrastructure, and to make our entire coastal region more
resilient, which is where I want to focus my testimony today.
As we discuss the American Jobs Plan, building on the
important work of this committee, the President has told us
that this is the moment to reimagine and rebuild, and to invest
in the future of our country, in part, by investing in
infrastructure that will be resilient to floods, storms, and
other threats, and not fragile in the face of these increasing
risks.
Back home in Texas, we have been doing just that for nearly
a decade: imagining, designing, and working to address the
challenges of the past with an eye to the future. And the time
to do that is now. That is why our plan for a transformative
infrastructure should include the proposed Texas Coastal Spine,
also known to us in Houston as the Ike Dike.
While hurricanes are a fact of life along the gulf coast,
in a little more than a decade our region has sustained
increasingly dangerous and destructive hurricanes, causing loss
of life, destruction of property, and hundreds of billions of
dollars in damages. Hurricane Ike in 2008, from which this
project takes its nickname, became the third costliest storm in
U.S. history, causing $30 billion in losses to the Houston
region, and killing 84 people. In 2015 and 2016, back-to-back
500-year floods flooded more than 12,000 structures. In the
following year, another 500-year flood named Hurricane Harvey
killed 68 people and caused more than $125 billion in damages
in the region.
The scientists have told us that these storms will increase
in size and frequency as a result of climate change. And we
believe them. We have seen it with our own eyes. But we also
know that, as bad as these storms were, it could have been
worse. It could have been what the Houston Chronicle has
described as a 20-foot wall of water smashing into tanks filled
with oil and chemicals, transforming a bay teeming with life
into a pit of poison.
So what I am talking about now, what Texans have been
talking about for a decade, is a plan to prevent a potential
human and environmental catastrophe unlike any this country has
ever seen. And that is because of the unique conditions that
make this transformative plan to extend Galveston Island's
existing seawall and constructing massive floodgates at the
entrance to Galveston Bay, making this project a national
priority.
This investment is in our national economic interest. The
Houston region, home to more than 7 million people, is also
home to the Port of Houston, the busiest port in the country by
total tonnage, and home to one of the largest, if not the
largest, concentration of refining and petrochemical complexes
in the world. Essential products like gasoline, jet fuel,
plastics, fertilizers, and cleaning chemicals are all made
here. The economic damage to the United States in the event of
a catastrophic impact storm surge up the channel would have
dire economic consequences across the country.
Likewise, this investment is in our national security
interest. The Texas gulf coast is responsible for 32 percent of
the refining capacity for the entire country. And estimates are
that around 40 percent of our Nation's jet fuel that we rely on
for our national security is refined there. The consequences
for loss of that capacity, for those as well as other fuels,
cannot be understated as it relates to our national security.
This investment is timely. We have seen broad community
support to take transformative action from across our
community. Texas State legislators, led by Representative Gene
Wu, have asked the White House to include this project in the
infrastructure package. We should, hopefully, see a final
Chief's Report from the Army Corps of Engineers this year on
the study.
And this investment is smart. Studies have shown that, for
every dollar spent on predisaster mitigation, the Federal
Government saves $7 or more in future damages. In light of the
cost I mentioned for our recent storms, the return on this
investment is plain.
This is the moment to do this. I will end my testimony with
the few seconds I have left with the observation that was made
in my very first hearing as a member of this committee in the
116th Congress. There are costs to doing nothing. And the cost
of the potential human and environmental disaster of a storm
surge along the Texas gulf coast and up the Houston Ship
Channel are too great to bear.
I conclude with thanks to you for providing the opportunity
to testify, and I yield back the balance of my time.
[Mrs. Fletcher's prepared statement follows:]
Prepared Statement of Hon. Lizzie Fletcher, a Representative in
Congress from the State of Texas
Thank you, Mr. Chairman for the opportunity to testify today about
the needs and priorities for infrastructure investment in Houston and
Harris County, Texas.
Of course, like people across the country, we have many needs and
many opportunities for investment, and I look forward to working with
the Committee to identify and develop transit and transportation
infrastructure in the third-fastest growing--and already the third
largest--county in the country, as well as other investments that will
help make our infrastructure more resilient, including our power grid
and our water conveyance infrastructure, and to make our entire coastal
region more resilient--which is where I will focus my testimony today.
As we discuss the American Jobs Plan, building on the important
work of this committee, the President has told us ``this is the moment
to reimagine and rebuild'' and to invest in the future of our country,
in part, by investing in infrastructure that will be resilient to
floods, storms, and other threats, and not fragile in the face of these
increasing risks.
Back home in Texas, we have been doing just that for nearly a
decade--imagining, designing, and working to address the challenges of
the past with an eye to the future. And the time to do that is now.
That is why our plan for transformative infrastructure should
include the proposed Texas Coastal Spine, also known to us as the ``Ike
Dike.''
While Hurricanes are a fact of life along the Gulf Coast, in a
little more than a decade, our region has sustained increasingly
dangerous and destructive Hurricanes--causing loss of life, destruction
of property, and hundreds of billions of dollars in damages.
Hurricane Ike in 2008, from which this project takes its
nickname, became the third-costliest storm in U.S. history, causing $30
billion in losses to the Houston region and killing 84 people.
In 2015 and 2016, back-to-back ``500 year'' floods, the
Memorial Day floods flooded more than 6,000 structures.
The following year, another ``500 year'' flood named
Hurricane Harvey killed 68 people and caused more than $125 billion in
damages in the region.
The scientists have told us that these storms will increase in size
and frequency as a result of climate change--and we believe them.
We have seen it with our own eyes.
But we also know that, as bad as all these storms were, it could
have been worse.
It could have been what the Houston Chronicle has described as a
``20-foot wall of water smashing into tanks filled with oil and
chemicals, transforming a bay teeming with life into a pit of poison.''
So, what I am talking about now, what Texans have been talking
about for a decade, is a plan to prevent a potential a human and
environmental catastrophe unlike any this country has ever seen.
That is because of the unique conditions that make this
transformative plan to extend Galveston Island's existing seawall and
construct massive floodgates at the entrance to Galveston Bay project a
national priority.
This investment is in our national economic interest.
The Houston region, home to more than seven million people, is also
home to the Port of Houston, the busiest port in the country by total
tonnage, and home to one of the largest, if not the largest,
concentration of refining and petrochemical complexes in the world.
Essential products like gasoline, jet fuel, plastics, fertilizers,
cleaning chemicals are all made here.
The economic damage to the United States in the event of a
catastrophic impact storm surge up the ship channel would have dire
economic consequences across the country.
We've seen a preview, when these facilities were closed for days as
a result of Hurricane Harvey and this year's Winter Storm, we saw
prices skyrocket across the country.
This investment is in our national security interest.
The Texas Gulf Coast is responsible for 32% of the refining
capacity for the entire country. Estimates are that 40% of our nation's
jet fuel that we rely on for our national security is refined there--
the consequences for loss of that capacity for our as well as other
fuels cannot be understated as it relates to our national security.
This investment is timely.
We have seen broad community support to take transformative action
from across the community. Texas state legislators, led by
Representative Gene Wu, have asked the White House to include it in the
infrastructure package. We should hopefully see a final chief's report
from the Army Corps of Engineers this year on the study.
This investment is smart.
Studies have shown that for every dollar spent on pre-disaster
mitigation, the Federal government saves seven dollars or more in
future damages. In light of the costs I mentioned for our recent
storms, the return on investment is plain.
This investment is also a major undertaking. Estimates place the
cost of the project at $26 billion, this project will require
significant coordination between local entities and federal agencies.
And we are ready to do it.
This is the moment to do it.
I will end my testimony with the observation made in my very first
hearing as a member of this Committee in the 116th Congress, there are
costs to doing nothing--and the costs of this potential human and
environmental disaster of a storm surge along the Texas Gulf Coast and
up the Houston Ship Channel are too great to bear.
And I also conclude with thanks to you for providing the
opportunity to testify today. I yield back the balance of my time.
Mr. Lamb. Thank you, a valued former member of our
committee, for your contributions and for how well you
represent the people of the Houston area.
And with that we move to the gentleman from Illinois, Mr.
Quigley.
[Pause.]
Mr. Lamb. Go ahead, Mike, when you are ready.
TESTIMONY OF HON. MIKE QUIGLEY, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF ILLINOIS
Mr. Quigley. Thank you. Thank you, Chairman. I thank the
ranking member and members of the committee for the opportunity
to speak today.
As vice chairman of the Subcommittee on Transportation, and
Housing and Urban Development, and Related Agencies, I believe
it is absolutely vital that THUD and T&I work together to
ensure that America's infrastructure is a driver of economic
growth and meets the needs of all our citizens. I think we all
agree we have a lot of work to do to get to that point.
First, I would like to strongly endorse the President's
vision for an infrastructure package that meets massive needs
and levels of need in our country. I don't need to tell the
members of this committee about the potential benefits of
infrastructure investment. For decades we have dramatically
underinvested in our national infrastructure. And I am grateful
that this committee and this President understands the need to
get back on track, and to ensure that we build the
infrastructure we want, not the infrastructure we had.
To that end, I would like to recommend that the committee
consider establishing a Federal Highway Administration Hazard
Mitigation Program so that we can ensure that Federal money is
spent on resilient projects that Americans can depend on,
regardless of the challenges of climate change.
I would like to now focus in on a couple of often
overlooked aspects of infrastructure that I believe are crucial
in any bill this committee advances.
First, park districts. In Illinois, park districts are
special units of local government that are home not just to
outdoor recreation facilities, but the century-old buildings
and other historic landmarks. In my city of Chicago, the South
Shore Cultural Center is just one great example. In addition to
more than 70 acres that include a golf course, beach, and open
areas, the cultural center is a historic site that dates back
to 1905. It was even the site of Barack and Michelle Obama's
wedding reception in 1992. Because of their unique mix of
outdoor spaces and historic structures, there is no Federal
funding program that helps support the vital preservation work
that park districts do.
I worked with my good friend and T&I Committee member, Chuy
Garcia, last summer to help craft a small, but important park
district grant program for inclusion in H.R. 2. While the
provision wasn't included in the bill then, we were grateful
that this committee and the Natural Resources Committee agreed
to work with us on this issue, going forward.
Likewise, I believe it is crucial for the Federal
Government to support important cultural institutions like
museums, zoos, and aquariums, both during and as we recover
from COVID. These institutions located across the country and
thousands of cities and towns represent our cultural heritage
and are social, economic, and educational pillars of their
communities. They have faced an unprecedented economic crisis,
and they need and deserve our support. I will be sending a
letter alongside Congressman Garcia to this committee expanding
on the need for support for museums, zoos, and aquariums in an
infrastructure package. And I would like to work with the
committee on this important issue.
Finally, I would like to speak about the Federal Bird Safe
Buildings Act, which is before this committee. In fact, I have
introduced a version of this bill in every Congress I have been
a Member of, because I believe that we have a responsibility to
be good stewards of the world we live in. Up to 1 billion birds
die from colliding into buildings every year, which is a
totally preventable problem. The cost-negligible bipartisan
Bird Safe Buildings Act requires that public buildings
constructed, acquired, or significantly altered by GSA
incorporate bird-safe building materials and design features.
Birds have an intrinsic cultural and ecological value and
help generate billions of dollars annually to the U.S. economy
through wildlife-watching activities. For all these reasons, it
is vital that we take the simple, straightforward, and low-cost
steps in my bill to protect birds from fatal collisions.
This bill has been referred to Chairman Titus'
subcommittee, and I thank her for her support of this in the
past. I urge this committee to quickly consider and pass the
Bird Safe Buildings Act, so that it can be brought to the floor
for a vote in the full House.
Chairman, members of the committee, thank you for your time
today. I look forward to working with you and the committee,
going forward. And thank you for your good work for the
infrastructure of our country, and I yield back.
[Mr. Quigley's prepared statement follows:]
Prepared Statement of Hon. Mike Quigley, a Representative in Congress
from the State of Illinois
Chairman DeFazio, Ranking Member Graves, Members of the Committee,
Thank you for the opportunity to testify before the Transportation
and Infrastructure Committee about a number of priorities that are
important to me and to my constituents.
As the Vice-Chairman of the Transportation, Housing, and Urban
Development Appropriations Subcommittee, I believe it is vital that
THUD and T&I work together to ensure that America's infrastructure is a
driver of economic growth and meets the needs of all our citizens.
And I think we'd all agree that we have a lot of work to do to get
to that point.
First today, I'd like to strongly endorse President Biden's vision
for an infrastructure package that meets massive level of need in our
country.
I don't need to tell the members of this committee about the
potential benefits of infrastructure investment.
For decades, we have dramatically underinvested in our national
infrastructure and I'm grateful that this Committee and this President
understand the need to get back on track, and to ensure that we build
the infrastructure we want, not the infrastructure we had.
To that end, I'd like to recommend that the Committee consider
establishing a Federal Highway Administration Hazard Mitigation
program, so that we can ensure that federal money is spent on resilient
projects that Americans can depend on, regardless of the challenges of
a changing climate.
I'd like now to focus in on a couple of often overlooked aspects of
infrastructure that I believe are crucial in any bill this committee
advances.
First, park districts. In Illinois, park districts are special
units of local government that are home not just to outdoor recreation
facilities, but to century old buildings and other historic landmarks.
In my city of Chicago, the South Shore Cultural Center is just one
great example.
In addition to more than 70 acres that include a golf course, a
beach, and open areas, the cultural center building is a historic site
that dates back to 1905.
It was even the site of Barack and Michelle Obama's wedding
reception in 1992.
Because of their unique mix of outdoor spaces and historic
structures, there's no federal funding program that helps support the
vital preservation work that park districts do.
I worked with my good friend and T&I committee member, Chuy Garcia
last summer to help craft a small but important park district grant
program for inclusion in HR 2.
While the provision wasn't included in the bill then, we were
grateful that this committee and the Natural Resources Committee agreed
to work with us on this issue going forward.
Likewise, I believe it is crucial for the federal government to
support important cultural institutions like museums, zoos, and
aquariums both during, and as we recover from, the COVID-19 pandemic.
These institutions, located across the country in thousands of
cities and towns, represent our cultural heritage and are social,
economic, and educational pillars of their communities.
They have faced an unprecedented economic crisis and they need and
deserve our support.
I will be sending a letter, alongside Congressman Garcia, to this
committee expanding on the need for support for museums, zoos, and
aquariums in an infrastructure package and I'd like to work with the
Committee on this important issue.
Finally, I'd like to speak about the Federal Bird Safe Buildings
Act, which is before this committee.
In fact, I have introduced a version of this bill in every Congress
I have been a member of because I believe that we have a responsibility
to be good stewards of the world we live in.
Up to one billion birds die from colliding into buildings every
year, which is a totally preventable problem.
The cost-negligible, bipartisan Bird Safe Buildings Act requires
that public buildings constructed, acquired, or significantly altered
by GSA incorporate bird-safe building materials and design features.
Birds have an intrinsic cultural, and ecological value and help
generate billions of dollars annually to the U.S. economy through
wildlife watching activities.
For all these reasons, it's vital that we take the simple,
straightforward, and low cost steps in my bill to protect birds from
fatal collisions.
This bill has been referred to Chairwoman Titus' subcommittee and I
thank her for her support of it in the past.
I urge the committee to quickly consider and pass the Bird Safe
Buildings Act so that it can be brought the floor for a vote in the
full House.
Chairman DeFazio, members of the Committee, thank you for your time
today. I look forward to working with the committee going forward and
thank you for your good work for the infrastructure of our country.
Mr. Lamb. Thank you, sir.
And next, I believe, we have the gentlelady from North
Carolina, Ms. Foxx.
Ms. Foxx. I am on. Can you hear me, Conor?
Mr. Lamb. We can hear you great.
Ms. Foxx. OK. We got a little problem here. We are trying
to do two--we were on another call, since you all were running
so late. We have to----
Voice. There we go, you are good.
Ms. Foxx. OK.
Voice. We are in committee now.
Ms. Foxx. Now I am on. Can you hear me?
Mr. Lamb. Yes, loud and clear.
Ms. Foxx. Thank you, I am sorry. Today's schedule is a
little crazy.
TESTIMONY OF HON. VIRGINIA FOXX, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NORTH CAROLINA
Ms. Foxx. I come before the committee today in support of
designating U.S. 74 from Columbus, North Carolina, to Kings
Mountain, North Carolina, as a future interstate, and to
advocate for codifying this designation in the upcoming surface
transportation reauthorization bill.
The North Carolina U.S. 74 corridor passes through largely
rural regions of the State, and is characterized by
inconsistent travel speeds, bottlenecks at signaled
intersections, and a high occurrence of vehicle accidents as
the corridor moves through regional centers. The highway is
also a crucial evacuation route for the southeast of the State
in times of severe weather events. And you all hear about that
a lot, I am sure.
U.S. 74 provides a direct route between several interstates
and is a vital freight corridor. But previous studies have
identified the need to upgrade the highway to an interstate
status in order to move the freight more efficiently, and to
allow for better access to the western and southern parts of
the State.
In this district, U.S. 74 cuts through Cleveland, Gaston,
and Rutherford Counties. While each of those counties would
benefit from the proposed designation, for Rutherford County
the designation is critical to the county's economic
sustainability. The county is home to more than 66,000 people
and sits in the foothills of the Blue Ridge Mountains, about an
hour west of Charlotte. Textile manufacturing once was an
economic driver for the communities of Rutherford County, but
the county has been economically challenged since thousands of
textile and furniture manufacturing jobs were outsourced in the
early 1990s.
In the time since, the county has made strides to redefine
itself, and has diversified its industrial base into sectors
such as automotive suppliers, data centers, and advanced
materials. The county has worked to make improvements to its
schools and has partnered with a nonprofit internet provider to
expand broadband networks in its rural communities. Despite
these efforts to attract private investments and diversify
industries, Rutherford County is defined by the North Carolina
Department of Commerce as an economically distressed tier 1
county and by the Appalachian Regional Commission as an
economically at-risk county.
One of the major challenges facing Rutherford County in
attracting outside investment is the fact that there are no
interstates that run through it. That makes it difficult to
attract investments from industry, who often want to be located
near an interstate highway. Designating U.S. 74 as a future
interstate from Columbus to Kings Mountain would have short-
term as well as long-term positive impacts for Rutherford
County and its neighboring counties.
While future interstate status gives no increased priority
for projects or additional funding for the route, it does allow
for the State to install future interstate signs immediately,
which will help attract potential employers to the areas around
U.S. 74. That is why support for the project has been expressed
by the communities within Rutherford County, as well as from
neighboring Polk and Cleveland Counties.
I appreciate the opportunity to testify before the
committee today and ask for your support for including this
future interstate designation in the upcoming surface
reauthorization bill.
And I yield the balance of my time.
[Ms. Foxx's prepared statement follows:]
Prepared Statement of Hon. Virginia Foxx, a Representative in Congress
from the State of North Carolina
Thank you, I come before the committee today in support of
designating US-74 from Columbus, North Carolina to Kings Mountain,
North Carolina as a future interstate and to advocate for codifying
this designation in the upcoming surface transportation reauthorization
bill.
North Carolina's US-74 corridor passes through largely rural
regions of the state and is characterized by inconsistent travel
speeds, bottlenecks at signaled intersections, and a high occurrence of
vehicle accidents as the corridor moves through regional centers. The
highway is also a crucial evacuation route for the southeast of the
state in times of severe weather events.
US-74 provides a direct route between several interstates and is a
vital freight corridor, but previous studies have identified the need
to upgrade the highway to an interstate status in order to move freight
more efficiently and to allow for better access to the western and
southern parts of the state.
In my district, US-74 cuts through Cleveland, Gaston and Rutherford
Counties. While each of those counties would benefit from the proposed
designation, for Rutherford County the designation is critical to the
county's economic sustainability.
The county is home to more than 66,000 people and sits in the
foothills of the Blue Ridge Mountains, about an hour west of Charlotte.
Textile manufacturing once was an economic driver for the communities
of Rutherford County, but the county has been economically challenged
since thousands of textile and furniture manufacturing jobs were
outsourced in the early 1990's.
In the time since, the county has made strides to redefine itself
and has diversified its industrial base into sectors such as automotive
suppliers, data centers and advanced materials. The county has worked
to make improvements to its schools and has partnered with a nonprofit
internet provider to expand broadband networks in its rural
communities. Despite these efforts to attract private investments and
diversify industries, Rutherford County is defined by the North
Carolina Department of Commerce as an economically distressed, Tier One
county and by the Appalachian Regional Commission as an economically
at-risk county.
One of the major challenges facing Rutherford County in attracting
outside investment is the fact that there are no interstates that run
through it. That makes it difficult to attract investments from
industries that often want to be located near an interstate highway.
Designating US-74 as a future interstate from Columbus to Kings
Mountain would have short term, as well as long term positive impacts
for Rutherford County and its neighboring counties. While future
Interstate status gives no increased priority for projects or
additional funding for the route, it does allow for the state to
install future interstate signs immediately, which will help attract
potential employers to the areas around US-74. That is why support for
the project has been expressed by the communities within Rutherford
County, as well as from neighboring Polk and Cleveland counties.
I appreciate the opportunity to testify before the committee today
and ask for your support for including this future interstate
designation in the upcoming surface reauthorization bill. Thank you and
I yield the balance of my time.
Mr. Lamb. Thank you.
And next we have the gentlelady from California, Mrs. Young
Kim.
[Pause.]
Mrs. Kim. Thank you.
Mr. Lamb. Go ahead.
Mrs. Kim. Am I recognized now?
Mr. Lamb. Yes.
TESTIMONY OF HON. YOUNG KIM, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Mrs. Kim. Thank you. Thank you, Chairman and the T&I
Committee, for convening this very important Members' Day to
hear about our priorities this Congress. I am proud to speak on
behalf of my constituents in the 39th Congressional District of
California.
Now, more than ever, it is very important that any
infrastructure legislation that is considered in this Congress
has input from both sides of the aisle. Only together in a very
bipartisan way can our country address some of the most
pressing issues impacting the long-term sustainability of our
infrastructure system.
By reforming our user-fee system and incentivizing public-
private partnerships, we could find common ground to address
the associated taxpayer cost of an infrastructure package
without having to saddle our future generations with debt, or
hamper our economic recovery from the COVID-19 crisis with tax
increases.
There is wide consensus from both parties that we must
address the broad deficiencies of our ports, highways, bridges,
and roads, but any infrastructure action by Congress must be
targeted and effective in addressing our competitiveness
abroad.
For example, in my district the growth in global trade and
local socio-economic changes in southern California have caused
California State Routes 57 and 60 to become two of the most
heavily traveled freight highway corridors in the country.
Unfortunately, the American Transportation Research Institute
has ranked the 57/60 confluence as the worst truck bottleneck
in California, and one of the worst in the Nation.
The movement of goods from San Pedro Bay Ports to points
beyond Los Angeles County and to the major interstates of I-10,
I-15, and I-40 often involves a truck trip on the confluence.
Nearly 40 percent of the Nation's containerized imports pass
through the San Pedro Bay Ports. Of that, 9 percent of trucks
passing through the 57/60 confluence originate from the San
Pedro Bay Ports. And approximately 75 percent of these imports
are destined for final consumption outside the region. Trucking
delays originating at the confluence ripple across the State,
causing economic disruptions on industries beyond the corridor.
The COVID-19 pandemic has highlighted the importance of
investing in our supply chains and logistics networks to
efficiently provide food and medical supplies. Legislation and
efforts to improve our freight highways will support export-
import dependent industries and the creation of jobs throughout
the United States.
I urge the committee to work with me to strengthen the
national freight highway system to improve the movement of
goods and people through the 57/60 confluence, which serves as
a vital freight highway connection linking southern California
ports and manufacturing facilities that drive the regional,
State, and national economy.
Thank you again for allowing me to testify today, and for
your leadership to improve our Nation's competitiveness and
infrastructure. I look forward to working with this committee.
[Mrs. Kim's prepared statement follows:]
Prepared Statement of Hon. Young Kim, a Representative in Congress from
the State of California
Thank you, Chairman DeFazio and Ranking Member Graves, for
convening this important Member Day to hear about our priorities this
Congress.
Now more than ever, is very important that any infrastructure
legislation that is considered this Congress has input from both sides
of the aisle.
Only together--in a bipartisan way--can our country address some of
the most pressing issues impacting the long-term sustainability of our
infrastructure system.
By reforming our user fee system and incentivizing public-private
partnerships, we could find common ground to address the associated
taxpayer costs of an infrastructure package without having to saddle
our future generations with debt or hamper our economic recovery from
the COVID-19 crisis with tax increases.
There is wide consensus from both parties that we must address the
broad deficiencies of our ports, highways, bridges, and roads--but any
infrastructure action by Congress must be targeted and effective in
addressing our competitiveness abroad.
For example, in my district the growth in global trade and local
socio-economic changes in Southern California have caused California
State Routes 57 and 60 to become two of the most heavily traveled
freight highway corridors in the country.
Unfortunately, the American Transportation Research Institute has
ranked the 57/60 Confluence as the worst truck bottleneck in California
and one of the worst in the U.S.
Movement of goods from the San Pedro Bay Ports to points beyond Los
Angeles County and to the major interstates of I-10, I-15, and I-40
often involves a truck trip on the Confluence. Nearly 40 percent of the
nation's containerized imports pass through the San Pedro Bay Ports.
9 percent of trucks passing trough the 57/60 Confluence originate
from the San Pedro Bay Ports.
Approximately 75 percent of these imports are destined for final
consumption outside the region. Trucking delays originating at the
Confluence ripple across the state, causing economic disruptions on
industries beyond the corridor.
The COVID-19 pandemic has highlighted the importance of investing
in our supply chains and logistics networks to efficiently provide food
and medical supplies.
Legislation and efforts to improve our freight highways will
support export-import-dependent industries and the creation of jobs
throughout the United States.
I urge the Committee to work with me to strengthen the National
Freight Highway System to improve the movement of goods and people
through the 57/60 Confluence, which serves as a vital freight highway
connection linking Southern California ports and manufacturing
facilities that drive the regional, state, and national economy.
Thank you again for allowing me to testify today and for your
leadership to improve our nation's competitiveness and infrastructure.
I look forward to working with this Committee in the 117th
Congress.
Mr. Lamb. Thank you, Mrs. Kim, for your testimony.
Next up we have--in this order, the next five Members will
be: Ms. Bass of California; Ms. Adams of North Carolina; Mr.
Sherman of California; Mr. Mann of Kansas; and Ms. Schrier of
the State of Washington.
So with that we turn to the gentlelady from California, Ms.
Karen Bass.
TESTIMONY OF HON. KAREN BASS, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Ms. Bass. Thank you very much. I want to thank Chair
DeFazio, Ranking Member Graves, and members of the House T&I
Committee for the opportunity to testify before you today.
Our Nation's transportation system, we all know, is in
desperate need of investment, and especially equitable
investment that elevates different communities. For decades,
access to Federal highway and transit funding has benefitted
too few.
I would like to call your attention to the Build Local,
Hire Local Act, which I introduced in the 116th Congress with
Senator Gillibrand, and I plan to reintroduce this spring. Our
bill emphasizes increased access to the DBE, or Disadvantaged
Business Enterprise program, to create opportunities. Our bill
also strengthens wage and labor standards, while increasing the
robustness of environmental assessments for infrastructure
projects because of climate change.
The Build Local, Hire Local Act is designed to create
opportunities for all Americans--veterans, the disabled--so we
reinvest in our Nation equitably. Our legislation even creates
an apprenticeship pathway for workers in low-income communities
to create vibrant, economically prosperous, and environmentally
sustainable neighborhoods.
At its heart, the Build Local, Hire Local Act starts the
long-term process of undoing decades of highway and
construction projects that have bifurcated many communities.
Equally important, the legislation strengthens local hire
policy. As you know, local hire is essential to providing good-
paying transportation jobs. Without instituting local-hire
policy, people cannot fully benefit directly from the Federal
funds that flow to our district. So I was pleased to see in the
American Jobs Plan that it supports local hire.
I urge the committee to support the reinstatement of the
local-hire pilot program at the Department of Transportation.
It was first instituted in 2015, and, essentially, what it is
is that it removes an unnecessary regulation that, essentially,
prohibits Federal funds on transportation projects from
prioritizing people who live in the area of the project from
being employed by the project.
Last Congress I was pleased to see H.R. 2, the Moving
Forward Act, which passed the House in July 2020, that includes
a provision to redefine ``small business'' for the Department
of Transportation's DBE program so it matches the definition
used by the SBA. It is a technical fix that, if enacted into
law, will allow small businesses who are currently not eligible
for the DBE program to qualify. I urge the committee to keep
this provision in its entirety in the final infrastructure
package this Congress to ensure minority- and women-owned
businesses can fully benefit from the DBE program.
Finally, Chair and members of the committee, I would like
to call your attention to an intractable issue affecting my
district, as well as many other districts in the region and our
Nation, and that is airplane noise. Constituents in my district
and across the country who may live several miles away from an
airport have found themselves bombarded by airplane noise from
newly concentrated flightpaths. In this case, an arrival
procedure into the Los Angeles International Airport.
The constituents suffer the adverse health effects of
excessive noise, which includes increased incidence of sleep
disruption, learning loss, hypertension, and heart disease, and
also in the Los Angeles area, where the entertainment industry
is key, a lot of businesses have been interrupted because it is
very difficult to shoot, especially outside, if you have
concentrated, consistent noise.
So right now, the COVID-19 pandemic has rattled the
aviation industry with dramatic reductions in the number of
flights. So this presents a unique opportunity to rethink
aviation. As flights begin to ramp up again, we must seek
solutions that bring relief to residents who live beneath these
concentrated flightpaths. The FAA must give greater attention
to airplane noise and address this important challenge.
I want to thank the chairman and the ranking member and
members of the committee for the opportunity to testify. It has
been an honor to speak to the needs of my constituents, and the
policies that would elevate all of us in the country. Thank you
very much.
[Ms. Bass' prepared statement follows:]
Prepared Statement of Hon. Karen Bass, a Representative in Congress
from the State of California
Chair DeFazio, Ranking Member Graves, and members of the House
Committee on Transportation & Infrastructure, thank you for the
opportunity to testify today.
Our nation's transportation system is in desperate need of
investment--and especially, equitable investment that elevates
communities of color and minority- and women-owned businesses. For
decades, access to federal highway and transit funding has benefited
too few. Now, more than ever, on the tail end of a pandemic that has
devastated communities but especially those of African-Americans and
Latinos, who make up the heart of essential workers, we need to take
bold action to equitably rebuild our nation's infrastructure. That
means prioritizing the concerns of communities long burdened by
historically unjust transportation policy.
First, I'd like to call your attention to the ``Build Local, Hire
Local Act,'' which I introduced in the 116th Congress with Senator
Gillibrand and plan to reintroduce this spring. Our bill emphasizes
increased access to the Disadvantaged Business Enterprise program,
which creates opportunities for businesses owned by minorities. Our
bill also strengthens wage and labor standards, while increasing the
robustness of environmental assessments for infrastructure projects
because climate change is here and needs addressing.
The ``Build Local, Hire Local Act,'' is designed to create
opportunities for all Americans--veterans, the formerly incarcerated,
and the disabled--so we reinvest in our nation equitably. Our
legislation even creates an apprenticeship pathway for workers in low-
income communities to create vibrant, economically prosperous, and
environmentally sustainable neighborhoods. At its heart, the ``Build
Local, Hire Local Act'' starts the long-term process of undoing decades
of highway and construction planning that has bifurcated communities of
color. It begins to break down unjust barriers to employment and access
to clean air that have impacted so many African Americans and
communities of color.
Equally important, the legislation strengthens local hire policy.
As you know, local hire policy is essential to providing good-paying
transportation jobs for people living in California's 37th Congress
District in Los Angeles, which I have the honor of representing, where
several transit and highway construction projects are ongoing. Without
instituting local hire policy, Angelenos cannot fully benefit directly
from the federal funds that flow to our District. What's more, African
Americans and Latinos are disproportionately impacted from accessing
quality jobs.
This is why I was pleased to see President Biden's ``American Jobs
Plan'' support local hire policy.
It's clear Congressional and White House policy are aligned on this
issue, which is why I also urge the committee to support the
reinstatement of the Local Hire Pilot Program at the Department of
Transportation (DOT), which was first instituted in 2015 and put on
pause by the previous administration. The Local Hire Pilot Program is
simple: it would permit recipients of federal highway and transit funds
to hire locally. If reinstated, this would make a world of difference
to Angelenos in the Congressional District, especially given how the
pandemic has caused many businesses to suffer and shut down. Local hire
policy will help uplift our District's long-term economic trajectory.
Last Congress, I was pleased to see H.R. 2, the Moving Forward Act,
which passed the House in July 2020, include a provision to redefine
``small business'' for the DOT's Disadvantaged Business Enterprise
(DBE) program so it matches the definition used by the Small Business
Administration. That technical fix, if enacted into law, will allow
small businesses currently not eligible for the DBE program to qualify.
I urge the committee to keep this provision in its entirety in the
final infrastructure package this Congress to ensure minority- and
women-owned businesses can fully benefit from the DBE program.
Finally, Chair DeFazio and Members of the Committee, I'd like to
call your attention to an intractable issue affecting the 37th
Congressional District of California, as well as many other in the
region and our nation--airplane noise.
Constituents in similar Congressional Districts, which are located
near major international airports, in this case the Los Angeles
International Airport, suffer from the adverse health effects of
airplane noise. That includes sleep disruption, hypertension, and
stress. As we know, Next Gen technology implemented by the Federal
Aviation Administration (FAA) created an otherwise unseen degree of
overhead flight concentration. My staff have worked tirelessly to
pursue avenues that might disperse flights, mitigate low-flying
aircraft, and reduce the number of nighttime airplanes.
Right now, the COVID-19 pandemic has rattled the aviation industry,
and in so doing, the pandemic has presented a unique opportunity to
rethink aviation. We should be mindful of instituting changes that will
allow residents who live beneath flight paths to experience a greater
sense of calm. At its core, the FAA must prioritize airplane noise.
Then, too, we must ensure the FAA uses the most reliable and accurate
metrics to measure noise and that aircrafts are installed with the
latest technology to limit the noise of engines. Let's work together to
develop new and innovative means to address this longstanding challenge
and provide our constituents with some relief.
Thank you, Mr. Chairman, Ranking Member Graves, and Members of the
House Committee for the opportunity to testify.
It has been an honor to speak to the needs of my constituents and
the policies that would elevate Angelenos and communities of color. I
appreciate your time.
Ms. Davids [presiding]. Thank you, and the gentlewoman from
North Carolina, Ms. Adams, is recognized for 5 minutes.
TESTIMONY OF HON. ALMA S. ADAMS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NORTH CAROLINA
Ms. Adams. Thank you very much. Thank you to Chairman
DeFazio, to Ranking Member Graves, and to the distinguished
members of this committee for the opportunity to be with you
today. I am excited to share with you the priorities of North
Carolina's 12th Congressional District, and what we will be
able to accomplish with your help through your Member-
designated projects.
Charlotte, the largest city in my district, has grown
tremendously over the past decade. We are now the 15th largest
city in the country. At the same time, our county, Mecklenburg,
has over 1 million residents, and is one of the most populated
in North Carolina. Unfortunately, our transportation
infrastructure has not kept pace with our rapid growth.
And that is why our Charlotte Area Transit System, CATS,
boldly invested to create our State and region's first light
rail transit back in 2007. And with the support of then-
Secretary of Transportation and former Charlotte mayor, Anthony
Foxx, and my friend and colleague, THUD Appropriations Chairman
David Price, CATS secured the Federal funding necessary to
create our light rail system through the Capital Investment
Grant program.
And prior to COVID-19, the LYNX Blue Line facilitated
travel for almost 30,000 North Carolinians daily, 30,000. And
we know that our light rail works, and that is why we are
looking to fund this expansion. We want to connect our northern
towns to uptown Charlotte, to the Charlotte Douglas Airport.
And with your help, we will be able to connect our entire
region to our mass transit system.
So as you work to draft a surface transportation
reauthorization and infrastructure package, I want to strongly
encourage you to increase the authorized funding for the
Capital Investment Grant program.
I want to applaud you, Chairman DeFazio, for your work last
Congress to dramatically increase the CIG program's authorized
level of funding. I look forward to working with you in the
weeks and the months ahead as this committee develops this
necessary legislation.
And now I want to just take a moment to address some of the
requests that my office has received for Member-designated
projects.
In Cornelius, North Carolina, the Westmoreland interchange
project will help facilitate the development of a new hospital
that will anchor the region. In Huntersville, North Carolina--
all still in my district--the downtown greenway project would
help connect residents to a park and ride lot that will enable
thousands to easily reach work in uptown and relaxation in
downtown Huntsville. In Charlotte, Member-designated project
funds will enable our local area transit system to purchase
more electric buses, which will keep our air clean and our
people moving. And it will also allow the city to install
streetlights on our high-injury network to help prevent
automobile accidents and save lives.
In closing, Mr. Chair, I want to thank you and the
committee again for the opportunity to advocate for my
constituents, for my city, and county. Down in North Carolina
we like to say that Charlotte has got a lot, and I am hoping
that, with your help, we can get just a little bit more. Thank
you, and I am so very pleased to answer any questions that you
may have. I yield back.
[Ms. Adams' prepared statement follows:]
Prepared Statement of Hon. Alma S. Adams, a Representative in Congress
from the State of North Carolina
Thank you Chairman DeFazio, Ranking Member Graves, and the
distinguished members of this Committee for the opportunity to be with
you today.
I'm excited to share with you the priorities of North Carolina's
12th District, and what we will be able to accomplish with your help
through your Member Designated Projects.
Charlotte, the largest city in my district, has grown tremendously
over the past decade. We are now the 15th largest city in the country.
At the same time, our county, Mecklenburg, has over one million
residents and is one of the most populated in North Carolina.
Unfortunately, our transportation infrastructure has not kept pace
with our rapid growth.
That's why our Charlotte Area Transit System--CATS--boldly invested
to create our state and region's first light rail transit back in 2007.
With the support of then-Secretary of Transportation and former
Charlotte Mayor Anthony Foxx and my friend and colleague THUD
Appropriations Chairman David Price, CATS secured the federal funding
necessary to create our light rail system through the Capital
Investment Grant (CIG) program.
Prior to COVID-19, the LYNX Blue Line facilitated travel for almost
30,000 North Carolinians daily!
We know that our light rail works. That's why we're looking to fund
its expansion: we want to connect our northern towns to Uptown
Charlotte to airport.
And with your help, we'll be able to connect our entire region to
our mass transit system.
So, as you work to draft a surface transportation reauthorization
and infrastructure package, I strongly encourage you to increase the
authorized funding for the Capital Investment Grant program.
I want to applaud you, Chairman DeFazio, for your work last
Congress to dramatically increase the CIG program's authorized level of
funding.
I look forward to working with you in the weeks and months ahead as
this Committee develops this necessary legislation.
Now I want to take just a minute to address some of the requests
that my office has received for Member Designated Projects.
In Cornelius, NC, the Westmoreland Interchange project will help
facilitate the development of a new hospital that will anchor the
region.
In Huntersville, NC, the downtown greenway project will help
connect residents to a park and ride lot that will enable thousands to
easily reach work in Uptown and relaxation in downtown Huntersville.
In Charlotte, member designated project funds will enable our local
area transit system to purchase more electric buses, which will keep
our air clean and our people moving.
And it will also allow the city to install streetlights on our high
injury network to help prevent automobile accidents and save lives.
In closing, Mr. Chairman, I want to thank you and the Committee
again for the opportunity to advocate for my constituents and for my
city and county.
Down in North Carolina, we like to say that ``Charlotte's got a
lot.''
I'm hoping that with your help, we can get a little bit more.
Thank you and I am pleased to answer any questions you may have.
Ms. Davids. Thank you. The gentlewoman yields back.
The Chair will now recognize Mr. Sherman of California for
5 minutes.
TESTIMONY OF HON. BRAD SHERMAN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Mr. Sherman. Thank you. I want to join with Karen Bass--
and, I am sure, others--in saying how important it is that the
committee focus the FAA's attention on airport noise. It is a
horrendous problem in my district, in Karen Bass' district, and
so many others around the Los Angeles area.
I want to focus now on the need to build a subway through
the Sepulveda Pass. The San Fernando Valley, ``the Valley,'' is
cut off from the rest of Los Angeles by the Santa Monica
Mountains. And every day 400,000 commuters in 383,000 cars
drive between the Valley and the West Side of Los Angeles on
the 405 Freeway, as it runs for 9 miles through the Sepulveda
Pass. This is the greatest geographic bottleneck in California.
By comparison, the Golden Gate Bridge needs to accommodate only
112,000 cars per day, only one-third of the number that go
through the Sepulveda Pass.
For these unfortunate motorists, what should be a 12-minute
drive instead takes 45 minutes or longer. And that is on top of
the other parts of their commute. The daily commuter spends an
average of 56 hours sitting in traffic in the Sepulveda Pass
every year. That is 56 hours a year, on top of the rest of
their commute.
Already listed among the Nation's top 10 congested
roadways, the Sepulveda Pass corridor serves a population that
is expected to grow by 14 percent over the next two decades.
This project has substantial local support. The residents
of Los Angeles County, already paying quite robust income and
property taxes, went to the polls and raised the sales tax rate
in our county up to 10\1/4\ percent in order to pass Measure M,
which provides over half the money needed for the $10 billion
project I am describing.
Metro, our transportation agency, estimates that this
project will attract between 122,000 and 137,000 daily riders,
based on the conditions we expect in 2042. By taking these
would-be drivers out of their cars, this project will reduce
our regional vehicle-miles traveled by over 1 million miles a
year, and reduce vehicle-hours traveled by 72,000 hours per
year.
In addition to the time and cost faced by the commuter, the
Sepulveda Pass subway project offers an opportunity to improve
local air quality in Los Angeles--the area that gave you the
word ``smog,'' it has been synonymous with difficulties in air
quality for many decades--and it will reduce automobile
emissions of CO2 by 156 million pounds per year.
Now, in addition to asking the committee to support a
subway through the Sepulveda Pass, I also support short-term
efforts designed to ameliorate the problem on the freeway a
bit. This includes a specific request being brought forward by
the L.A. County Metropolitan Transportation Authority, and by
improving the striping and other aspects of the 405, we will
prevent this from getting as much worse as it would, otherwise.
But ultimately, we need a subway.
Let me give you one other extraordinary reason to support
this project. When this subway is built, I will retire from
Congress. That may be the biggest incentive for some of you to
support this project. Thank you.
[Mr. Sherman's prepared statement follows:]
Prepared Statement of Hon. Brad Sherman, a Representative in Congress
from the State of California
The reason the San Fernando Valley is so-called a ``valley'' is due
to its famous separation from the westside of Los Angeles by the Santa
Monica Mountain range.
And every day, over 400,000 commuters in some 383,500 cars make the
drive between the Valley and the westside, by sharing a section of the
405 freeway as it runs for nine miles along a low-mountain pass known
as the Sepulveda Corridor.\1\
---------------------------------------------------------------------------
\1\ Source: https://www.fhwa.dot.gov/policyinformation/tables/
02.cfm Dept of Transportation, Federal Highway Data for 2019; Sepulveda
Transit Corridor Feasibility Report, p. ES-6)
---------------------------------------------------------------------------
By comparison, the Golden Gate Bridge sees just 112,000 cars per
day, less than a third of the cars in the Sepulveda Pass.\2\
---------------------------------------------------------------------------
\2\ Source: https://www.goldengate.org/bridge/history-research/
statistics-data/annual-vehicle-crossings-toll-revenues/
---------------------------------------------------------------------------
For these unfortunate motorists, what should be a 12-minute drive
during free-travel takes over 45 minutes at peak periods.\3\
---------------------------------------------------------------------------
\3\ Source: I-405 Level 2 Traffic & Revenue Study Interstate 405
(Sepulveda Pass) ExpressLanes Intermediate (Level II) Traffic & Revenue
Study http://libraryarchives.metro.net/DPGTL/congestionpricing/2019-
Metro-405-SepulvedaPass-ExpressLanes-Study.pdf (p.27 Figure 3-12) INRX
Data for 2016.
---------------------------------------------------------------------------
The daily commuter spends an average 56 hours of their lives per
year sitting in traffic in the Sepulveda Pass--that is 56 hours in
addition to what their commute would take if there was no
bottleneck.\4\
---------------------------------------------------------------------------
\4\ https://inrix.com/press-releases/2019-traffic-scorecard-us/
INRIX Data for 2019.
---------------------------------------------------------------------------
Already listed among the nation's top 10 most congested roadways
(ninth),\5\ the Sepulveda Pass Corridor serves a population that is
expected to grow by 14% over the next two decades.\6\
---------------------------------------------------------------------------
\5\ https://inrix.com/press-releases/2019-traffic-scorecard-us/
INRIX Data for 2019.
\6\ Source: Sepulveda Pass Transit Corridor Feasibility Report,
Table 2-3
---------------------------------------------------------------------------
As this happens, commuters are growing desperate for a transit
alternative through the Sepulveda Corridor.
Gratefully, through the passage of measure M, Los Angeles voters
have approved the initial financing for the development and
construction of a three-phase capital project culminating in subway
line through the Sepulveda Pass.
Los Angles Metro is currently working to develop a heavy-rail
concept that aims to provide a Valley-to-Westside trip in just under 20
minutes.
Metro past ridership forecasts for the Sepulveda rail line have
estimated that the project would attract between 122,000 and 137,000
daily riders based on 2042 conditions.
By taking these would-be-subway-riders out of their cars, the
Sepulveda Pass Project is estimated to reduce regional vehicle miles
traveled by up to 1,039,000 miles per year and vehicle hours traveled
by up to 72,000 hours per year.\7\
---------------------------------------------------------------------------
\7\ Source: Sepulveda Transit Corridor Feasibility Report, p. 59
---------------------------------------------------------------------------
In addition to the time and cost saved by the commuter, the
Sepulveda Pass Project offers an important opportunity to improve local
air quality and to reduce automobile emissions through an expected to
reduction of CO2 by up to 156,000,000 pounds per year.\8\
---------------------------------------------------------------------------
\8\ Based on VMT in Sepulveda Transit Corridor Feasibility Report,
p. 59
---------------------------------------------------------------------------
The needed infrastructure will not be built overnight, and we
cannot wait to immediately address the current congestions through the
Sepulveda Pass. In addition to asking the Committee to support our
efforts to establish a subway line, the Committee should also support
efforts too increase the capacity of the 405 freeway. This includes a
specific request being brought forward with the LA County Metropolitan
Transportation Authority. We should convert the existing HOV lane into
an Express Lane and possibly add a second Express Lane in each
direction over the 10 miles between I-10 and US-101.
The Transportation and Infrastructure Committee will be looking at
hundreds of projects as it continues its work. Alleviating congestion
in the Sepulveda Pass is a priority for the residents of the San
Fernando Valley, Southern California, and our national infrastructure.
I look forward to working with the Chair on this critical
infrastructure.
Ms. Davids. The gentleman yields back.
All right, next the Chair would like to recognize the
gentleman from Kansas, Mr. Mann.
[Pause.]
Ms. Davids. OK, Mr. Mann may be experiencing technical
difficulties. We will go to the gentlewoman from Washington,
Ms. Schrier.
You are recognized for 5 minutes.
[Pause.]
Dr. Schrier. Hi, this is Kim.
Ms. Davids. You are recognized for 5 minutes.
Dr. Schrier. Had you called on me?
Ms. Davids. Oh, Ms. Schrier, you are recognized for 5
minutes.
TESTIMONY OF HON. KIM SCHRIER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF WASHINGTON
Dr. Schrier. Well, thank you very much. Thank you, Chairman
DeFazio, Ranking Member Graves for hosting this Members' Day
today. I appreciate the opportunity to testify about my
priorities and concerns as a representative from Washington's
Eighth Congressional District.
And my district has it all: farms, crowded suburbs,
mountain passes that close frequently, rural roads,
interstates, freight rail, ferries, wind and hydropower, and
more. And so I am submitting a longer letter to address all of
these concerns, but I wanted to highlight just a few for you
today.
First, in Washington State we are a leader in clean energy
production, and have made investments in hydro, wind, and solar
power, which are critical for broader electrification and
meeting our future clean energy goals. And in particular, our
State is a large producer of hydropower. Only 3 percent of
dams, though, have actually produced hydropower in America, and
we could double that production without building a single new
dam.
In the next decade, close to 30 percent of U.S. hydropower
projects are going to come up for relicensing, and I am
interested in how to leverage this opportunity, building on the
work already done in academia and advocacy and industry by
focusing on the renewable energy and storage benefits of
hydropower, and the environmental and economic benefits of
healthy rivers.
This would include rehabilitating dams to improve safety
and resiliency. It would include retrofitting powered dams, and
adding power generation at nonpowered dams, while addressing
fish passage, flood mitigation, and grid integration. And it
would also include removing dams that don't provide sufficient
benefits to justify their environmental impacts.
For trade, a separate issue, it is a priority to ensure
that the rural areas in my district are well connected. The
Wenatchee Valley in my district is a prime example. The valley
and surrounding rural areas depend on an 11-mile Apple Capital
Loop to carry more than 100,000 vehicles each day. The nearest
interstate highway is 40 miles away, and travel is really
constrained by mostly two-lane, rural roads and two bridges.
Improvements in this loop are critical for trade, emergency
services, and fire safety.
At the economic heart of my district is agriculture.
Central Washington is home to some of the Nation's largest
growers and exporters, and farmers and growers face chronic
challenges to get their products to market, including frequent
road closures, port delays, and that distance from an
interstate highway.
More acutely, farmers have shared with me how pandemic
conditions, trade imbalances, port shortcomings, and
international shipping practices at our ports are negatively
impacting their industry, threatening export markets and also
the relationships they developed over decades. Shipping has
become really unpredictable, delayed, more expensive, and
perilous, especially for perishable goods like the apples and
cherries coming from my district. Ships are frequently
returning to China empty, rather than with our exports. And so,
along with improvements in shipping policies, our ports and
shipping infrastructure require modernization to preserve our
agricultural community.
Finally, I want to talk about safety. Chelan County is
highly vulnerable to catastrophic wildfires. And during the
last fire evacuation efforts, it became alarmingly evident to
my constituents that that same Apple Capital Loop was
insufficient for safe evacuation. It is another compelling
reason for those improvements.
And finally, I would love to highlight climate action and
environmental stewardship. Washington State has invested
millions of dollars to address downstream barriers that block
Chinook salmon from reaching their spawning grounds. And
headwaters located in our national forests are critical to
having salmon populations thrive downstream.
So in the coming weeks I am planning to reintroduce the
Legacy Roads and Trails bill, which ensures dedicated funding
to the U.S. Forest Service for projects that protect clean
water and riparian habitat. This program focuses on urgently
needed road decommissioning of unused or unsafe roads, the
removal or replacement of culverts and other fish passage
barriers, and the repair and maintenance of roads and trails.
And so thank you for your leadership, and for attending to
the needs of my district. And I yield back the very minuscule
balance of my time. Thank you.
[Dr. Schrier's prepared statement follows:]
Prepared Statement of Hon. Kim Schrier, a Representative in Congress
from the State of Washington
Dear Chairman DeFazio and Ranking Member Graves,
I appreciate the opportunity to testify about my priorities and
concerns as representative of Washington state's 8th congressional
district. I write to respectfully request consideration of the
following priorities as you work to reauthorize surface transportation
programs.
Washington state depends on many facets of infrastructure for its
trade, resiliency, and economic success. Washington's 8th District, my
district, depends on smooth, connected roads, reliable public
transportation, and comprehensive freight rail to ensure agricultural
goods can be transported, economies can grow, and communities can
access the services they need. Four hundred of the ``structurally
deficient'' bridges that are necessary for travel are in Washington
state. From a labor perspective, there are more than 700,000 direct and
indirect jobs that can be created in Washington State through a
national infrastructure package. Economic recovery is only possible
with continued federal investment in and support for the next
generation of engineers, operators, technicians, mechanics, and other
transportation workers.
There are several areas that I wish to touch on that are extremely
important to my state and district:
Hydropower and Washington State
Keeping our rural areas connected physically and
virtually;
Improving our highways and interchanges;
Getting our goods to port;
Addressing congestion and safety concerns that impact my
constituents; and
Ensuring our infrastructure and our wildlife and salmon
can co-exist.
Hydropower and Washington State
In Washington state, we are a leader in clean energy production and
have made investments in hydro, wind, and solar power which are
critical for broader electrification and meeting our clean energy
goals.
Washington State is the top producer of hydroelectric power in the
US. It accounts for approximately 25% of the country's annual
hydroelectricity generation. Yet nationally, only three percent of dams
actually produce hydropower, and we could double current energy
production without building a single new dam. In the next decade, close
to 30 percent of U.S. hydropower projects will come up for relicensing.
I am interested in how to leverage this opportunity, building on the
work already done in academia, advocacy, and the industry by focusing
on the renewable energy and storage benefits of hydropower and the
environmental and economic benefits of healthy rivers. This includes
rehabilitating dams to improve safety and resiliency. It includes
retrofitting powered dams and adding power generation at non-powered
dams while addressing fish passage, flood mitigation, and grid
integration. It also includes removing dams that do not provide
sufficient benefits to society to justify their detrimental
environmental impacts.
Keeping our rural areas connected & improving our highways and
interchanges
Washington's rural areas need connected, reliable infrastructure.
Wenatchee Valley in my district is a prime example: it is a hub at the
crossroads of highways going east to Spokane, west to Seattle, north to
British Columbia, and south to Yakima and the Tri-Cities. It is the
heart of Washington, settled in a rural part of the state East of the
Cascade Mountains. The nearest Interstate Highway is 40 miles away. The
Valley and surrounding rural areas depend on their 11-mile Apple
Capital loop to carry more than 100,000 vehicles each day. Freight,
businesses, commuters, transit, emergency services, residents and
visitors must travel on it.
Connectivity is vital for Washington's economy and trade.
Washington's economy relies heavily upon the freight rail system to
ensure movement of the state's agricultural, chemical, and natural
resources and manufactured products to local, national, and
international markets. Some small roads and railways are the only way
that goods can make it from our agricultural centers to our ports.
Stampede Pass is an example of a small rail that runs a long course in
my district, cutting across Central Washington and Pierce and King
Counties, ensuring that goods can traverse the mountain pass even when
roads are shut down. Our state has committed to ensuring this railway
can stay viable, investing in electrification for more efficient
travel. Dedicated federal investments in projects like this will allow
for more railways to be improved and built, and for economies to be
more connected and flourish.
Getting our goods to port
The economic heart of my district is agriculture. Central
Washington is home to some of the nation's largest growers and
exporters, selling hay, apples, pears, potatoes and cherries around the
world. Farmers and growers face chronic challenges to get their
products to market, including frequent road closures, port delays, and
distance from interstate highways.
More recently, farmers have shared with me how pandemic conditions,
trade imbalances, port shortcomings, and international shipping
practices are impacting their industry, threatening export markets and
international relationships they have built over decades. Right now,
because of profitability and trade imbalance, ships return to China
with empty containers rather than wait for our agricultural goods. Our
farmers and growers face great uncertainty and high prices to get their
products overseas. This threatens to upend our nation's agricultural
industry and agricultural markets abroad for years to come.
While I continue to work with the Federal Maritime Commission to
find possible solutions to this global shipping crisis, I ask that you
consider the importance of maintaining and improving the domestic
infrastructure--the roads, bridges, railways, rivers, and ports--that
these farmers rely on.
Addressing congestion and safety concerns
Chelan County is highly vulnerable to catastrophic wildfires. In
fact, it gets the second highest risk rating in the country. During the
last fire evacuation efforts, it became alarmingly evident to my
constituents that the Apple Capital Loop mentioned previously was
insufficient for safe evacuation. It is another compelling reason for
those much-needed improvements.
Safety is also a consideration for our highways, as is the case in
most of the country. I would highlight Interstate 90, the main east-
west corridor that traverses our state and my district. It is critical
for getting produce and hay to the port, but also a critical
transportation route for daily commutes and travel. In addition to
standard road repairs, widening and improving the interchange with SR18
will reduce dangerous traffic back-ups and resulting collisions, and
cut transit time.
Similarly, updates to maintain the structural integrity of Vantage
Bridge on
I-90--the only interstate crossing of the Columbia River in the area
for 75 miles--will allow for safe passage of both people and freight,
particularly during emergencies such as wildfires. And, of course,
improvements we make now need to be future-proofed, sustainable, and
resilient in the face of a changing climate.
Ensuring our infrastructure and our wildlife and salmon can co-exist
Representatives Kilmer, Larsen, and I have been working
collectively to identify ways to protect endangered salmon and Southern
Resident orca populations in various legislative vehicles within the
committee's jurisdiction, including WRDA \1\ and provisions associated
with Legacy Roads and Trails within the Moving Forward Act of last
year.\2\
---------------------------------------------------------------------------
\1\ https://schrier.house.gov/media/press-releases/schrier-and-
larsen-introduce-bill-assist-salmon-and-steelhead-passage
\2\ https://wildearthguardians.org/brave-new-wild/news/guardians-
applauds-inclusion-of-legacy-roads-and-trails-remediation-program-in-
moving-forward-act/
---------------------------------------------------------------------------
In the coming weeks, I plan to reintroduce the Legacy Roads and
Trails bill which ensures projects that protect clean water and
reconnect fish habitat are prioritized. As we all know, when roads are
not adequately maintained, culverts become clogged with debris,
landslides occur, bridges weaken, and roads wash out. Large amounts of
sediment can end up in mountain streams, suffocating fish and burying
stream channels. This program focuses on urgently needed
decommissioning of unused or unsafe roads in our national forests,
removal or replacement of fish passage barriers, and road and trail
repair and maintenance. The program's capacity for leveraging is among
its strengths. In many cases, the Forest Service can successfully
leverage Legacy Roads and Trails funding with a variety of private,
local, state, and other federal funding sources, substantially
stretching the reach of every dollar allocated to the program.
This program specifically compliments the work of our state to
update and/or remove culverts to improve water quality and habitat for
Chinook salmon, bull trout, and steelhead. These fish are an important
part of Northwest culture and heritage and have suffered heavily. These
efforts are critical, and we need to have sustained federal investment
to make it a reality.
You have always been a champion for the Pacific Northwest and I
sincerely thank you, and Ranking Member Graves, for your leadership and
attention to these important issues. I look forward to partnering with
you, your committee, and my colleagues from both sides of the aisle as
this legislation develops. We need to build back better for our
communities, for our economy, and for our climate. Thank you for your
consideration.
Ms. Davids. Thank you, Rep. Schrier.
And next the Chair would like to recognize Congressman Mann
from Kansas for 5 minutes.
[Pause.]
Ms. Davids. OK, we will go ahead and recognize Mr. Jacobs
from New York for 5 minutes.
TESTIMONY OF HON. CHRIS JACOBS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Jacobs. Good afternoon. Thank you very much for the
opportunity to be here today and address the committee. I am
Chris Jacobs from the 27th Congressional District.
As we move forward with the efforts to expand our Nation's
infrastructure, I want to bring to your attention the important
issue in my home State of New York. New York is currently the
only State in the Union to still impose absolute liability on
employers and property owners for gravity-related falls. This
archaic standard is otherwise known as the Scaffold Law.
Absolute liability under the Scaffold Law means that employers
and property owners are fully liable for workplace accidents,
regardless of the contributing fault of the worker.
Due to this strict liability statute, an employer is 100
percent liable if an employee, as an example, is harmed, even
if that employee is very intoxicated. Contrast that with the
liability standard of comparative negligence, the standard of
every other State in the Nation, which allows for a reasonable
determination of fault between the two parties.
Studies have indicated that the Scaffold Law adds
approximately 8 to 10 percent to the cost of construction in
New York State, in every single project in New York State,
whether it is public or private, no matter what the size of the
project.
Due in part to the extreme standard set by the Scaffold
Law, the cost of construction in New York State, as a result,
is higher than any other State in the Nation, resulting in
unnecessary taxpayer spending across all levels of Government.
According to one study, the Scaffold Law is expected to add
an additional $180 to $300 million to New York City's Gateway
project. The Tappan Zee Bridge project, also known as Mayor
Cuomo Bridge--a major project--was estimated to have incurred
$300 million in additional unnecessary cost, due to the
Scaffold Law.
In a recent amicus brief, the New York State Transit
Authority stated it is in an existential financial crisis. Its
public liability burden in 2019 was $150 million, much of that
due to the Scaffold Law.
These costs represent hundreds of millions of dollars that
could have gone towards improving our schools, repairing New
York City's subway system, and fixing roads throughout New York
State.
Defenders of the Scaffold Law say it improves worksite
safety, but data shows the opposite. A study deemed practice-
ready by the Transportation Research Board of the National
Academies of Science, Medicine, and Engineering concluded that
the law actually increases both fatal and nonfatal injuries by
670 each year.
The challenges presented by the Scaffold Law are why I
introduced the Infrastructure Expansion Act, H.R. 1300, which
would exempt federally funded projects from the Scaffold Law,
and instead place them on the standard of comparative
negligence.
Mr. Chairman, I would like to enter into the record a
letter of support from over 65 organizations throughout New
York State supporting my bill.
[The information follows:]
Letter of January 7, 2021, from the Allied Building Metal Industries et
al., Submitted for the Record by Hon. Chris Jacobs
January 7, 2021.
Dear Member of Congress:
On behalf of more than sixty-five membership organizations,
including trade associations, chambers of commerce, housing advocates,
agricultural organizations, and municipal advocates, we are writing to
request that you support HR 1300, the Infrastructure Expansion Act of
2021. Introduced by your colleague Representative Chris Jacobs (R-NY),
this bill will protect scarce federal infrastructure funds imposing the
same liability standard on federally-funded New York projects that is
found in 49 other states.
Unfortunately, New York remains the only state in the nation to
impose absolute liability on construction projects under Labor Law 240/
241, a statute known as the ``Scaffold Law.'' This outdated law holds
property owners and contractors fully liable for worksite accidents,
regardless of the contributing fault of the worker. To understand the
injustice of this law, take for example, that the courts have ruled
time and time again that the intoxication of an employee is not a
defense for an employer under the statute.
Due to this absurd standard, it costs more to build in New York
than anywhere else in the country. Data collected from the Port
Authority of New York and New Jersey indicates that the insurance costs
on cross-border construction projects are doubled on the New York side.
Researchers at the Rockefeller Institute of Government found that for
taxpayers, the law results in a cost of more than $785 million
annually. It is estimated that New Yorkers spent more than $200 million
in added costs for the Mario Cuomo (Tappan Zee) Bridge due to
additional costs of the statute. The New York City School Construction
Authority estimated the law cost them over $400 million in a three-year
period.
Defenders of the Scaffold Law say that it improves worksite safety,
but data shows the opposite. A study deemed ``practice ready'' by the
Transportation Research Board of the National Academies of Science,
Medicine, and Engineering concluded that the law actually increases
both fatal and non-fatal injuries by 670 each year.
With the current unprecedented strain on state and local budgets,
the federal government cannot continue to waste valuable infrastructure
dollars.
We respectfully request your support,
Allied Building Metal Industries.
American Council of Engineering Companies of New York.
American Property Casualty Insurance Association.
American Subcontractors Association.
Associated Builders and Contractors of New York State.
Associated General Contractors of New York State.
Association for a Better Long Island.
Big I NY.
Bronx Chamber of Commerce.
Brooklyn Chamber of Commerce.
Buffalo Building Owners & Managers Association.
Buffalo Niagara Partnership.
Builders Exchange of Rochester.
Builders Exchange of the Southern Tier.
Building Contractors Association of Westchester & Mid-Hudson Region.
Building Trades Employers Association.
Business Council of New York State.
Business Council of Westchester.
Capital Region Chamber of Commerce.
Chamber Alliance of New York State.
Chemung County Chamber of Commerce.
Commerce Chenango.
Construction Exchange of Buffalo & Western New York.
Construction Industry Council of Westchester & Hudson Valley.
Corning Area Chamber of Commerce.
Cortland County Chamber of Commerce.
Eastern Contractors Association.
Empire State Subcontractors Association.
Fulton Montgomery Chamber of Commerce.
General Contractors Association of New York.
Genesee County Chamber of Commerce.
Greater Binghamton Chamber of Commerce.
Greater Olean Chamber of Commerce.
Greater Rochester Chamber of Commerce.
Habitat for Humanity of New York State.
Home Builders & Remodelers of Central New York.
Hornell Area Chamber of Commerce.
Hudson Valley Gateway Chamber.
Hudson Valley Mechanical Contractors Association.
Lake George Regional Chamber of Commerce & CVB.
Lawsuit Reform Alliance of New York.
Long Island Builders Institute.
Minority & Women Contractors & Developers Association.
National Association of Minority Contractors--New York Tri-State
Chapter.
National Association of Mutual Insurance Companies.
National Association of Surety Bond Producers.
National Federation of Independent Business New York.
Northeastern Retail Lumber Association.
Northeastern Subcontractors Association.
New York Conference of Mayors.
New York Farm Bureau.
New York State Association for Affordable Housing.
New York State Builders Association.
Partnership for New York City.
Professional Insurance Agents of New York.
Real Estate Board of New York.
Rochester Home Builders Association.
Rome Area Chamber of Commerce.
Sheet Metal & Air Conditioning Contractors of New York State.
Society of Indo-American Engineers and Architects.
Special Riggers Association of New York City.
Subcontractors Trade Association.
Syracuse Builder's Exchange.
Trucking Association of New York.
Ulster County Regional Chamber of Commerce.
Westchester County Association.
West Seneca Chamber of Commerce.
Wyoming County Chamber of Commerce.
Mr. Jacobs. The Scaffold Law is particularly challenging
for minority- and women-owned businesses, as the inflated
premiums they must pay for liability insurance put them at a
competitive disadvantage when bidding projects against larger
firms. That is why groups such as the Minority and Women
Contractors and Developers Association and the National
Association of Minority Contractors have been vocal supporters
of Scaffold Law reform. I am proud to have their support on my
bill.
Other supporters of Scaffold Law reform and my bill include
the New York State Association for Affordable Housing. The
Scaffold Law is estimated to add $10,000 to the cost of a
single-family home in New York State. Anyone interested in
making New York State more affordable for families should
support inclusion of my legislation in any infrastructure
package.
Another supporter I am proud to have is Habitat for
Humanity. Like the New York State Association for Affordable
Housing, Habitat for Humanity appreciates efforts to make
housing in New York State more affordable. However, they have
an additional issue with the Scaffold Law. In the wake of
Superstorm Sandy, Habitat and its volunteer partners rushed to
help Long Island recover. However, they struggled to find
insurance because of the Scaffold Law, and were hindered to
make an impact after that disaster.
For the sake of our roads, and our bridges, and our
schools, our railroads, our homes, and all New Yorkers, the
Scaffold Law must be reformed. What I am asking for today is
consideration in any infrastructure package to include
provisions in my bill which would mandate that comparative
negligence be utilized.
Why am I saying this? If $1 billion right now came in New
York State and Federal taxpayer money through an infrastructure
bill, 10 percent of that would be peeled off because of the
Scaffold Law, $1 million would be essentially wasted. I want
that money, and I think most New Yorkers want that money spent
on real projects. Reforming the Scaffold Law for an
infrastructure bill will make that happen.
Thank you very much, and I yield back.
[Mr. Jacobs' prepared statement follows:]
Prepared Statement of Hon. Chris Jacobs, a Representative in Congress
from the State of New York
Hello. Thank you to the Committee for letting us be here today.
As we move forward with efforts to expand our nation's
infrastructure I want to bring to your attention an important issue in
my home state of New York. New York is currently the only state in the
union to impose absolute liability on employers and property owners for
gravity-related injuries. This archaic standard is enshrined in New
York's Labor Law 240/241, otherwise known as the ``Scaffold Law.''
Absolute liability under the Scaffold Law means employers and
property owners are fully liable for worksite accidents, regardless of
the contributing fault of the worker. To understand the injustice of
this law, take for example that courts have ruled repeatedly that the
intoxication of an employee is not a defense for an employer under the
statute. Contrast this with the liability standard of comparative
negligence--the standard in every other state--which allows for a
reasonable determination of fault between two parties.
Studies have indicated the Scaffold Law adds approximately 8-10% to
the cost of construction in New York State. Due in part to the extreme
standard set by the Scaffold Law, the cost of construction in New York
is higher than anywhere else in the nation, resulting in unnecessary
taxpayer spending across all levels of government. According to one
study, the Scaffold Law is expected to add an additional $180 to $300
million to the Gateway Program. The Tappan Zee Bridge is estimated to
have incurred up to $400 million in additional costs due to the
Scaffold Law. In a recent amicus brief, the New York City Transit
Authority stated it is in an existential financial crisis. Its public
liability burden in 2019 was $150 million dollars, much of that due to
the Scaffold Law. These costs represent hundreds of millions of dollars
that could have gone toward improving our schools, repairing the New
York City subway, or fixing our roads.
Defenders of the Scaffold Law say that it improves worksite safety,
but data shows the opposite. A study deemed ``practice ready'' by the
Transportation Research Board of the National Academies of Science,
Medicine, and Engineering concluded that the law actually increases
both fatal and non-fatal injuries by 670 each year.
The challenges presented by the Scaffold Law are why I have
championed the Infrastructure Expansion Act (H.R. 1300), which would
exempt federally funded projects from the Scaffold Law and instead
place them on a standard of comparative negligence.
Mr. Chairman I would like entered into the record a letter of
support from over sixty-five organizations throughout New York State
supporting my bill.
The Scaffold Law is particularly challenging for minority and women
owned businesses, as the inflated premiums they must pay for liability
insurance puts them at a competitive disadvantage when bidding for
projects against larger firms. That is why groups such as the Minority
& Women Contractors & Developers Association and the National
Association of Minority Contractors have been vocal supporters of
Scaffold Law reform. I am proud to have their support for my bill.
Other supporters of Scaffold Law reform and my bill include the New
York State Association for Affordable Housing. The Scaffold Law is
estimated to add $10,000 to the cost of a single-family home in New
York State. Anyone interested in making New York State more affordable
for families should support inclusion of my legislation in any
infrastructure package.
Another supporter I am proud to have is Habitat for Humanity. Like
the New York State Association for Affordable Housing, Habitat for
Humanity appreciates efforts to make housing in New York more
affordable. However, they have an additional issue with the Scaffold
Law. In the wake of Superstorm Sandy, Habitat and its volunteer
partners rushed to help Long Island recover, however they struggled to
find insurance because of the Scaffold Law.
For the sake of our roads, our bridges, our schools, our railroads,
our homes and all New Yorkers, the Scaffold Law must be reformed. I
urge the Committee to include my legislation in the infrastructure
package. With that I yield back.
Ms. Davids. The gentleman yields back.
The Chair would like to recognize Mr. Mann from Kansas for
5 minutes.
TESTIMONY OF HON. TRACEY MANN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF KANSAS
Mr. Mann. Thank you, Chairman DeFazio, Ranking Member
Graves, members of the committee, including my Kansas
colleague, Sharice Davids. Thank you for giving me this
opportunity to speak with you about transportation and
infrastructure priorities for the First Congressional District
of Kansas.
My district, aptly named the Big First, is the 11th largest
congressional district in the country, spanning 63 counties in
central and western Kansas. As you can imagine, with a district
that size, we greatly rely on roads, rails, waterways, and
other forms of infrastructure to connect our rural communities
to one another and to the rest of the world.
The Big First backbone is agriculture. It is home to more
than 60,000 farms, and is made up of farmers, ranchers, feedlot
managers, nutritionists, ethanol producers, ag lenders, and
agribusiness owners who feed, fuel, and clothe the world.
Farmers and ranchers depend on roads, bridges, and rail to
safely transport these goods to market.
So from the beginning of planting season to the end of
harvest, and from the time a baby calf hits the ground to the
time we take them to town, these forms of transport help to
efficiently deliver our ag products around the globe. However,
moving livestock and perishable ag commodities brings a
separate set of issues for drivers that Kansans are well aware
of, as the leader in cattle production.
For decades, farmers and ranchers in the transport of ag
goods across our district and State have fallen victim to
archaic trucking regulations, leaving little to no room for
livestock hauling exemptions. S. 792, the Haulers of
Agriculture and Livestock Safety Act, the HAULS Act, as
introduced by Senator Deb Fischer, my neighbor to the north in
Nebraska, would address these concerns.
The HAULS Act would update the hours-of-service exemption
for ag products and livestock that have been regularly modified
by Congress to provide flexibility to ag and livestock haulers.
This bill would add 150 air-miles on the back end of the trip,
allowing drivers the extra time to safely navigate the rural
roads where they haul. It would also allow the hours-of-service
exemptions to continue nationwide all year round, removing the
seasonal limits set by State-designated planting and harvesting
periods.
I am supportive of the work of the coalition of more than
100 ag organizations to modernize the ag exemptions to the
hours-of-service rule and provide flexibility for haulers, and
urge the committee to review the legislation in full, if
similar legislation is introduced in the House, or if the HAULS
Act reaches the House floor for a vote.
Another important issue for rural districts like mine is
aviation, which is supported through Essential Air Service and
Small Community Air Service Development Programs. Both programs
ensure that our smaller communities can maintain a minimal
level of scheduled air service to larger cities, whether
through direct support or by working with communities to
address air service issues.
As the home State to the ``air capital of the world,''
Essential Air Service enables communities like Salina, Liberal,
Dodge City, Garden City, and Hays to connect to the world
through aviation. As your committee continues work on
transportation and infrastructure legislation, we must ensure
that rural communities are part of the conversation and a
priority for these discussions.
Beyond transportation, the importance of broadband cannot
be overstated in connecting rural communities to the rest of
the country, whether for virtual school, telemedicine, or
remote work. Rural broadband must be considered as an important
piece in our infrastructure conversations, whether occurring in
this committee or others across Congress.
The roads, highways, rails, aviation, as well as broadband
connect all of us across the country, and add to the quality of
life in rural communities. Our investments today will promote
rural economies long into the future and make our communities a
prosperous place to live for the next generations.
Thank you, Congresswoman Davids, for the opportunity to
speak on the issue impacting the First Congressional District
of Kansas, and I yield back the remainder of my time.
[Mr. Mann's prepared statement follows:]
Prepared Statement of Hon. Tracey Mann, a Representative in Congress
from the State of Kansas
Chairman DeFazio, Ranking Member Graves, and Members of the
Committee, I appreciate the opportunity to speak with you about
transportation and infrastructure priorities from the First District of
Kansas.
My district, aptly nicknamed the ``Big First'', is the 11th largest
Congressional District in the country, spanning 63 counties in central
and western Kansas. As you can imagine, with a district that size, we
greatly rely on roads, rail, waterways, and other forms of
infrastructure to connect our rural communities to one another and to
the rest of the world.
The Big First's backbone is agriculture; it is home to more than
60,000 farms and is made up of farmers, ranchers, feed lot managers,
nutritionists, ethanol producers, ag lenders, and agribusiness owners
who feed, fuel, and clothe the world. Farmers and ranchers depend on
roads, bridges, and rail to safely transport these goods to market.
From the beginning of planting season to the end of the harvest,
and from the time a baby calf hits the ground to the time we take them
to town, these forms of transport help to efficiently deliver our
agricultural products around the globe.
However, moving livestock and perishable ag commodities brings a
separate set of issues for drivers that Kansans are well aware of, as
the leader in cattle production. For decades, farmers and ranchers and
transporters of agricultural goods across our district and state have
fallen victim to archaic trucking regulations leaving little to no room
for livestock hauling exemptions.
S. 792, the Haulers of Agriculture and Livestock Safety (HAULS) Act
as introduced by Senator Deb Fischer, my neighbor to the north in
Nebraska, would address these concerns. The HAULS Act would update the
hours-of-service exemptions for ag products and livestock that have
been regularly modified by Congress, to provide flexibility to ag and
livestock haulers. This bill would add 150 air-miles on the back end of
the trip, allowing drivers the extra time to safely navigate the rural
roads with their haul. It would also allow the hours-of-service
exemptions to continue nationwide all year-round, removing the seasonal
limits set by state designated planting and harvest periods.
I am supportive of the work of a coalition of more than 100 ag
organizations to modernize the agricultural exemptions to the hours-of-
service rule and provide flexibility for haulers and urge the Committee
to review the legislation in-full if similar legislation is introduced
in the House or if the HAULS Act reaches the House for a vote.
Another important issue for rural districts like mine is aviation,
which is supported through the Essential Air Service and Small
Community Air Service Development Programs. Both programs ensure that
our smaller communities can maintain a minimal level of scheduled air
service to larger cities, whether through direct support or by working
with communities to address air service issues. As the home state to
the Air Capital of the World, Essential Air Service enables communities
like Salina, Liberal, Dodge City, Garden City, and Hays to connect to
the world through aviation.
As your committee continues work on transportation and
infrastructure legislation, we must ensure that rural communities are
part of the conversation and a priority in these discussions. Beyond
transportation, the importance of broadband cannot be overstated in
connecting rural communities to the rest of the country, whether for
virtual school, telemedicine, or remote work. Rural broadband must be
considered as an important piece in our infrastructure conversations,
whether occurring on this committee or others across Congress.
The roads, highways, rails, aviation, as well as broadband connect
all of us across the country and add to the quality of life in rural
communities. Our investments today will promote rural economies long
into the future and make our communities a prosperous place to live for
the next generations.
Thank you for the opportunity to speak on the issues impacting the
First District of Kansas, and I yield back the remainder of my time.
Ms. Davids. Thank you, Rep. Mann, I appreciate your
advocacy on behalf of our State.
Next the Chair would like to recognize Rep. Higgins from
New York for 5 minutes.
TESTIMONY OF HON. BRIAN HIGGINS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Higgins. Yes, thank you very much, and the chairman and
the ranking member.
It is often said that, in urban design, there is no
neutrality, that the built environment either serves to hurt or
to heal. A decade of expressway building in the Nation in the
1950s, including Buffalo, fed that era's obsession with
automobiles. It hurt city neighborhoods, and it destroyed a lot
of parkland and a lot of quality of life, including 80 acres of
Olmsted parks and parkways in Buffalo, New York.
The Kensington Expressway destroyed nearly 45 acres of
parkland, including Olmsted's grandest parkway, denying for
decades an entire neighborhood the enjoyment and health
benefits that parks offer, which various groups are trying to
fix. The Scajaquada Expressway in Buffalo dissected Delaware
Park, and stole more than 40 acres of land. We see this
throughout the entire Nation, that while we are going to
rebuild the infrastructure of the country, we have to fix the
infrastructure that has destroyed certain communities, and
those communities are underserved communities in places like
Buffalo, New York.
I am very optimistic about the $20 billion that is in the
infrastructure bill to restore neighborhoods that have been
destroyed by expressway construction. I think it should be
more. I think it should be $50 billion, because those
communities have been denied investment. They have been denied
health and safety for the people that live in and around those
communities.
We have a great opportunity here to rebuild the
infrastructure of our country, but we also have an obligation,
more so than anything else, to help those underserved
communities that have been devastated by decades of expressway
building. We need more parks. We need more parkways. We need
more pedestrian and bicycle access so that everybody will have
access to good parks, and the healing power of parks and
parkways that these expressways destroyed so many years ago.
With that, I will yield back.
[Mr. Higgins' prepared statement follows:]
Prepared Statement of Hon. Brian Higgins, a Representative in Congress
from the State of New York
Chair DeFazio, Ranking Member Graves, members of the Committee,
thank you for giving me the opportunity to speak before you today to
talk about the importance of infrastructure investment to the future of
the communities I serve in Western New York state.
Mark Zandi, a conservative economist from Moody's Analytics,
estimates every one dollar in infrastructure investment generates $1.60
in economic growth. Beth Ann Bovino, the chief economist for Standard
and Poors, thinks that number could be as high as $2.70 when taking
into account current economic conditions caused by the COVID-19
pandemic.
Mr. Chairman, we have a once in a generation opportunity for
historic infrastructure investment. We need to get this right, and we
need to make sure that our priorities in this bill bring communities
together, providing a remedy to past problems.
We need to start thinking about what a post-pandemic world looks
like and how we can renew and rebuild.
Under previous national efforts devoted to infrastructure
investment, my community flourished.
We built the Erie Canal to connect the eastern seaboard to the
Great Lakes, making Buffalo a maritime harbor to connect American goods
to the world.
The construction of railroads and the production of cheap and
affordable hydropower created by harnessing the power of Niagara Falls,
we became an industrial powerhouse and for a time one of the most
prosperous communities in the world.
And to address some of the public health challenges we faced in the
19th century, like cholera, we built one of the most significant public
park systems in the country, designed by Frederick Law Olmsted, a
public good that all can still enjoy as a refuge.
But infrastructure decisions can sometimes hurt, not heal. It can
tear our communities apart.
Robert Moses used brute political force to construct highways
through, and throughout, cities across New York State including Buffalo
and Niagara Falls. They destroyed the economic viability of countless
neighborhoods and isolated Black and Brown communities from
opportunity.
The Skyway, the Kensington, the Scajaquada, the aptly-named Robert
Moses Parkway in Niagara Falls--have split up neighborhoods, degraded
our public parks, and separated people from the natural resources they
should be able to enjoy as well as each other.
So the American Jobs Plan presents us with a new opportunity to fix
past mistakes, bring people together and promote equitable development,
and improve the life quality and productivity of our community and our
country.
I am pleased that the plan proposes a $20 billion targeted
investment to repair the problems caused by past decisions that
disregarded the lived environment and experience of people in
neighborhoods highways were constructed through.
This program means that an Olmsted-designed park median could be
restored by downgrading the Kensington Expressway on Buffalo's East
Side, reconnecting a neighborhood designed to be cohesive but that has
suffered from being split apart.
The Scajaquada Expressway, could actually be reset as a parkway
designed for the safety of nearby residents who want to enjoy Delaware
Park, not as an underutilized speed trap. This downgrade would open up
new opportunities for recreation and ecological habitat restoration.
It means the obsolete Skyway can be removed so that our community
can fully benefit from its waterfront, obscured for over century by
industrial development.
And it means the City of Niagara Falls can once again be connected
to its natural wonders along the Niagara River Gorge by removing the
Robert Moses Parkway.
Mr. Chairman, these are just a few examples of the transformational
initiatives that the American Jobs Plan, and specifically this highway
bill, could bring to my community.
These investments will create jobs, and good American jobs, but
this highway bill presents an opportunity to make our communities
better for everyone that live there. I urge you to work with me to help
bring voice to my community.
Thank you for giving me the opportunity to present this testimony
today.
Ms. Davids. Thank you, Congressman.
The Chair would now like to recognize Mrs. Luria from
Virginia for 5 minutes.
TESTIMONY OF HON. ELAINE G. LURIA, A REPRESENTATIVE IN CONGRESS
FROM THE COMMONWEALTH OF VIRGINIA
Mrs. Luria. And thank you, Rep. Davids, and thank you to
Chairman DeFazio, Ranking Member Graves, and to my colleagues
on the committee for giving me this opportunity.
I would like to bring to attention some critical issues
that are important not only in my district, but across the
Nation. As you all know, our Nation's infrastructure has been
neglected for far too long. Our bridges, roads, and transit are
aging and in desperate need of repair.
One thing I would like to start with is talking about
harbors and the Harbor Maintenance Trust Fund. I would like to
take this opportunity to thank the committee for their work
during the last Congress with the Water Resources Development
Act, WRDA, for 2020. The culmination of that work included
provisions to ensure full utilization of the harbor maintenance
tax revenues, as well as unlocking more than $9 billion in
unspent balance in the Harbor Maintenance Trust Fund.
Full use of the Harbor Maintenance Trust Fund is essential
to ensuring our Nation's navigation channels are adequately
maintained. This is especially important in my district, where
the Port of Virginia has begun dredging to deepen and widen the
Norfolk Harbor, while we await a ``new start'' designation and
Federal construction funding.
Proper maintenance both now and after completion of the
Norfolk Harbor's channel improvement are critical to ensure the
channel is safe and efficient for both commercial and military
traffic. I hope that our colleagues on the Appropriations
Committee take advantage of the Harbor Maintenance Trust Fund
provisions to not only fully fund operation and maintenance at
our ports and harbors, but also to increase the construction
funding to keep the critical projects like the Norfolk Harbor
on schedule, and delivering its economic benefits of nearly $4
billion to the Nation, more than $10 return for every Federal
dollar invested.
Similarly, as this committee works on an infrastructure
package, I ask that you include the Army Corps navigation
projects as essential components in building back better.
We would like to also touch on rail, which is a critical
element, as well, of our intermodal transit and port facility
located in southeastern Virginia. It is vital to not only my
district, but the Nation's economy, as well. Last year the Port
of Virginia was awarded a $20 million Federal grant to expand
its rail operation, and this grant would allow the port to
double the existing capacity of the Norfolk International
Terminals Central Rail Yard.
Currently, 34 percent of the port's total volume moves to
market by double-stack rail service, and that demand is
forecast to increase 40 percent, with the need for capacity to
process an additional 200,000 containers for export, annually.
Without expansion, the terminals' current operation could not
keep up with growth, resulting in more movement of freight by
truck on local roads and highways, rather than by rail.
Expansion in Hampton Roads maintains the expected level of
service to cargo owners all the way to the Midwest and Ohio
Valley and other inland markets.
Next I would like to mention coastal resiliency. Like many
communities that are close to the ocean, coastal Virginia
experiences challenges related to recurrent flooding and rising
sea levels. Our region needs resilient infrastructure that
stands strong against the challenges of a changing climate.
Virginia's Second Congressional District is home to Naval
Station Norfolk, which is the world's largest naval station.
And we also have installations from every branch of the
service. In 2019, a Department of Defense report found that the
Greater Hampton Roads is one of the most vulnerable areas of
flooding in the entire United States. When it floods in coastal
Virginia, it becomes more than just a local nuisance. It truly
does become a national security issue. We must make investments
in durable infrastructure to protect both our local economy and
our national security and military readiness.
Last I would like to touch on public transit, which is also
critical in coastal Virginia. Hampton Roads has one of the
largest bus networks in the Commonwealth of Virginia. And an
example is Route 20, which is one of the most populated bus
routes in the Commonwealth, from Virginia Beach to downtown
Norfolk. Bus transit should be a priority in upcoming surface
transportation bills because it is an affordable way to expand
public transit.
An overwhelming number of my constituents use buses to
commute to and from work and school, medical appointments,
essential shopping, and on all of their daily tasks. So bus
service is an integral part of coastal Virginia's economy, as
it is many other places around the country. So I urge that we
provide adequate resources for modernizing and expanding our
public transit networks.
In closing I would like again to thank Chairman DeFazio and
Ranking Member Graves and my colleagues on the committee for
giving me the chance to speak about transportation and
infrastructure priorities throughout coastal Virginia. By
making these much-needed investments in our infrastructure, we
can set our communities up for sustainable economic success in
the future.
Thank you, and I yield back.
[Mrs. Luria's prepared statement follows:]
Prepared Statement of Hon. Elaine G. Luria, a Representative in
Congress from the Commonwealth of Virginia
Thank you, Chairman DeFazio, Ranking Member Graves, and to my
colleagues on the Committee for giving me this opportunity. I would
like to bring some attention to a few critical issues not only in my
district but across the nation.
As you all know, our nation's infrastructure has been neglected for
far too long. Our bridges, roads, and transit are aging and are in
desperate need of repair.
Harbor Maintenance Trust Fund
I would like to take this opportunity to thank the
committee for their work during the last Congress with WRDA 2020.
The culmination of their work included provisions to
ensure full use of Harbor Maintenance Tax revenues as well as unlocking
the more than $9 billion unspent balance in the Harbor Maintenance
Trust Fund.
Full use of the HMT is essential to ensuring our nation's
navigation channels are adequately maintained.
This is especially important in my District where The
Port of Virginia has begun dredging to deepen and widen Norfolk Harbor,
while we await a New Start designation and federal construction
funding.
Proper maintenance both now and after completion of
Norfolk Harbor's channel improvement are critical to ensure the channel
is safe and efficient for both commercial and military traffic.
I hope that our colleagues on the Appropriations
committee take advantage of the HMTF provisions to not only fully fund
Operations and Maintenance at our ports and harbors but to also
increase the construction funding to keep critical projects like
Norfolk Harbor on schedule and delivering its economic benefits of
nearly $4 billion to the nation--more than $10 returned for every
federal dollar invested.
Similarly, as this committee works on an infrastructure
package, I ask you to include the Army Corps' navigation program as an
essential component in Building Back Better.
Rail
Expanding rail access through the Port of Virginia is
vital to my district as well as the nation's economy and safety.
Last year, the Port was awarded a $20 million federal
grant to expand its rail operation. This grant will allow the Port to
double the existing capacity of the Norfolk International Terminal's
Central Rail Yard.
Currently, 34 percent of the Port's total volume moves to
market by double-stack rail service, and that demand is forecast to
exceed 40 percent with a need for capacity to process an additional
200,000 containers for export.
Without expansion, the terminal's current operation could
not keep up with growth, resulting in more movement of freight by truck
on local roads and highways.
Expansion in Hampton Roads maintains the expected level
of service to cargo owners in the Midwest, Ohio Valley, and other
inland markets.
Coastal Resiliency
Like many communities that are close to the ocean,
Coastal Virginia experiences the challenges of recurrent flooding and
rising sea levels. Our region needs resilient infrastructure that
stands strong against the challenges of our changing climate.
Virginia's Second District is home to Naval Station
Norfolk, which is the world's largest naval station and installations
from every branch of service.
- In 2019, a Department of Defense report found that greater
Hampton Roads is one of the areas ``most vulnerable to flooding'' in
the entire United States.
- When it floods in Coastal Virginia, it becomes more than just
a local nuisance--it becomes a national security issue.
We must make investments in innovative and durable
infrastructure to protect both, our local economy and our national
security and military readiness.
As a Navy veteran representing Hampton Roads, I know
America's military communities desperately need funding for
infrastructure projects to promote readiness. We must fund and improve
on initiatives like the Defense Community Infrastructure Program to put
our communities in the best position moving forward.
Transit
Transit is critical in Coastal Virginia. Hampton Roads
has one of the largest bus networks in the Commonwealth. Route 20, for
example, is one of the most populated bus routes in the Commonwealth,
running from Virginia Beach to Downtown Norfolk.
Bus transit should be a priority in an upcoming surface
transportation bill because it is an affordable way to expand public
transit. An overwhelming number of my constituents use buses to commute
to and from work, in addition to school, workforce development, medical
appointments, and essential shopping and retail.
Bus service is an integral part of Coastal Virginia's
economy, providing jobs in the community and helping many working
families throughout our community get from place to place, especially
in rural areas.
Closing
Again, I would like to thank Chairman DeFazio, Ranking
Member Graves, and my colleagues on the Committee for giving me the
chance to speak about transportation and infrastructure priorities
throughout Coastal Virginia.
By making much-needed investments in our infrastructure,
we can set our communities up for sustainable economic success.
Ms. Davids. Thank you, the gentlewoman yields back.
Next the Chair will recognize the gentleman from Hawaii,
Mr. Case, for 5 minutes.
TESTIMONY OF HON. ED CASE, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF HAWAII
Mr. Case. Chair, Ranking Member, and members of our U.S.
House Transportation and Infrastructure Committee, aloha and
mahalo for the opportunity to update the committee on key
transportation and infrastructure issues and needs from my home
State of Hawaii.
I would like to highlight three today for your
consideration and assistance: number 1, adapting our surface
transportation network to the impacts of climate change on
coastal communities; number 2, supporting our critical Honolulu
Area Rapid Transit, or HART, project; and number 3,
strengthening efficient safety and community disruption
regulation of commercial helicopter and small aircraft
operations.
First, as an island State, Hawaii is uniquely challenged by
the growing threats of climate change. Sea levels are projected
to rise 20 to 30 percent above the global mean by 2100,
resulting in coastal erosion and flooding already-threatened
hundreds of miles of key coastal roadways in Hawaii alone. Only
a large and sustained investment in critical infrastructure to
include coastal resiliency and road relocation will maintain
our surface transportation network. I urge the committee to
continue to support new technologies and strategies and
projects to meet this challenge.
Second, and in the same vein, Hawaii, and especially the
urban center of Honolulu, is in critical need of alternative
modes of transportation. A 2019 study ranked Honolulu as the
single-most traffic congested of all medium-sized American
cities. Mass transit remains our best current, and especially
long-term, option to provide efficient and reliable
transportation in our urban core. Our HART project, now over 50
percent complete, has, like virtually all other large mass
transit projects, endured substantial cost increases and
delays. However, it is even more critical now to Hawaii's
transportation and infrastructure, present and future. I ask
for this committee's continued support for HART and other mass
transit projects, nationwide.
Finally, I ask for the committee's support of full and
responsive regulation by the Federal Aviation Administration--
and if the FAA remains unable or unwilling to do so, by other
Federal, State, and local regulatory agencies--of rapidly
increasing safety and community disruption concerns from
commercial tour helicopters and small aircraft operations.
In many parts of our country, but especially Hawaii, these
operations have accelerated rapidly in recent years. Yet
regulatory capacity and commitment by the FAA has not kept
pace, with tragic and widespread consequences: 2019 pre-COVID
alone saw 17 tour flight and skydiving accidents nationwide,
with 37 tragic deaths from 6 of those crashes. Hawaii saw 3
dead in the crash of a commercial air tour helicopter into a
residential neighborhood, 11 more dead in the crash of a
commercial skydiving plane, and then 7 more dead in a
commercial air tour helicopter crash in a remote mountain
region.
The National Transportation Safety Board, which reviews
incidents, but cannot regulate changes, has concluded that
existing safety-related regulation of commercial tour
helicopters and small aircraft skydiving operations is
insufficient. Just yesterday the NTSB reported that 1 factor in
the 11-dead skydiving crash was insufficient FAA inspection of
the aircraft's safety. Many of the NTSB-specific
recommendations have not been adopted by the FAA.
These operations have also disrupted whole communities with
excessive noise and other impacts on the ground, destroyed the
peace and sanctity of special places, and weakened security and
management of national security operations.
The FAA states that its responsibility is strictly
operational safety and national airspace efficiency and does
not extend to ground disruption and other negative impacts. As
a result, the operators are virtually free to fly wherever,
whenever, and as often as they want. And they do, with little
or no self-regulation.
I need and ask for this committee's assistance in resolving
this intolerable situation. For starters, I seek your support
for H.R. 389, my Safe and Quiet Skies Act, which would require
the FAA to implement the NTSB's recommended enhanced safety
regulations; prohibit flights over certain Federal properties,
to include military installations, national cemeteries, and
national parks; require standard equipment to monitor the
location of flights; prevent pilots from also serving as tour
guides; and limit decibel levels to those commonly applied to
operations in residential areas on the ground. There are other
approaches that get to the same place, and I ask to work with
this committee toward their implementation.
In closing, I want to extend my warmest mahalo for your
leadership in fixing our Nation's transportation and
infrastructure, and for your consideration of Hawaii's critical
needs.
I yield back.
[Mr. Case's prepared statement follows:]
Prepared Statement of Hon. Ed Case, a Representative in Congress from
the State of Hawaii
Chairman DeFazio, Ranking Member Graves and Members of the U.S.
House Transportation and Infrastructure Committee:
Aloha and mahalo for the opportunity to update the Committee on key
transportation and infrastructure issues and needs for my home state of
Hawai`i. I would like to highlight three today for your consideration
and assistance: (1) adapting our surface transportation network to the
impacts of climate change on coastal communities; (2) supporting our
critical Honolulu Area Rapid Transit (HART) project; and (3)
strengthening deficient safety and community disruption regulation of
commercial helicopter and small aircraft operations.
As an island state, Hawai`i is uniquely challenged by the growing
threat of climate change. Sea levels are projected to rise 20% to 30%
above the global mean by 2100. Resulting coastal erosion and flooding
already threaten hundreds of miles of key coastal roadways in Hawai`i
alone. Only a large and sustained investment in critical infrastructure
to include coastal resiliency and road relocation will maintain our
surface transportation network. I urge the Committee to continue to
support new technologies and strategies and projects to meet this
challenge.
In the same vein, Hawai`i and especially the urban center of
Honolulu is in critical need of alternate modes of transportation. A
2019 study ranks Honolulu as the single most traffic-congested of all
medium-sized American cities. Mass transit remains our best current and
especially long-term option to provide efficient and reliable
transportation in our urban core.
Our HART project, now over 50% complete, has, like virtually all
other large mass transit projects, endured substantial cost increases
and delays. However, it is even more critical now to Hawaii's
transportation and infrastructure present and future. I ask for this
Committee's continued support for HART and other mass transit projects
nationwide.
Finally, I ask for the Committee's support of full and responsive
regulation by the Federal Aviation Administration (FAA) and, if the FAA
remains unable or unwilling to do so, by other federal, state and local
regulatory agencies, of rapidly increasing safety and community
disruption concerns from commercial tour helicopters and small aircraft
operations.
In many parts of the country, but especially Hawai`i, these
operations have accelerated rapidly in recent years. Yet regulatory
capacity and commitment by the FAA has not kept pace, with tragic and
widespread consequences.
2019 pre-COVID alone saw 17 tour flight and skydiving accidents
nationwide, with 37 tragic deaths from six of those crashes. Hawai`i
saw three dead in the crash of a commercial air tour helicopter into a
residential neighborhood, eleven more dead in the crash of a commercial
skydiving plane and then seven more dead in a commercial air tour
helicopter crash in a remote mountain region.
The National Transportation Safety Board (NTSB), which reviews
incidents but cannot regulate changes, has concluded that existing
safety-related regulation of commercial tour helicopters and small
aircraft skydiving operations is insufficient. Just yesterday, the NSTB
reported that one factor in the eleven-dead skydiving crash was
insufficient FAA inspection of the aircraft safety. Many of the NTSB's
specific recommendations have not been adopted by the FAA.
These operations have also disrupted whole communities with
excessive noise and other impacts, destroyed the peace and sanctity of
special places and weakened security and management of national
security operations. The FAA states that its responsibility is strictly
operational safety and national airspace efficiency and does not extend
to ground disruption and other negative impacts. As a result, the
operators are virtually free to fly wherever, whenever and as often as
they want. And they do, with little to no self-regulation.
I need and ask for this Committee's assistance in resolving this
intolerable situation. For starters, I seek your support for H.R. 389,
my Safe and Quiet Skies Act, which would require the FAA to implement
the NTSB's recommended enhanced safety regulations, prohibit flights
over certain federal properties, to include military installations,
national cemeteries and national parks, require standard equipment to
monitor the location of flights, prevent pilots from also serving as
tour guides, and limit decibel levels to those commonly applied to
operations in residential areas. There are other approaches that get to
the same place, and I ask to work with this Committee towards their
implementation.
In closing, I want to extend my warmest mahalo for your leadership
in fixing our nation's transportation and infrastructure and for your
consideration of Hawaii's critical needs.
Ms. Davids. Thank you, the gentleman yields back.
The Chair would now recognize the gentlelady from
California, Ms. Speier, for 5 minutes.
[Pause.]
Ms. Davids. OK, we will go ahead and move on to the
gentlelady from Texas, Ms. Escobar.
You are recognized for 5 minutes.
TESTIMONY OF HON. VERONICA ESCOBAR, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF TEXAS
Ms. Escobar. Thank you so much, Madam Chair, for this
opportunity to discuss policy priorities critical to El Paso
while the committee is working toward the reintroduction of
H.R. 2.
El Paso is a vibrant border community, home to over 800,000
people. It has seen steady growth over the past decade, but our
infrastructure spending has historically not kept pace. Like
most of America, our highways and bridges are congested and in
disrepair, causing issues for locals who rely on them to get to
work, go to school, and more.
However, infrastructure issues in border communities like
mine are not just problems for locals, but for every American.
Our roads are critical trade arteries for the rest of the
country, with over $800 billion in trade entering through El
Paso's ports of entry in 2019 alone. In short, border
infrastructure is national and international infrastructure.
While local governments and State agencies like the Texas
Department of Transportation have been doing what they can, the
Federal Government needs to step up. That is why I am urging
the committee to consider increasing the border set-aside
created in the FAST Act for surface transportation program
funds from 5 percent to 10 percent in H.R. 2.
I am also asking the committee to make this set-aside
mandatory for border States. There are no border Members on
T&I, and I want to ensure that the committee understands why
border communities are so important. High-quality border
infrastructure benefits not just those who live on the border,
but those far from the border, as well. We need to give
strategically located border communities like El Paso the
resources that we need to revitalize our economies, better our
residents' lives, and enhance our role as key trade corridors
for our country.
The other critical element to border infrastructure are our
land ports of entry. These ports are just as crucial as our
coastal counterparts, with billions in trade crossing by land
every day. They also serve a national security interest, with
Customs and Border Protection using them to facilitate everyday
flow and preventing contraband from entering our borders.
Nevertheless, many of these ports were built in the last
century and are outdated. Such conditions are impairing CBP's
ability to perform their mission, leading to significant
congestion, long wait times, and security concerns. These
delays also pose an environmental and health risk for
neighborhoods surrounding the ports, because the idling cars
spew harmful particulates into the air.
Local governments are trying to do their part by investing
in and seeking funding for infrastructure around the ports. An
example is the Stanton Street Bridge Intelligent Transportation
System I am submitting for the committee's consideration under
the surface reauthorization process. Yet because these ports
play such a critical role for our national economy, I urge the
committee to include a significant investment for inland port
infrastructure and technology in H.R. 2, because the Federal
Government has a stake in international trade and commerce.
Finally, I would like to call the committee's attention to
colonias, which exist exclusively along the U.S.-Mexico border.
Sometimes referred to as ``the Forgotten America,'' these
communities can oftentimes lack suitable roads, access to clean
drinking water, and sewage treatment.
Last year the House of Representatives moved to include two
of my colonia-related amendments in the final version of H.R.
2. The first directed the Department of Transportation to
conduct a study of colonia infrastructure, and the second would
have established the Colonia State of Good Repair Grant program
to address colonia surface infrastructure. I am urging the
committee to include these amendments in the upcoming version
of H.R. 2, with one change. The Colonia State of Good Repair
Grant program needs to invest $500 million over 4 years to make
a real dent in the infrastructure needs of colonias across the
border.
In addition to surface infrastructure, water infrastructure
is desperately needed for all colonias. Based on a recent
estimate, El Paso County will need approximately $700 million
to address colonia water and wastewater infrastructure. While
President Biden's American Jobs Plan contains historic
investments in these areas, I am concerned colonias will be
left behind or put into programs where they need to compete
with other regions for funding. That is why I urge you to set
aside water infrastructure funds specifically for colonias and
the local governments helming these projects.
We must also ensure no local match is needed, because
putting together a match presents another barrier to access for
these already economically disadvantaged communities.
Thank you for the opportunity to testify before you today,
and I look forward to collaborating with the committee further
on H.R. 2. I yield back.
[Ms. Escobar's prepared statement follows:]
Prepared Statement of Hon. Veronica Escobar, a Representative in
Congress from the State of Texas
Thank you Chairman DeFazio and Ranking Member Graves. I look
forward to taking this opportunity to discuss policy priorities
critical to El Paso while you are working towards the reintroduction of
H.R. 2.
El Paso is a vibrant border community home to over 800,000 people.
It has seen steady growth over the past decade, but our infrastructure
spending is not keeping pace. Our highways and bridges are congested
and in disrepair, causing issues for locals who rely on them to get to
work, go to school, and more. However, infrastructure issues in border
communities like mine are not just problems for locals, but for every
American. Our roads act as critical trade arteries for the rest of the
country, with over 800 billion dollars in trade entering through El
Paso's ports of entry alone in 2019. In short, border infrastructure is
national infrastructure. While local governments and state agencies
like the Texas Department of Transportation have been doing what they
can, the federal government needs to step up. That is why I am urging
the committee to consider increasing the border set-aside created in
the FAST Act for Surface Transportation Program funds from 5 percent to
10 percent in H.R. 2. I am also asking the committee to make this set-
aside mandatory for border states. There is a consistent pattern,
particularly in Texas, of underinvesting in border infrastructure and
instead shifting funding towards other metropolitan centers. I
understand that projects in non-border cities are important, but I
believe it is just as important to recognize high quality border
infrastructure will benefit both those who live on the border and those
who do not. We need to give border communities the chance to receive
just as much funding as other cities so they can revitalize their
economies, better their residents' lives, and enhance their role as key
trade pathways for our country.
The other critical element to border infrastructure are our land
ports of entry. These ports are just as crucial as their coastal
counterparts, with billions in trade crossing by land every day. They
also serve a national security interest, with Customs and Border
Protection using them to facilitate everyday flow and preventing
contraband from crossing our borders. Nevertheless, many of these ports
were built in the 20th century and are outdated. Such conditions are
impairing CBP's ability to perform their mission, leading to further
congestion, wait times, and security concerns. These delays also pose
an environmental and health risk for neighborhoods surrounding the
ports because the idling cars spew harmful particulates into the air.
Local governments are trying to do their part by investing and seeking
funding for infrastructure around the ports, such as the Stanton Street
Bridge Intelligent Transportation System I am submitting for the
committee's consideration under the surface reauthorization process.
Yet, because these ports play such a critical role for our national
economy, I urge the committee to include a significant investment for
inland port infrastructure and technology in H.R. 2 because the federal
government has a stake in their success.
Finally, I would like to call the committee's attention to
colonias, which exist exclusively along the U.S.-Mexico border.
Sometimes referred to as ``The Forgotten America'', these communities
can oftentimes lack suitable roads, access to clean drinking water, and
sewage treatment. Last year the House of Representatives moved to
include two of my colonia related amendments in the final version of
H.R. 2. The first directed the Department of Transportation to conduct
a study of colonia infrastructure and the second would have established
the Colonia State of Good Repair Grant Program to address colonia
surface infrastructure. I am urging the committee to include these
amendments in the coming version of H.R. 2 with one change. The Colonia
State of Good Repair Grant Program needs to invest 500 million dollars
over four years to make a real dent in the infrastructure needs of
colonias across the border.
In addition to surface infrastructure, water infrastructure is
desperately needed for all colonias. Based on a recent estimate, El
Paso County will need approximately 700 million dollars to address
colonia water and wastewater infrastructure. While President Biden's
American Jobs Plan contains historic investments in these areas, I am
concerned colonias will be left behind or put into programs where they
need to compete with other regions for funding. That is why I urge you
to set aside water infrastructure funds specifically for colonias and
the local governments helming these projects. We must also ensure no
local match is needed because putting together a match presents another
barrier to access for these already economically disadvantaged
communities.
Thank you for the opportunity to testify before you today and I
look forward to collaborating with the committee further on H.R. 2.
Ms. Davids. Thank you, the gentlelady yields back.
The committee will now stand in recess for 10 minutes.
[Recess.]
Mr. Malinowski [presiding]. The committee will come to
order, and I recognize Mr. Espaillat for 5 minutes.
TESTIMONY OF HON. ADRIANO ESPAILLAT, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW YORK
Mr. Espaillat. Thank you. Thank you so much. Thank you, Mr.
Chairman, Ranking Member. Thank you for allowing me this
opportunity, members of the committee, for allowing me to
testify on the important items I believe should be addressed in
a surface transportation reauthorization.
As a recent member of this committee, and I miss being part
of it, and the only one representing New York City, there are a
number of items that I believe deserve consideration. I want to
thank the committee for including a number of my priorities in
H.R. 2, the Moving Forward Act, last year, and I encourage you
to include them once again.
My Transportation Alternatives Enhancements Act is critical
for encouraging projects to promote safe bike and pedestrian
infrastructure and, together with the Complete Streets Act and
the SAFE Streets Act, will make our roads safe for all users,
while promoting healthier, greener transportation
infrastructure.
I also want to applaud the committee's inclusion in H.R. 2
of the new gridlock program to attack the plague of congestion
in new and innovative ways. New York City is pioneering a
congestion pricing and reduction program, the first of its kind
in America. In fact, as a State legislator, I was an advocate
of this important measure. And the gridlock program will serve
to scale these innovative solutions in a way that improves
mobility and efficiency, while improving air quality in
minority communities in particular, like the ones that I
represent in northern Manhattan and the Bronx.
Additionally, we must use infrastructure investment as a
job-generating opportunity for underserved communities. Not
only must we develop the pipeline for workers for 21st-century
infrastructure projects, but we must also focus our training
and hiring efforts in communities that have been historically
left behind when these projects hit the ground.
I strongly support the inclusion of an initiative focused
on generating partnerships between industry, State and local
government, and institutions of higher learning, and vocational
programs that target economically disadvantaged communities.
For example, the City College of New York in my district has
been working to develop a state-of-the-art infrastructure
training institute, with purpose-built curricula and on-the-job
training initiatives. It will be called the Charles Rangel
Institute for Transportation and Infrastructure. And I am
currently working very hard with former Congressman Charles
Rangel in this endeavor.
I believe that this is a model that can be replicated,
targeting communities of color who are often underrepresented
in the infrastructure workforce. In fact, greener
infrastructure, but no jobs left behind for those communities.
Finally, I want to reiterate my strong support for transit
and other major infrastructure investments, initiatives such as
BUILD and Capital Investment Grants, which will help to
complete the Gateway program.
But most importantly for me, the second phase of the Second
Avenue Subway that will go right through East Harlem, a
transportation desert that I currently represent, which I had
the pleasure of touring with the chairman 2 years ago. In fact,
it is a shovel-ready program. The tunnel is already built. It
was built back in the 1970s, before the city hit fiscal
problems. And so 75 percent of the work is already there.
As we authorize the Federal surface transportation program,
it would not only invest more in these key initiatives, but
also build upon their success, while ensuring that these
programs are implemented in an effective and predictable
manner.
The Second Avenue Subway second phase will be a regional
project. It will connect with Metro-North to other counties
outside of New York City, a short distance to the airport by
bus, La Guardia Airport, and potential water transportation in
the new campus established from the west side of that corridor
by Columbia University.
As we look forward to authorizing, we should also include
policy that ensures a transparent and predictable process for
the critical competitive grant programs.
Thank you once again for this opportunity to testify, and
for all of your hard work in doing this. I yield back, Mr.
Chairman.
[Mr. Espaillat's prepared statement follows:]
Prepared Statement of Hon. Adriano Espaillat, a Representative in
Congress from the State of New York
Thank you, Chairman DeFazio, Ranking Member Graves, and members of
the committee for allowing me this opportunity to testify about
important items I believe should be addressed as you consider
reauthorizing surface transportation programs. As a former member of
this committee, and the only one representing New York City, there are
a number of items I believe deserve consideration.
First and foremost, I want to thank the committee for including a
number of my priorities in H.R. 2, the Moving Forward Act, last year.
My Transportation Alternatives Enhancements Act is critical for
encouraging projects to promote safe bike and pedestrian
infrastructure, and together with the Complete Streets Act and the SAFE
Streets Act will not only make our roads safe for all users but will
direct us toward healthier, greener transportation infrastructure. All
or portions of these bills were incorporated into H.R. 2, and I urge
you to include them again. I also want to applaud the committee for
including the new ``gridlock'' program to attack the plague of
congestion in new, innovative ways. New York City is pioneering a
congestion pricing and reduction program, the first of its kind in
America, and believe this new program will serve to scale these
innovative solutions in a way that improves our local and regional
transportation systems and reduces the harmful emissions that have
harmed air quality in minority communities like the ones I represent in
Northern Manhattan and the Bronx.
Additionally, we must use infrastructure investment as a job-
generating opportunity for underserved communities. Not only must we
develop the pipeline of workers for 21st-century infrastructure
projects, but we must also focus our training and hiring efforts in
communities that have been historically left behind when these projects
hit the ground. I would strongly support the inclusion of language in
surface transportation legislation focused on generating partnerships
between industry, state and local governments, and institutions of
higher education or vocational training that target economically
disadvantaged communities. For example, the City College of New York in
my district has been working to develop a state-of-the-art
infrastructure training institute with purpose-built curricula and on-
the-job training initiatives. I believe this is a model that can be
replicated throughout the country targeting communities of color, who
are often underrepresented in the infrastructure workforce. In doing
so, we can address not only issues of inequity but also a looping
skills gap. I also recommend making changes in current Department of
Transportation policies that will allow more women- and minority-owned
businesses to participate in and contribute to federally financed
infrastructure projects. I strongly believe that if we invest in
training in diverse communities and promote policies that make projects
accessible to a more diverse array of participants, we can create a
cycle of success that will redound to the benefit of generations to
come.
Mass transit is one of the most important areas in need of
investment, not just in New York but throughout America. Regional and
local public transportation systems are critical economic drivers that
provide communities with access to jobs, education and training
opportunities and services, as well as reduce our collective carbon
footprint by taking cars off the road. Transit also facilitates growth
for local businesses. According to the American Public Transportation
Association, each dollar invested in public transportation creates four
dollars in economic returns, from job creation to increased business
sales. While the majority of this investment occurs at the state and
local levels, the federal government provides key support that helps
get needed projects off the ground. Programs like the Better Utilizing
Investments to Leverage Development (BUILD) Transportation
Discretionary Grant program, the Capital Investment Grant program's New
Starts, Small Starts and Core Capacity grants and others accelerate
community-changing projects in rural, suburban and urban areas alike,
such as the Second Avenue Subway project in my district. As we
reauthorize federal surface transportation programs, we must not only
invest more in these key initiatives, but also seek to build upon and
duplicate their success. We must also ensure these programs are carried
in an effective and predictable manner so local transit agencies can
carry out needed long-term planning. The previous administration made
numerous, unexpected changes to financing requirements and often issued
what appeared to be arbitrary, politically-motivated decisions. As we
look to reauthorization, we should include policies that ensure a
transparent and predictable process for these critical competitive
grant programs.
Lastly, but just as important, is the need to review outdated
federal formulas that govern the distribution of federal transportation
dollars, particularly relating to transit. Many of our federal
transportation formulas do not prioritize large, high-ridership
systems, and it some cases it does not adequately reward those who are
often doing the right thing, both by maintaining systems as best they
can and by raising their own revenue to meet their challenges. For
example, New York's Metropolitan Transportation Authority has seen its
share of these programs decline over the past decade, even as pre-COVID
ridership has greatly increased. As a legacy system that serves
millions of people per day, more than any other in the country, the
MTA's needs are unmatched, and while we do our part in New York to
ensure the MTA gets the funding it needs, we very much believe it no
longer receives the fair share that it deserves. I remain very grateful
to the committee for its help in providing urgent COVID-19 relief to
the MTA to address the short-term financial issues resulting from the
pandemic, but I believe the committee must look to long-term changes
that will ensure good actors in the public transit space can continue
to meet the needs of the millions of Americans they serve.
Again, thank you for the opportunity to testify and for considering
these priorities. I am also very grateful to you for taking the
important step of allowing members to provide project-specific requests
to the committee. This restoration of the ``power of the purse'' is a
critical step to ensuring individual members can use their knowledge of
their own districts to prioritize their constituents' needs. I look
forward to working with you on my requests as well as the important
issues outlined above.
Mr. Malinowski. Thank you so much for that testimony.
And now, just so that everybody is ready, I want to preview
the next three Members who will be presenting. We will go to
Mr. Cicilline first, Ms. Sherrill, and then Ms. Barragan.
So I will now yield 5 minutes to Congressman Cicilline.
TESTIMONY OF HON. DAVID N. CICILLINE, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF RHODE ISLAND
Mr. Cicilline. Thank you very much. And I want to thank
Chairman DeFazio for inviting me to share my thoughts with you
as the committee works to reauthorize the surface
transportation programs, and to pass President Biden's American
Jobs Plan.
My home State of Rhode Island ranks 49th in the Nation for
infrastructure conditions and has the highest rate of
structurally deficient bridges in the country. These challenges
present an urgent need to repair and rebuild our roads,
bridges, ports, and transit systems to create jobs, invest in
local economies, and enhance the safety of our communities.
As you continue to develop legislation to address
transportation and infrastructure needs, it is my hope that you
will consider the following priorities.
First, studies have found that use of innovative materials
is cost effective and provides longlasting durability when
compared to conventional materials. I introduced the IMAGINE
Act, which would encourage research and deployment of
innovative construction materials in transportation projects
nationwide. Investing in new techniques and materials could
help extend the life of critical public works that draw
increasingly poor condition ratings. I urge the committee to
support the bipartisan and bicameral solution to our Nation's
infrastructure needs.
Second, 4.1 million Americans are served by sewage
treatment plants that provide less than secondary treatment, a
basic requirement of Federal law. Unfortunately, the financial
burden to meet Federal requirements often falls on State and
local governments that cannot shoulder the cost of facility
maintenance and upgrades. In fact, only 37 percent of the
Nation's infrastructure capital investment needs were met in
2019. This is unacceptable. I urge the committee to establish a
new grant program that specifically addresses the needs of
wastewater infrastructure in financially distressed
municipalities. All Americans should have access to safe and
clean drinking water.
Third, the National Scenic Byways Program brings economic
development and tourism to communities by recognizing historic,
scenic, and culturally important roads around the country. The
passage of the Reviving America's Scenic Byways Act led to the
designation of 49 new National Scenic Byways earlier this year.
I support $55 million in funding for the program, and the
creation of a quality assistance program to provide technical
assistance, and help designees continue to meet the criteria of
the program.
Fourth, I recently introduced legislation that will further
support the activities laid out in President Biden's American
Jobs Plan throughout southern New England. The Southern New
England Regional Commission Act would allow communities in
Rhode Island, Massachusetts, and Connecticut to utilize Federal
resources to invest in economic improvements through a number
of areas, such as defense and maritime manufacturing, and
better utilize innovative materials in public transit programs.
With aging infrastructure and unemployment rates above the
national average, these States urgently need the economic
revitalization this commission will provide.
Not to be forgotten, our Nation's community centers need
our support. From senior centers to recreation facilities to
organizations that offer programming for all ages, community
centers come in many forms. However, they all provide Americans
with opportunities to learn, socialize, and access key
services. Congress should harness these engines of good by
investing in facility acquisition and programming.
Finally, robust investments in coastal resiliency and
broadband access will bring our Nation's infrastructure into
the 21st century. By 2050 rising sea levels will cause the land
currently occupied by 300 million people to flood at least once
a year. We must build and retrofit infrastructure capable of
withstanding the rising waters, more intense and more frequent
storms brought on by climate change.
Internet access is essential to complete homework, look for
a job, and communicate with others. Yet 44 million U.S.
households do not have a standard broadband connection.
Investments in high-speed broadband will end the isolation
facing millions of Americans, create more jobs, and help
strengthen our economy.
We have the opportunity to pass the once-in-a-generation
infrastructure package that will stabilize and modernize the
Nation's economy, and put millions of people to work. We must
invest in innovative materials, expand access to clean water,
support historic roads, address each region's unique needs,
combat climate change, and expand access to broadband. And
thank you for your continued work on these vital issues, and I
appreciate your consideration. I look forward to working with
the committee, and I thank you for this opportunity.
[Mr. Cicilline's prepared statement follows:]
Prepared Statement of Hon. David N. Cicilline, a Representative in
Congress from the State of Rhode Island
Chairman DeFazio, thank you for inviting me to share my thoughts
with you as the committee works to reauthorize surface transportation
programs and pass President Biden's American Jobs Plan.
My home state of Rhode Island ranks 49th in the nation for
infrastructure conditions and has the highest rate of structurally
deficient bridges in the country. These challenges present an urgent
need to repair and rebuild our roads, bridges, ports, and transit
systems to create jobs, invest in local economies, and enhance the
safety of our citizens.
As you continue to develop legislation to address our
transportation and infrastructure needs, it is my hope that you will
consider including the following priorities.
First, studies have found that use of innovative materials is cost
effective and provides long lasting durability when compared to
conventional materials. I introduced the IMAGINE Act, which would
encourage research and deployment of innovative construction materials
in transportation projects nationwide.
Investing in new techniques and materials could help extend the
life of critical public works that draw increasingly poor condition
ratings. I urge the committee to support this bipartisan and bicameral
solution to our nation's infrastructure needs.
Second, 4.1 million Americans are served by sewage treatment plants
that provide less than secondary treatment, a basic requirement by
federal law.
Unfortunately, the financial burden to meet federal requirements
often falls on state and local governments that cannot shoulder the
cost of facility maintenance and upgrades. In fact, only 37% of the
nation's infrastructure capital investment needs were met in 2019. This
is unacceptable.
I urge the committee to establish a new grant program that
specifically addresses the needs of wastewater infrastructure in
financially distressed municipalities. All Americans should have access
to safe and clean water.
Third, the National Scenic Byways Program brings economic
development and tourism to communities by recognizing historic, scenic,
and culturally important roads around the country. The passage my bill,
the Reviving America's Scenic Byways Act led to the designation of 49
new national scenic byways earlier this year.
I support $55 million in funding for the program and the creation
of a Quality Assistance Program to provide technical assistance and
help designees continue to meet the criteria for the program.
Fourth, I recently introduced legislation that will further support
the activities laid out in President Biden's American Jobs Plan
throughout Southern New England.
The Southern New England Regional Commission Act would allow
communities in Rhode Island, Massachusetts, and Connecticut to utilize
federal resources to invest in economic improvements through a number
of areas such as defense and maritime manufacturing, and better utilize
innovative materials in public transit programs.
With aging infrastructure and unemployment rates above the national
average, these states urgently need the economic revitalization this
commission will provide.
Not to be forgotten, our nations community centers need our
support.
From senior centers to recreation facilities to organizations that
offer programing for all-ages, community centers come in many forms.
However, they all provide Americans with opportunities to learn,
socialize, and access key services. Congress should harness these
engines of good by investing in facility acquisition and programing.
Finally, robust investments in coastal resiliency and broadband
access will bring our nation's infrastructure into the 21st Century.
By 2050 rising sea levels will cause land currently occupied by 300
million people to flood at least once a year. We must build and
retrofit infrastructure capable of withstanding the rising waters, more
intense and more frequent storms brought on by climate change.
Internet access is essential complete homework, look for a job, and
communicate with others. Yet, 44 million U.S. households do not have a
standard broadband connection. Investments in high-speed broadband will
end the isolation facing millions of disconnected Americans, create
more jobs, and strengthen the economy.
We have the opportunity to pass once in a generation infrastructure
packages that will stabilize and modernize the nation's economy and put
millions of Americans to work. We must invest in innovative materials,
expand access to clean water, support historic roads, address each
region's unique needs, combat climate change, and expand access to
broadband.
I thank you for your continued advocacy on these vital issues and
appreciate your consideration. I look forward to working together.
Mr. Malinowski. Thank you, Mr. Cicilline.
I now yield 5 minutes to my colleague from New Jersey,
Congresswoman Sherrill.
TESTIMONY OF HON. MIKIE SHERRILL, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW JERSEY
Ms. Sherrill. OK, thank you, Mr. Chair. It is wonderful to
be here. Thank you to Chairman DeFazio, Ranking Member Graves,
and members of the committee, and thank you so much to my good
friend, Tom Malinowski, for all his continuous and hard work on
this committee, and on particularly the Gateway Tunnel project.
Thanks to two representatives, Payne and Sires, for their
outstanding work to support New Jersey's priorities on this
committee.
I want to speak today about an issue that is critical to my
district's economy and the quality of life of my constituents:
the Gateway Tunnel project. The Gateway is not just a local or
regional issue. It is critically important to the entire
Nation's transportation network and economic health.
The Northeast Corridor is the most heavily trafficked rail
corridor in the Nation, and is essential to the travel of
almost 1 million people every single day. Gateway is the
linchpin at the center of that system. But the Hudson River
tunnel it currently relies on is now over a century old, and
was severely damaged during Superstorm Sandy, creating the risk
for a devastating shutdown. According to a 2019 impact study,
such a shutdown would cost the U.S. economy $16 billion over 4
years, reduce property values by $22 billion in New Jersey
alone, and cost $7 billion in lost revenue to all levels of our
government.
A shutdown means more pollution, longer commutes, and
increased motor vehicle accidents, further harming the single
most economically productive region in our country. It also
means the increased stress when a parent is contending with a
delayed train while trying to pick up kids from daycare or make
it home to a soccer game.
I have personally examined the damage to the tunnels and
saw the exposed rebar, crumbling walls, and corroded wires left
by the hurricane. Maintenance crews are able to do basic upkeep
for a few hours, but it is simply not enough to fix the
underlying damage. We have already delayed a structural fix for
years and allowed the tunnel to continue to deteriorate. We
simply can't afford to wait any longer while hoping a shutdown
doesn't occur.
The Gateway Tunnel project would modernize and improve the
Northeast Corridor system and minimize the risk of this
potentially catastrophic failure. It would be a transformative
infrastructure improvement for the Nation's busiest rail
corridor and would create significant resiliency and efficiency
improvements for the entire Northeast Corridor. That is why I
have worked so hard since my first day in office to expedite
the funding and approvals needed to finally implement this
project.
This hasn't been easy over the past few years. The previous
administration was an active impediment in our efforts to
finish the project. They continually missed deadlines for
approving the project, leading to heavy delays in planning and
construction that put our regional economy at even greater
risk.
I was thrilled to hear Transportation Secretary Buttigieg
echo my priorities when he expressed his desire to move forward
with Gateway during his Senate confirmation hearings. And the
Biden administration recently announced that they will be
moving forward with the approval process for the Gateway Tunnel
project.
Furthermore, the administration's infrastructure proposal
includes $80 billion for passenger rail, with a specific set-
aside for Amtrak's Northeast Corridor, as well as $25 billion
for complex projects of regional and national significance.
Both of these provisions could provide the financing that we
critically need to complete Gateway.
The funding strongly aligns with the priorities that this
committee outlined through its landmark infrastructure reform
package, the Moving Forward Act. I was so proud to vote for
that bill last year because it recognized the necessity of
upgrading and modernizing our rail system. And I want to thank
the committee for all of the work that you put into crafting
that legislation.
The Moving Forward Act contains several funding provisions
that could be used to support the completion of Gateway. This
included $29 billion for Amtrak, with $13 billion going to the
Northeast Corridor; $19 billion for the Passenger Rail
Improvement, Modernization and Expansion, the PRIME grant
program; $9 billion for the Projects of National and Regional
Significance grant program; and $7 billion for the Consolidated
Rail Infrastructure and Safety Improvements grants program.
As Congress begins negotiations for this infrastructure
package, therefore, I urge you to prioritize capital financing
for major projects that are significant to the entire Nation,
such as Gateway. The new Projects of National and Regional
Significance grant program and the Moving Forward Act is
exactly the type of fund that Gateway needs. And that program
is remarkably similar to the $25 billion included in President
Biden's proposal for ambitious projects with benefits to the
regional or national economy, but that are too large or complex
for existing funding programs.
It is my hope that this new funding from Congress,
alongside the administration's strong willingness to take
Gateway to the finish line on the regulatory side, will enable
us to finish this long overdue and desperately needed project.
At a time when the Northeast region is still in the early
stages of our economic recovery after being the first States
hit by the pandemic, this project will create thousands of
jobs, and create significant new efficiencies that will help to
power our economic recovery.
I am so appreciative of the tremendous leadership that this
committee has demonstrated in support of Gateway over the past
3 years and look forward to engaging with all of you on this
critical issue. This is an issue that is central to so many
families and businesses in my district, and I will continue to
advocate for them until we have completed Gateway.
So thank you so much, Mr. Chairman Malinowski, and I yield
back.
[Ms. Sherrill's prepared statement follows:]
Prepared Statement of Hon. Mikie Sherrill, a Representative in Congress
from the State of New Jersey
Thank you Chairman DeFazio, Ranking Member Graves, and Members of
the Committee for providing me the opportunity to testify today. I also
want to thank my good friends and colleagues from New Jersey, Reps.
Malinowski, Payne, and Sires, for their outstanding work to support our
state's priorities on this Committee.
I want to speak today about an issue that is critical to my
district's economy and the quality of life of my constituents--the
Gateway Tunnel Project. But Gateway is not just a local or regional
issue, it is critically important to the entire nation's transportation
network and economic health. The Northeast Corridor is the most heavily
trafficked rail corridor in the nation and is essential to the travel
of almost a million people every day. Gateway is the linchpin at the
center of that system. But the Hudson River tunnel it currently relies
on is now over a century old and was severely damaged during Superstorm
Sandy, creating the risk for a devastating shutdown.
According to a 2019 impact study, such a shutdown would cost the US
economy $16 billion over 4 years, reduce property values by $22 billion
in New Jersey alone, and cost $7 billion in lost revenue to all levels
of our government. A shutdown means more pollution, longer commutes,
and increased motor vehicle accidents--further harming the single most
economically productive region in our country.
It also means the increased stress when a parent is contending with
a delayed train while trying to pick up their kids from daycare or make
it home to see a soccer game.
I have personally examined the damage to the tunnels and saw the
exposed rebar, crumbling walls, and corroded wires left by the
Hurricane. Maintenance crews are able to do basic upkeep for a few
hours every night, but it is simply not enough to fix the underlying
damage. We have already delayed a structural fix for years and allowed
the tunnel to continue to deteriorate. We simply cannot afford to wait
any longer while hoping a shutdown doesn't occur.
The Gateway Tunnel project would modernize and improve the
Northeast Corridor system and minimize the risk of this potentially
catastrophic failure. It would be a transformative infrastructure
improvement for the nation's busiest rail corridor, and would create
significant resiliency and efficiency improvements for the entire
Northeast Corridor. That's why I've worked so hard since my first day
in office to expedite the funding and approvals needed to finally
complete the project.
This hasn't been easy over the past few years. The previous
administration was an active impediment in our efforts to finish the
project. They continually missed deadlines for approving the project,
leading to heavy delays in planning and construction that put our
regional economy at even greater risk.
I was thrilled to hear Transportation Secretary Buttigieg echo my
priorities when he expressed his desire to move forward with Gateway
during his Senate confirmation hearings, and the Biden administration
recently announced that they will be moving forward with the approval
process for the Gateway Tunnel project. Furthermore, the
administration's infrastructure proposal includes $80 billion for
passenger rail, with a specific set aside for Amtrak's Northeast
Corridor, as well as $25 billion for complex projects of regional and
national significance. Both of these provisions could provide the
financing that we critically need to complete Gateway.
This funding strongly aligns with the priorities that this
Committee outlined through its landmark infrastructure reform package,
the Moving Forward Act. I was so proud to vote for that bill last year
because it recognized the necessity of upgrading and modernizing our
rail system, and I want to thank the Committee for all of the work that
you put into crafting that legislation. The Moving Forward Act
contained several funding provisions that could be used to support the
completion of Gateway. This included $29 billion for Amtrak (with $13
billion going to the Northeast Corridor), $19 billion for the Passenger
Rail Improvement, Modernization, and Expansion (PRIME) grant program,
$9 billion for the Projects of National and Regional Significance grant
program, and $7 billion for the Consolidated Rail Infrastructure and
Safety Improvements (CRISI) grant program.
As Congress begins negotiations over this infrastructure package,
therefore, I urge you to prioritize capital financing for major
projects that are significant to the entire nation, such as Gateway.
The new Projects of National and Regional Significance grant program in
the Moving Forward Act is exactly the type of fund that Gateway needs,
and that program is remarkably similar to the $25 billion included in
President Biden's proposal for ambitious projects with benefits to the
regional or national economy, but that are too large or complex for
existing funding programs.
It is my hope that this new funding from Congress, alongside the
Administration's strong willingness to take Gateway to the finish line
on the regulatory side, will enable us to finish this long overdue and
desperately needed project. At a time when the northeast region is
still in the early stages of our economic recovery after being the
first states hit by the pandemic, this project will create thousands of
jobs and create significant new efficiencies that will help to power
our economic recovery.
I am so appreciative of the tremendous leadership that this
Committee has demonstrated in support of Gateway over the past three
years, and look forward to engaging with all of you on this critical
issue. This is an issue that is central to so many families and
businesses in my district, and I will continue to advocate for them
until we have completed Gateway.
Thank you, Mr. Chairman, and I yield back.
Mr. Malinowski. Thank you, Congresswoman Sherrill.
In New Jersey, when we say there is light at the end of the
tunnel, we mean that literally. I think it is safe to say that
the Gateway is on track, but we will all work together to make
sure that it actually does happen. So thank you again for your
testimony.
I now yield 5 minutes to Congresswoman Barragan of
California.
TESTIMONY OF HON. NANETTE DIAZ BARRAGAN, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF CALIFORNIA
Ms. Barragan. Well, thank you, Mr. Chairman, and thank you
to all the members of the committee for the opportunity to
testify today. There are four main priorities I want to outline
for you that will infuse equity and climate justice into our
Nation's transportation system.
The first is to provide funding parity for transit.
Currently, transit receives about 20 percent of Federal
funding, and highways receive 80 percent. Greater investment in
transit is important for reducing air pollution and supporting
people who rely on transit for commuting to work, medical
appointments, and the grocery store. I am asking for you to
provide at least 50 percent of Federal resurfacing
authorization funding for transit.
This need is significant. Transit systems, including L.A.
Metro, are recovering from major declines in ridership caused
by the pandemic, and significant capital project backlogs. L.A.
Metro faces needs of $5.5 billion for maintaining and upgrading
bus and rail vehicles, facilities, and rail lines over the next
15 years. Their plan to address this need heavily relies on
future Federal assistance.
Secondly, zero-emissions transit vehicles. As part of an
increased investment in transit, the committee should increase
funding for replacing diesel-burning transit vehicles with
zero-emissions technology. Currently, the city of Los Angeles
has a goal of transitioning its entire bus fleet to zero
emissions by 2030. This is critical for reducing transportation
pollution from burning diesel, which causes dangerous air
pollution in my district and communities of color throughout
the country.
The Biden administration's infrastructure plan includes
replacing 50,000 transit vehicles with zero-emissions vehicles
by 2030. This is a great start, but the committee should go as
big as possible. There are over 180,000 public transit vehicles
available in our country for service.
Third, as part of your investments to reduce our dependency
on cars, we need greater Federal support for biking and walking
infrastructure. My district lacks safe pedestrian and cyclist
access to parks and open spaces, particularly for communities
along the lower Los Angeles River.
For example, the predominantly low-income communities
living in the neighborhoods along Artesia Boulevard, the major
west-to-east corridor running through North Long Beach and
across the river, cannot access the river's bike path through
Artesia Boulevard.
Finally, ports infrastructure grants program. I am
requesting greater investment in ports through the Port
Infrastructure Development Program. This is the primary Federal
source of funding for strengthening and modernizing port
terminals and their integration into the American supply chain.
The last year has demonstrated the importance of strengthening
and protecting the supply chain from disruption. The Port of
Los Angeles alone faces a $260 million gap between
infrastructure needs and budgeted funding for construction.
And with that I want to thank the committee for the
opportunity to testify. I look forward to working with you in
the 117th Congress to advance 21st-century transportation
solutions that improve the quality of life in our communities
and address the climate crisis.
Thank you, and I yield back.
[Ms. Barragan's prepared statement follows:]
Prepared Statement of Hon. Nanette Diaz Barragan, a Representative in
Congress from the State of California
Thank you Chair DeFazio and Ranking Member Graves for providing
members with an opportunity to testify on our priorities for the
reauthorization of the surface transportation program. There are four
main priorities I want to outline for you that will infuse equity and
climate justice into our nation's transportation system.
More Transit Funding
The first is to provide funding parity for transit. Currently,
transit receives about twenty percent of federal funding, and highways
receive eighty percent. Greater investment in transit is important for
reducing air pollution and supporting people who rely on transit for
commuting to work, medical appointments, and the grocery store. I am
asking for you to provide at least fifty percent of federal resurfacing
authorization funding for transit.
The need is significant. Transit systems including LA Metro are
recovering from major declines in ridership caused by the pandemic and
significant capital project backlogs. LA Metro faces needs of $5.5
billion for maintaining and upgrading bus and rail vehicles,
facilities, and rail lines over the next 15 years. Their plan to
address meet this need relies heavily on future federal assistance.
Zero Emissions Transit Vehicles
As part of an increased investment in transit, the committee should
increase funding for replacing diesel burning transit vehicles with
zero emissions technology. Currently the city of Los Angeles has a goal
of transitioning its entire bus fleet to zero emissions by 2030. This
is critical for reducing transportation pollution from burning diesel,
which causes dangerous air pollution in my district and communities of
color throughout the country.
The Biden Administration's infrastructure plan includes replacing
50,000 transit vehicles with zero emission vehicles by 2030. This is a
great start, but the committee should go as big as possible. There are
over 180,000 public transit vehicles available in our country for
service.
Greater Funding for Biking/Walking Infrastructure
Third, as part of your investments to reduce our dependency on
cars, we need greater federal support for biking and walking
infrastructure. My district lacks safe pedestrian and cyclist access to
parks and open spaces, particularly for communities along the lower Los
Angeles River.
For example, the predominantly low-income communities living in the
neighborhoods along Artesia Boulevard, the major west to east corridor
running through North Long Beach and across the river, cannot access
the river's bike path through Artesia Boulevard.
Ports Infrastructure Grant Program
Finally, I am requesting greater investment in ports through the
Ports Infrastructure Development Program. This is the primary federal
source of funding for strengthening and modernizing port terminals and
their integration into the American supply chain. The last year has
demonstrated the importance of strengthening and protecting the supply
chain from disruption.
The Port of Los Angeles alone faces a $260 million gap between
infrastructure needs and budgeted funding for construction.
Closing
Thank you again for taking my priorities into consideration. I look
forward to working with you in the 117th Congress to advance 21st
century transportation solutions that improve the quality of life in
our communities and address the climate crisis.
Mr. Malinowski. Thank you so much.
I now yield 5 minutes to Mr. Jones of New York.
TESTIMONY OF HON. MONDAIRE JONES, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Jones. Well, thank you, Mr. Chairman and Ranking Member
Graves and members of the committee, for the opportunity to
appear before you and to share my testimony. It is a great
honor to speak to you today about the district where I grew up
and now represent in the United States Congress.
There is no shortage of transportation and infrastructure
needs in Westchester and Rockland Counties, suburbs of New York
City that are in New York's 17th Congressional District. As you
know, surface transportation across New York State is
notoriously in bad shape, and nearly half of all locally or
State-maintained roads in New York are in poor or mediocre
condition, according to a study by the national transportation
research nonprofit known as TRIP.
Similarly, many of our bridges are old and in need of
repair. In fact, nearly 10 percent of all bridges in the State
of New York were determined to be structurally deficient,
according to the American Society of Civil Engineers. That
number should be zero.
But this is all information you can easily find and will
likely hear from my colleagues in the New York delegation. I am
here because I want to talk to you about something you may not
know, something that is a high priority for many of my
constituents in Rockland County, which is the more
underresourced portion of my congressional district, and it
happens to be where I grew up. And that is the need for
improved commuter rail from Rockland County into New York City.
The Hudson River runs through the middle of my district,
with Rockland County on the west bank of the river, and
Westchester County on the east bank of the river. I grew up in
Rockland, and since I was a child, I can remember people
talking about the need for a one-seat train ride into New York
City. Currently, Rocklanders going into New York City must take
New Jersey Transit into the State of New Jersey, then transfer
to a different train station at Secaucus Junction in New
Jersey, before finally getting to New York Penn Station. This
is deeply inconvenient and makes Rockland a less attractive
place to live for working families.
Contrast that with the experience of my constituents in
Westchester, who live on the other side of the Hudson River,
and ride to and from our Nation's economic capital, New York
City, every day on the Metro-North Railroad without ever having
to transfer to a different train. The one-seat ride to the city
has helped Westchester prosper, and has encouraged transit-
oriented sustainable development. Unfortunately, the same can't
be said about rail service in Rockland County.
As an initial matter, in most parts of Rockland, which has
over 325,000 residents, there is no train service. And that
means you have to drive or take a bus to get into New York
City, both of which are bad for the environment. Rockland's
challenge of too few rail stations is compounded by a lack of
direct service to New York City, which operates to deny
Rocklanders the same benefits as their more affluent neighbors
in Westchester County.
In researching this issue I have found that completion of
the Gateway program is key to delivering a one-seat ride
between Rockland County and New York Penn Station. Several of
the projects that comprise the Gateway program have a direct
impact on my goal of securing a one-seat ride for Rocklanders.
Chief among them are two projects that are underway.
First, the new Hudson River tunnel, which will expand
railroad capacity, improve safety, and reduce delays currently
impacting service into New York City.
And the second is the expansion of New York Penn Station,
which will be necessary to accommodate the increased train
capacity resulting from a new Hudson River tunnel. I am
confident that, with this new administration, and support from
Congress, these projects will be built without further delay.
My concern is about what comes next. In order to secure a
one-seat ride for my constituents in Rockland, the next piece
of the Gateway program that must come into place is completion
of the Bergen Loop project, also known as the Secaucus Loop. If
built, the Bergen Loop will create a pathway for the one-seat
ride that Rockland County needs. Passengers will no longer have
to transfer at Secaucus and wait for another train that heads
into the city.
With robust funding in the surface transportation
reauthorization bill for major infrastructure projects like
Gateway, we can make the one-seat ride from Rockland to New
York City a reality. This is of the utmost importance to me and
to the hundreds of thousands of my constituents who deserve
reliable and convenient access to economic opportunities in the
city.
And so I urge the committee to provide strong funding and
resources to complete infrastructure Projects of National and
Regional Significance, including the Gateway program. Thank you
very much, and I yield back.
[Mr. Jones' prepared statement follows:]
Prepared Statement of Hon. Mondaire Jones, a Representative in Congress
from the State of New York
Thank you, Chairman DeFazio, Ranking Member Graves, and Members of
the Committee, for the opportunity to appear before you and share my
testimony. It is a great honor to speak to you today about the district
where I grew up and now represent in the United States Congress.
There is no shortage of transportation and infrastructure needs in
Westchester and Rockland Counties, suburbs of New York City that are in
New York's 17th Congressional District. As you know, surface
transportation across New York State is notoriously in bad shape.
Nearly half of all locally or state-maintained roads in New York are in
poor or mediocre condition, according to a study by the national
transportation research nonprofit known as TRIP.\1\
---------------------------------------------------------------------------
\1\ ``New York Transportation by the Numbers: Meeting the State's
Need for Safe, Smooth, and Efficient Mobility,'' TRIP: A National
Transportation Research Nonprofit, December 2020, https://tripnet.org/
wp-content/uploads/2020/12/TRIP_New_York_Transportation_by_the_
Numbers_Report_December_2020.pdf
---------------------------------------------------------------------------
Similarly, many of our bridges are old and in need of repair. In
fact, nearly 10 percent of all bridges in the State of New York were
determined to be structurally deficient, according to the American
Society of Civil Engineers.\2\ That number should be zero.
---------------------------------------------------------------------------
\2\ ``2021 Report Card for America's Infrastructure: New York
Infrastructure Overview,'' American Society of Civil Engineers,
accessed April 10, 2021, https://infrastructurereportcard.org/state-
item/new-york/
---------------------------------------------------------------------------
But this is all information you can find easily and will likely
hear from my colleagues in the New York delegation. I am here because I
want to talk with you about something you may not know, something that
is a high priority for many of my constituents in Rockland County,
which is the more under-resourced portion of my district and where I
grew up. And that is the need for improved commuter rail from Rockland
County to New York City.
The Hudson River runs through the middle of my district, with
Rockland County on the west bank of the river and Westchester County on
the east bank of the river. I grew up in Rockland County and since I
was a child, I can remember people talking about the need for a one-
seat train ride to New York City.
Currently, Rocklanders going into New York City must take New
Jersey Transit into the State of New Jersey, then transfer to a
different train at the Secaucus Junction station in New Jersey before
finally getting to New York-Penn Station.
This is deeply inconvenient and makes Rockland a less attractive
place to live for working families. Contrast that with my constituents
in Westchester County, who live on the other side of the Hudson River
and ride to and from our nation's economic capital, New York City,
every day on the Metro-North Railroad without ever having to transfer
to a different train.
The one-seat ride to the city has helped Westchester County prosper
and has encouraged transit-oriented sustainable development.
Unfortunately, the same cannot be said about rail service in Rockland
County. As an initial matter, in most parts of Rockland County, which
has over 325,000 residents, there is no train service. That means, in
most parts of Rockland, you have to drive or take a bus to get into New
York City, both of which are bad for the environment. I can also tell
you from firsthand experience that bus service in Rockland is
unreliable, which can be devastating when you depend on it to get to
work.
Rockland's challenge of too few rail stations is compounded by a
lack of direct service to New York City, which operates to deny
Rocklanders the same benefits as their more affluent neighbors in
Westchester.
People in suburban communities benefit from convenient, reliable
public transportation to urban areas. It allows them the ability to
move to more affordable neighborhoods while maintaining access to the
economic opportunities in the city. This is evident in Westchester
County, where the one-seat ride makes it easy to get off the roads and
commute by train. And that is what my constituents in Rockland deserve.
In researching this issue, I have found that completion of the
Gateway Program is key to delivering a one-seat ride between Rockland
County and New York-Penn Station. Several of the projects that comprise
the Gateway Program have a direct impact on my goal of securing a one-
seat ride for Rocklanders.
Chief among them are two projects that are underway. First, the new
Hudson River tunnel, which will help expand rail capacity, improve
safety, and reduce delays currently impacting service into New York
City.
Second is the expansion of New York-Penn Station, which will be
necessary to accommodate the increased train capacity resulting from
the new Hudson River tunnel. I am confident that with this new
administration and support from Congress, these projects will be built
without further delay.
My concern is about what comes next. In order to secure a one-seat
ride for my constituents in Rockland County, the next piece of the
Gateway Program that must come into place is completion of the Bergen
Loop project, also known as the Secaucus Loop. If built, the Bergen
Loop will create a pathway for the one-seat ride that Rockland County
needs. Passengers will no longer have to transfer at Secaucus Station
and wait for another train that heads into the city.
With robust funding in the Surface Transportation Reauthorization
bill for major infrastructure projects like Gateway, we can make the
one-seat ride from Rockland to New York City a reality. This is of the
utmost importance to me and to the hundreds of thousands of my
constituents who deserve convenient and reliable access to economic
opportunities in the city.
As Congress considers legislation to build and improve our
infrastructure for a more sustainable future, commuter rail must be an
important part of the conversation. I strongly believe that we must
invest in commuter rail to improve existing service and expand it for
those who lack access.
I urge the committee to provide strong funding and resources to
complete infrastructure projects of national and regional significance,
including the Gateway Program, so that Rockland County and communities
like it can enjoy convenient and reliable access to economic
opportunities in the city.
Mr. Malinowski. Thank you, Mr. Jones. And you are
absolutely right. There is no way we get a one-seat ride for
any number of commuter railways west of the Hudson River
without completing the new Hudson tunnel, and repairing the old
one. And it is good to be reminded it is not just New Jersey
that is involved here.
I yield 5 minutes to Congresswoman Leger Fernandez.
TESTIMONY OF HON. TERESA LEGER FERNANDEZ, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW MEXICO
Ms. Leger Fernandez. Thank you so very much, and thank you
for holding this hearing to listen to Members' ideas as we
enact a bold infrastructure plan.
We are in a transformative moment as we climb out of the
recession, address the climate crisis, and build a better, more
equitable future. New Mexico needs infrastructure investments
that will create a foundation for our communities to thrive. It
is estimated that deficient roads in New Mexico cost each
driver $767 per year. My State schools face an over $400
million capital expenditure gap. We will need $1.4 billion to
meet drinking water needs.
But New Mexico is also ground zero for the potential for
bold climate action, and also the potential for economic
disaster if we are not careful about the transition into a
green economy. Our ecosystem is fragile, and a warmer planet
could mean extensive droughts and wildfires that will threaten
the beautiful State we call home.
But we must also transition with an understanding of the
potential harm to the communities that depend on jobs and tax
revenue. This is an issue affecting many communities, not just
New Mexico.
We can start with connecting our rural and underserved
communities to economic opportunity. I urge the committee to
prioritize funding for transportation infrastructure that
specifically connects economies transitioning away from oil and
gas to existing railroads and transportation networks.
For example, Farmington, New Mexico, which is in the San
Juan gas basin, is connected by oil and gas pipelines to the
rest of the economy, but lacks access to a commercial rail
line, which they desperately want so that they can move into
the new future. A new electric rail line there could become a
prototype for rail innovation, while spurring the just
transition.
Nowhere are transportation and infrastructure needs more
apparent than in our Tribal communities. Whether it is the lack
of running water and plumbing, or inadequate roads to take
elders to health facilities, COVID-19 has exposed the deep
infrastructure inequities that Tribal communities face. Navajo
children can't ride the bus sometimes because bridges and roads
are too deteriorated for the buses. The Navajo Nation recently
reported $7.9 billion is required to address its infrastructure
needs alone. According to the GAO, there are over 150,000 miles
of roads and Tribal lands in the United States. Over half are
unpaved and in poor condition.
I was counsel to numerous Tribes and their entities, and I
have seen the devastating impacts of underinvestment that led
to COVID deaths and despair. Now, as the chair of the Committee
on Natural Resources' Subcommittee for Indigenous Peoples of
the United States, I want to highlight our Federal Government's
unique trust obligation to Tribes. As you evaluate Member-
designated project submissions, I urge the committee to honor
this trust responsibility, and consider granting Members
additional funding for projects submitted by Tribal
governments.
Now I want to address building back beautiful. Arts and
culture are an essential part of American infrastructure and
can help unite the country and allow every story to be
celebrated as the American story. That is why New Mexico
invests in the creative economy with 1 percent for the arts set
aside in every publicly funded project, 1 percent set aside.
The creative economy in New Mexico, therefore, represents about
10 percent of the paychecks in our State.
Our Federal Government recognized the value of arts and
culture after the Depression, when we created the WPA to employ
muralists and other creative workers whose art still inspires
us. Today, when our Nation is so divided, we desperately need
to be reminded of our cultures, our shared experiences, and
what binds us together as Americans. Similar to New Mexico's 1
percent for the arts funding, I encourage setting aside a small
percentage of each infrastructure project for use in creative
programs in the locale of the spending. We need to put
musicians, playwrights, muralists, and poets back to work to
help rebuild and heal our Nation.
We must build back beautiful. As Amanda Gorman said at the
inauguration, ``Being American is more than a pride we inherit,
it's the past we step into and how we repair it.''
Thank you again to the chair and ranking member of the
committee. I look forward to working together to achieve these
critical investments.
I yield back.
[Ms. Leger Fernandez's prepared statement follows:]
Prepared Statement of Hon. Teresa Leger Fernandez, a Representative in
Congress from the State of New Mexico
Good morning and thank you Chair DeFazio and Ranking Member Graves
for holding this hearing.
I appreciate this Committee's commitment to enact a bold
infrastructure plan in this transformative historic moment as we climb
out of a recession, address the climate crisis, and build a better,
more equitable future. Like many states throughout the country, New
Mexico needs infrastructure investments that will create the foundation
for our communities to thrive. In fact, according to the American
Society of Civil Engineers (ASCE), deficient roads in New Mexico cost
each driver $767 per year and the State's schools face an over $400
million capital expenditure gap. ASCE also estimates that the State
will need $1.4 billion to meet drinking water infrastructure needs.
Although today's Committee hearing is focused on surface transportation
reauthorization legislation, I urge the Committee to consider an
expansive view of infrastructure so we can help New Mexicans and all
Americans.
New Mexico is also ground zero for the potential for bold climate
action and also the potential for economic disaster if we don't
transition with an understanding of the likely harm to the communities
that have depended on fossil fuel development for both jobs and tax
revenue. Our ecosystem is very fragile, and a warmer planet could mean
extensive droughts and wildfires that threaten our very existence in
the beautiful place we New Mexicans call home. As a result, connecting
communities and promoting economic diversification, while also making
strides toward a clean energy future, is crucial.
Economic Opportunity
This starts with connecting our rural and underserved communities
to economic opportunity. In addition to supporting funding and policy
to address our deteriorating roads and bridges, I urge the Committee to
direct funding to transportation infrastructure that specifically
connects economies transitioning away from oil and gas to existing
railroads and transportation networks. For example, Farmington, New
Mexico is connected by oil and gas pipelines to the rest of the
economy, but lacks access to a commercial rail line. This could become
a prototype for rail innovation while spurring the just transition.
Nowhere are these kinds of transportation and infrastructure needs
more apparent than in our tribal communities. Whether it's the lack of
running water and plumbing for tribal households, or inadequate roads
to take elders to healthcare facilities, COVID-19 has exposed the deep
infrastructure inequities that tribal communities face. For example,
Navajo children often cannot ride the school bus because bridges and
roads are deteriorated. In fact, the Navajo Nation recently reported
$7.9 billion is required to address its infrastructure needs alone.
While COVID-19 displayed these unacceptable conditions, we know these
problems are due to decades of underinvestment.
Investment in Tribal Communities
I was Counsel to numerous Native American Tribes and their entities
for 30 years and I have seen the devastating impacts of this
underinvestment. Now, I am honored to serve as the Chair of the Natural
Resources Subcommittee for Indigenous Peoples. Our federal government
has a unique trust obligation to Tribes. As you evaluate Member-
designated project submissions, I urge the Committee to bear in mind
this trust responsibility and consider granting Members additional
funding for projects submitted by Tribal governments and their entities
within their districts. Tribal reservations are vast and in need of
road improvement. According to the Government Accountability Office,
there are over 150,000 miles of roads on Tribal lands, over half of
which are unpaved and often in poor condition. In just my district, I
have 16 federally recognized tribes, and the Jicarilla Apache Nation,
alone, maintains about 700 miles of BIA and Tribal roads. As a result,
it's past time we ramp up funding and support for the Tribal
Transportation Program under the Department of Transportation as well
as the Road Maintenance Program under the Bureau of Indian Affairs,
just to name two programs.
And to be clear, tribal infrastructure needs extend well beyond
roads and bridges. We must also invest in our drinking water systems,
electricity sector, and broadband. We can make legitimate progress in
all these areas, improving communities and enabling New Mexico's to
take advantage of its enormous potential to be a leader in the clean
energy economy.
A WPA for Today
In New Mexico, arts and culture are an essential part of American
infrastructure and can help unite the country as we allow every story
to be celebrated as the American story. The creative economy helps turn
a town into a community. That is why our state invests in the creative
economy with a 1 percent for the arts set aside in our publicly funded
projects and the creative economy accounts for 10 percent of the jobs
in the state. Our federal government recognized this value decades ago
when it created the Works Progress Administration (``WPA'') to employ,
among others, muralists, photographers, and other creative workers
whose beautiful creations during the depression inspire us today. In a
time when our nation is so divided, we desperately need to be reminded
of our cultures and shared experiences and what binds us together as
Americans. I urge you to invest in the creative economy, like we did
with the WPA, as we rebuild and reimagine our communities.
Similar to the 1 percent for the arts funding, I encourage setting
aside a percentage of the infrastructure projects for use in creative
projects in the locale of the spending. We need to put the musicians,
playwrights, muralists and poets back to work to help rebuild and heal
our nation. As Amanda Gorman said at your inauguration, ``Being
American is more than a pride we inherit, it's the past we step into
and how we repair it.''
Thank you again to the Chair and Ranking Member. I look forward to
working together to achieve these critical investments.
Mr. Malinowski. Thank you so very much.
I now yield 5 minutes to Congressman Green of Texas.
TESTIMONY OF HON. AL GREEN, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF TEXAS
Mr. Green. Thank you very much, Mr. Chairman. I greatly
appreciate the opportunity to present some projects from my
congressional district.
I would also like to thank Chairman DeFazio, as well as
Ranking Member Graves, for this opportunity.
Mr. Chairman, we have many projects that we can call to
your attention. And because there are so many, I am going to
just quickly go through a good number of them.
We have a request from our Metropolitan Transit Authority,
and this transit authority is requesting a project that would
connect Missouri City, Texas, with the Texas Medical Center and
downtown Houston through Metro's regional express network. This
project would cost approximately $50 million. The funds
requested are $5 million, and the timeline for completion would
be 3 to 4 years.
We have the Westchase District project. This project, the
purpose of which would be to change the roads in the district,
and improve transportation access and options for residents,
and improve multimodal safety in the region. The proposed
changes to the stormwater system, sewage system, and water
lines would improve flood management in the future. It would
take about 8 months to break ground, and about 18 months
thereafter to complete the project. The estimated cost is
$20.35 million, we are requesting $4 million.
The Sharpstown Trail Project has many phases to it. I
believe that parks, whenever possible, should be made available
to persons who don't always have the opportunity to visit
parks. This area is 66 percent low-income, and 60 percent
Latinx. My hope is that, with this project, we can turn an
underutilized green space into a convenient path to
neighborhoods, schools, and businesses. The approximate cost is
$2.8 million. The funds requested are $1 million.
We have a similar project that is called phase 2, and it
has a cost of $1.75 million, funds requested $1.4 million.
A similar project is in the Brays Bayou Greenway Trail
area, and this project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and
businesses. This would benefit an area that is 71 percent
Hispanic and 20.7 percent African American. The total estimated
cost, $1.4 million. The funds requested, $1 million.
Finally, in terms of the trails, we have a phase 2 of the
Brays Bayou Greenway Trail, and this project would cost about
$11 million, the funds requested, $5 million.
All of the things that I am calling to your attention are
highlighted in my written document that has been submitted.
Then we have the Hill at Sims. This is requested by the
Houston Parks Board. This is a request by the board that wants
to turn the Hill at Sims, a 100-acre regional detention basin,
into a public park. This project is important, because it would
serve approximately 1,773 people within a 10-minute walk and,
hopefully, it would be completed by the end of 2022.
We have the Mustang Bayou Flood Control Center. This
project has to do with flood control. It is estimated that in
Fort Bend County, 43 percent of the properties are at risk of
flooding. The project will dramatically improve the safety and
economy of the region. The cost for this project is
$23,640,000, and the request is for the entire amount to help
us with the flooding in Houston.
There is another section of this same project that would
provide similar help, in terms of eliminating flooding and
preventing it, to the extent that we can. And it would be a
$16,092,000 request.
So on now to the final project, which is the Legacy
Community Health Transportation Support Program. This is an
FQHC, and the FQHC would like to provide support by helping
persons who are in need of medical care to have a means by
which they can get to the FQHC. It is a ride project. The total
estimated cost is $50,000, and the funds requested are $50,000.
Mr. Chairman, I believe that a good many of these projects
are absolutely beneficial. In fact, all of them would be
beneficial to the people that I serve. And I am hopeful that,
if there are exceptions to rules, that we might fall into some
exceptions for some of these projects. I do understand that
there are certain rules that we have to adhere to.
But I thank you for the opportunity to present these
projects and look forward to working with you not only on these
projects, but on the many other projects that have been called
to your attention today. I have been really impressed with the
needs that we have, and want to do what I can to meet not only
the needs of the people of the Ninth Congressional District,
but the needs of the people across the length and breadth of
our country.
I thank you, and I will yield back any time that I have
left.
[Mr. Green's prepared statement follows:]
Prepared Statement of Hon. Al Green, a Representative in Congress from
the State of Texas
Dear Chairman DeFazio, thank you for receiving the attached
information and providing me with the opportunity to testify before the
Committee on Transportation and Infrastructure for Members' Day
Hearing. Attached you will find a list of projects that I desire to
submit as of Monday, April 12, 2021. I request you to consider these
projects as you work to reauthorize surface transportation programs.
Should you have any additional questions, please do not hesitate to
contact my Chief of Staff.
MISSOURI CITY/BELT WAY 8 TRANSIT FACILITY
REQUESTING ENTITY:
Metropolitan Transit Authority of Harris County (METRO)
PROJECT DESCRIPTION:
METRO requests funding for the first phase of a project
to provide a new commuter bus service between the Texas Medical Center
(TMC) and Missouri City.
A new facility will be located near US 90A and BW8,
which will include a bus platform for both regional express and local
buses, as well as parking for commuters.
The facility will eventually house a multi-story
parking garage to support increased travel demand, capable of
accommodating approximately 2,000 vehicles.
The facility will also have an end of line connection
for the proposed METRORapid West Houston BRT Corridor line and the
Gessner bus line.
The Gessner bus line is part of the BOOST Network, a
program to improve speed, reliability, and access for 16 high-
ridership, frequent bus routes.
WHY IS THIS PROJECT IMPORTANT:
This project will connect Missouri City with TMC and
Downtown Houston through METRO's regional express network.
The project will allow METRO to provide more service
over its current levels.
The project will also improve connections between
Fort Bend County and TMC and Downtown Houston.
This project will serve fast-growing portions of Harris
County and Missouri City.
COMMUNITY SUPPORT: This project was a component of the
transit plan in our area that was the basis for a 2019 $3.5 billion
bond referendum. That referendum passed with almost 70 percent of the
vote. The communities served by the specific project had even wider
margins in favor than other areas.
TOTAL ESTIMATED COST: $50M.
FUNDS REQUESTED: $5M.
OTHER SOURCES OF FUNDING: Local funding sources will be
used as matching funds if necessary.
TIMELINE FOR COMPLETION: Completion of this specific
project will be about 3-4 years. The full ``express service'' corridor
will take a few more years to complete.
WESTCHASE DISTRICT
REQUESTING ENTITY:
Westchase District
PROJECT DESCRIPTION:
The Westchase district is proposing the complete
reconstruction of Meadowglen Lane from Woodland Park Drive to Rogerdale
Road.
The district wants to upgrade the storm water system
(drainage), the sewer system, and existing water lines. The project
will also provide dedicated bicycle, pedestrian, and transit
facilities. These facilities either do not currently exist and/or are
in substandard condition.
The project will right-size the travel lanes to current
standards, improving safety, while providing safe and accessible routes
for bicyclists, pedestrians, and transit users. The project will
provide drainage improvements consistent with post-Hurricane Harvey
standards.
WHY IS THIS PROJECT IMPORTANT:
The project is meant to benefit residents of the
Westchase district:
District residents are above the regional average in
terms of population density, percent minority households, households
below the poverty line, households without cars, and households with
limited English proficiency.
The proposed changes to the roads in the District
will improve transportation access and options for residents and
improve multimodal safety in the region.
The proposed changes to the storm water system, sewer
system, and water lines will improve flood management in the future.
COMMUNITY SUPPORT:
Outreach efforts have been conducted to get community
input on the project.
There have been several community driven focus group
meetings in which residents, employers, and developers have given their
opinions
This project is also part of the West Houston Mobility
study, which was an H-GAC funded effort.
This project also had a public input process throughout
January-April 2015.
This process included a visioning workshop, an
alternatives workshop, and an open house.
The project is identified in the Houston-Galveston Area
Council 2045 Regional Transportation Plan (RTP)--this is the long-range
federal transportation document for the region.
The project is supported by local and statewide elected
officials and letters of support are on file.
TOTAL ESTIMATED COST: $2.35M
FUNDS REQUESTED: $4M
OTHER SOURCES OF FUNDING: The District has funding
available in its current capital improvement program to cover all costs
outside of the federal request being made.
TIMELINE FOR COMPLETION: Construction can break ground 8
months from funding approval. Construction completion will take
approximately 18 months from that date.
SHARPSTOWN TRAIL (PHASE 1)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to build the Sharpstown
Trail, a roughly 3-mile trail that could connect the Sharpstown
neighborhood to the Westchase Trails in the north and Brays Bayou
Greenway in the south.
This project proposal is for Phase 1 of the trail's
construction, from Sands Point Drive to Beechnut Street--1.82 miles.
WHY IS THIS PROJECT IMPORTANT:
The project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and businesses.
The project will serve approximately 14,000 people
within a 10-minute walk.
66% are low income
60% Hispanic
COMMUNITY SUPPORT:
The Sharpstown Trail project is community driven:
members of the Sharpstown Civic Association have been advocating for
the trail's construction for several years.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $2.8M
FUNDS REQUESTED: $1M
OTHER SOURCES OF FUNDING: $1.8M match
TIMELINE FOR COMPLETION: Construction estimated to be
completed by the end of 2022.
SHARPSTOWN TRAIL (PHASE 2)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to build the Sharpstown
Trail, a roughly 3-mile trail that could connect the Sharpstown
neighborhood to the Westchase Trails in the north and Brays Bayou
Greenway in the south.
This project proposal is for Phase 2 of the trail's
construction, which would build .83 miles of the trail.
WHY IS THIS PROJECT IMPORTANT:
Together with phase 1 of the trail, this project would
turn an underutilized green space into a convenient path to
neighborhoods, schools, and businesses.
The project will serve approximately 14,000 people
within a 10-minute walk.
66% are low income
60% Hispanic
COMMUNITY SUPPORT:
The Sharpstown Trail project is community driven:
members of the Sharpstown Civic Association have been advocating for
the trail's construction for several years.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $1.75M
FUNDS REQUESTED: $1.4M
OTHER SOURCES OF FUNDING: $350,000 match
TIMELINE FOR COMPLETION: Construction estimated to take
around 5 years.
BRAYS BAYOU GREENWAY TRAIL (PHASE 1)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to expand the Brays Bayou
Greenway Trail.
This project proposal is for Phase 1 of the trail's
construction, which will fill in a .5-mile gap in the Brays Bayou
Greenway Trail and connect the Braeburn Glen neighborhood's north and
south sides.
WHY IS THIS PROJECT IMPORTANT:
This project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and businesses.
The project will serve approximately 6,300 people
within a 10-minute walk.
Per capita income of the residents is $14,124
71% Hispanic
20.7% Black alone
COMMUNITY SUPPORT:
The Trail's Phase 1 design has been vetted by the
community, including the Braeburn Glen Civic Association (the community
which this trail runs through) and the Council Member's CIP meetings.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $1.4M
FUNDS REQUESTED: $1M
OTHER SOURCES OF FUNDING: $400,000 match
TIMELINE FOR COMPLETION: Construction estimated to be
completed by the end of 2022.
BRAYS BAYOU GREENWAY TRAIL (PHASE 2)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to expand the Brays Bayou
Greenway Trail.
This project proposal is for Phase 2 of the trail,
which will create a 7-mile trail along Brays Bayou from I69 to Eldridge
Road.
This trail will connect residential neighborhoods
including Alief and the West Houston/West Oaks communities with the
rest of the Brays Bayou Greenway Trail.
WHY IS THIS PROJECT IMPORTANT:
This project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and businesses.
The project will serve approximately 50,488 people
within a 10-minute walk.
Per capita income of the residents is $18,083
56.2% Hispanic
22.7% Black alone
13.9% Asian alone
COMMUNITY SUPPORT:
The Trail's Phase 2 design has been vetted by community
and civic groups, including the Alief Super Neighborhood, the West Oaks
Super Neighborhood, Brays Village HOA, Royal Oaks HOA, Shadowlakes HOA,
and both Council Members' CIP meetings.
Brays Village HOA provided the land needed for the
trail to the Houston Parks Board for $1
Shadowlakes HOA and MUD 359 are providing funds to add
additional connections through their community that will tie into the
Brays Bayou Greenway Trail Phase 2.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $11M
FUNDS REQUESTED: $5M
OTHER SOURCES OF FUNDING: $5.9M match
TIMELINE FOR COMPLETION: Construction estimated to be
completed by the end of 2023.
HILL AT SIMS
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to turn the Hill at Sims,
a 100-acre regional detention basin, into a public park.
Harris County Flood Control District owns the basin and
the adjacent 150 acre property along Scott Street.
Together, these properties could form a new regional
park in the Sunnyside/South Acres/Crestmont Park area of Houston.
The site is within walking distance of multiple
schools, parks, churches, and neighborhoods.
The project will include a side path along Scott
Street, and a trail around the detention basins, additional nature
trails, water access, and trail amenities.
This project would connect the neighborhood to the Sims
Bayou Greenway to the north.
WHY IS THIS PROJECT IMPORTANT:
The project will serve approximately 1,773 people
within a 10-minute walk.
36% are low income, 22% are medium income
78% of the residents are African American
COMMUNITY SUPPORT:
Multiple community meetings about the project have been
held throughout the planning process and will continue during the
design process.
TOTAL ESTIMATED COST: $1.4M