[House Hearing, 119 Congress]
[From the U.S. Government Publishing Office]
COMMITTEE ON TRANSPORTATION AND
INFRASTRUCTURE MEMBER DAY
=======================================================================
(119-20)
HEARING
BEFORE THE
COMMITTEE ON
TRANSPORTATION AND INFRASTRUCTURE
HOUSE OF REPRESENTATIVES
ONE HUNDRED NINETEENTH CONGRESS
FIRST SESSION
__________
MAY 14, 2025
__________
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
61-179 PDF WASHINGTON : 2025
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COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
Sam Graves, Missouri, Chairman
Rick Larsen, Washington, Ranking
Member
Eleanor Holmes Norton, Eric A. ``Rick'' Crawford,
District of Columbia Arkansas,
Jerrold Nadler, New York Vice Chairman
Steve Cohen, Tennessee Daniel Webster, Florida
John Garamendi, California Thomas Massie, Kentucky
Henry C. ``Hank'' Johnson, Jr., Georgiaott Perry, Pennsylvania
Andre Carson, Indiana Brian Babin, Texas
Dina Titus, Nevada David Rouzer, North Carolina
Jared Huffman, California Mike Bost, Illinois
Julia Brownley, California Doug LaMalfa, California
Frederica S. Wilson, Florida Bruce Westerman, Arkansas
Mark DeSaulnier, California Brian J. Mast, Florida
Salud O. Carbajal, California Pete Stauber, Minnesota
Greg Stanton, Arizona Tim Burchett, Tennessee
Sharice Davids, Kansas Dusty Johnson, South Dakota
Jesus G. ``Chuy'' Garcia, Illinois Jefferson Van Drew, New Jersey
Chris Pappas, New Hampshire Troy E. Nehls, Texas
Seth Moulton, Massachusetts Tracey Mann, Kansas
Marilyn Strickland, Washington Burgess Owens, Utah
Patrick Ryan, New York Eric Burlison, Missouri
Val T. Hoyle, Oregon Mike Collins, Georgia
Emilia Strong Sykes, Ohio, Mike Ezell, Mississippi
Vice Ranking Member Kevin Kiley, California
Hillary J. Scholten, Michigan Vince Fong, California
Valerie P. Foushee, North Carolina Tony Wied, Wisconsin
Christopher R. Deluzio, Pennsylvania Tom Barrett, Michigan
Robert Garcia, California Nicholas J. Begich III, Alaska
Nellie Pou, New Jersey Robert P. Bresnahan, Jr.,
Kristen McDonald Rivet, Michigan Pennsylvania
Laura Friedman, California Jeff Hurd, Colorado
Laura Gillen, New York Jefferson Shreve, Indiana
Shomari Figures, Alabama Addison P. McDowell, North
Carolina
David J. Taylor, Ohio
Brad Knott, North Carolina
Kimberlyn King-Hinds,
Northern Mariana Islands
Mike Kennedy, Utah
Robert F. Onder, Jr., Missouri
Jimmy Patronis, Florida
CONTENTS
Page
Summary of Subject Matter........................................ v
STATEMENTS OF MEMBERS OF THE COMMITTEE
Hon. Sam Graves, a Representative in Congress from the State of
Missouri, and Chairman, Committee on Transportation and
Infrastructure, opening statement.............................. 1
Prepared statement........................................... 2
Hon. Rick Larsen, a Representative in Congress from the State of
Washington, and Ranking Member, Committee on Transportation and
Infrastructure, opening statement.............................. 2
Prepared statement........................................... 3
MEMBER TESTIMONY
Hon. Maxwell Frost, a Representative in Congress from the State
of Florida, oral statement..................................... 4
Prepared statement........................................... 6
Hon. Nick LaLota, a Representative in Congress from the State of
New York, oral statement....................................... 8
Prepared statement........................................... 9
Hon. Maggie Goodlander, a Representative in Congress from the
State of New Hampshire, oral statement......................... 10
Prepared statement........................................... 12
Hon. Rudy Yakym III, a Representative in Congress from the State
of Indiana, oral statement..................................... 13
Prepared statement........................................... 15
Hon. Lateefah Simon, a Representative in Congress from the State
of California, oral statement.................................. 16
Prepared statement........................................... 18
Hon. Dave Min, a Representative in Congress from the State of
California, oral statement..................................... 19
Prepared statement........................................... 21
Hon. Rashida Tlaib, a Representative in Congress from the State
of Michigan, oral statement.................................... 23
Prepared statement........................................... 25
Hon. Jennifer A. Kiggans, a Representative in Congress from the
Commonwealth of Virginia, oral statement....................... 27
Prepared statement........................................... 28
Hon. Ryan Mackenzie, a Representative in Congress from the
Commonwealth of Pennsylvania, oral statement................... 29
Prepared statement........................................... 31
Hon. Gilbert Ray Cisneros, Jr., a Representative in Congress from
the State of California, oral statement........................ 32
Prepared statement........................................... 33
Hon. Darrell Issa, a Representative in Congress from the State of
California, oral statement..................................... 34
Prepared statement........................................... 35
Hon. Marie Gluesenkamp Perez, a Representative in Congress from
the State of Washington, oral statement........................ 38
Prepared statement........................................... 40
Hon. Pablo Jose Hernandez, a Resident Commissioner in Congress
from the Territory of Puerto Rico, oral statement.............. 41
Prepared statement........................................... 42
Hon. Vicente Gonzalez, a Representative in Congress from the
State of Texas, oral statement................................. 42
Prepared statement........................................... 44
Hon. Zachary Nunn, a Representative in Congress from the State of
Iowa, oral statement........................................... 45
Prepared statement........................................... 46
Hon. Chrissy Houlahan, a Representative in Congress from the
Commonwealth of Pennsylvania, oral statement................... 47
Prepared statement........................................... 49
Hon. John J. McGuire III, a Representative in Congress from the
Commonwealth of Virginia, oral statement....................... 50
Prepared statement........................................... 51
Hon. Jared Moskowitz, a Representative in Congress from the State
of Florida, oral statement..................................... 51
Prepared statement........................................... 53
Hon. Tim Moore, a Representative in Congress from the State of
North Carolina, oral statement................................. 55
Prepared statement........................................... 57
Hon. Marcy Kaptur, a Representative in Congress from the State of
Ohio, oral statement........................................... 58
Prepared statement........................................... 59
Hon. Scott Fitzgerald, a Representative in Congress from the
State of Wisconsin, oral statement............................. 60
Prepared statement........................................... 60
SUBMISSIONS FOR THE RECORD
Hon. Dave Min's Post-Hearing Response to Request for Information
from Hon. Scott Perry on Instances in Which Suballocation Has
Been Denied for Surface Transportation Funds................... 23
Prepared Statements from the Following Members of Congress:
Hon. Gabe Amo, a Representative in Congress from the State of
Rhode Island............................................... 63
Hon. Earl L. ``Buddy'' Carter, a Representative in Congress
from the State of Georgia.................................. 65
Hon. Ed Case, a Representative in Congress from the State of
Hawaii..................................................... 65
Hon. Sean Casten, a Representative in Congress from the State
of Illinois................................................ 66
Hon. J. Luis Correa, a Representative in Congress from the
State of California........................................ 67
Hon. Jim Costa, a Representative in Congress from the State
of California.............................................. 69
Hon. Neal P. Dunn, a Representative in Congress from the
State of Florida........................................... 71
Hon. Mike Flood, a Representative in Congress from the State
of Nebraska................................................ 72
Hon. Josh Gottheimer, a Representative in Congress from the
State of New Jersey........................................ 75
Hon. Harriet M. Hageman, a Representative in Congress from
the State of Wyoming....................................... 77
Hon. J. French Hill, a Representative in Congress from the
State of Arkansas.......................................... 78
Hon. Wesley Hunt, a Representative in Congress from the State
of Texas................................................... 78
Hon. David Kustoff, a Representative in Congress from the
State of Tennessee......................................... 79
Hon. Kevin Mullin, a Representative in Congress from the
State of California........................................ 80
Hon. Scott H. Peters, a Representative in Congress from the
State of California........................................ 81
Hon. Raul Ruiz, a Representative in Congress from the State
of California.............................................. 83
Hon. Glenn Thompson, a Representative in Congress from the
Commonwealth of Pennsylvania............................... 84
Hon. Norma J. Torres, a Representative in Congress from the
State of California........................................ 86
[GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]
May 9, 2025
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 Member Day''
_______________________________________________________________________
I. PURPOSE
The Committee on Transportation and Infrastructure will
meet on Wednesday, May 14, 2025, at 10:00 a.m. ET in 2167
Rayburn House Office Building to receive testimony related to
the ``Committee on Transportation and Infrastructure Member
Day.'' Pursuant to section 3(r) of House Resolution 5 and
Committee Rule 3(f), the purpose of this hearing is to provide
Members of Congress an opportunity to testify before the
Committee on Transportation and Infrastructure on their policy
priorities within the Committee's jurisdiction.
II. BACKGROUND
The Member Day hearing is an opportunity for all Members of
the House of Representatives to actively engage in the
Committee's work on all issues within the Committee's
jurisdiction. This is a formal opportunity for all Members to
highlight their priorities as the Committee develops the next
Surface Transportation Reauthorization, pipeline safety
legislation, Coast Guard Reauthorization, water infrastructure
legislation, and other important legislation affecting our
Nation's infrastructure.
III. COMMITTEE JURISDICTION
The Committee has broad jurisdiction over all modes of
transportation and numerous types of infrastructure programs
and funding, which is overseen by six subcommittees.
SUBCOMMITTEE ON AVIATION:
The Subcommittee on Aviation has jurisdiction over all
aspects of civil aviation, including safety, infrastructure,
labor, economic regulation, and international issues. Within
this scope of responsibilities, the Subcommittee has
jurisdiction over the Federal Aviation Administration (FAA), a
modal administration within the United States Department of
Transportation (DOT). This jurisdiction covers all programs
within the FAA, as well as aviation programs of the DOT with
respect to economic regulation of air carriers and passenger
airline service. In addition, the Subcommittee has jurisdiction
over commercial space transportation, the National Mediation
Board (NMB), 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 the United States Coast Guard (Coast
Guard), including its duties, organization, functions, and
powers. Within the Committee's broader maritime transportation
jurisdiction, the Subcommittee has jurisdiction over the
regulation of vessels and merchant seafarers; domestic laws and
international conventions related to the safe operation of
vessels and safety of life at sea; and the regulation of ocean
shipping, domestic cabotage requirements (pursuant to the Jones
Act), cargo preference, and the merchant marine, except as it
relates to National defense.
SUBCOMMITTEE ON ECONOMIC DEVELOPMENT, PUBLIC BUILDINGS, AND EMERGENCY
MANAGEMENT:
The Subcommittee on Economic Development, Public Buildings,
and Emergency Management is responsible for the authorization
and oversight of Federal real estate programs, including
construction, repair, alteration, maintenance, and enhancement
of such real property; the authorization and oversight of
programs promoting economic development in communities
suffering economic distress; the authorization and oversight of
programs addressing the full cycle of Federal management of
emergencies and disasters; and a variety of measures affecting
homeland security, including building security provided by the
Federal Protective Service (FPS).
The real estate activities of the Subcommittee's
jurisdiction include: improving grounds of the United States,
generally, and measures relating to the Public Buildings
Service (PBS) of the General Services Administration (GSA),
including the planning, site and design, construction,
acquisition, and renovation of public buildings, courthouses,
and border facilities, and the leasing of space for Federal
employees; the buildings, physical plant, and infrastructure of
the Capitol Complex and use of the Capitol Grounds; the
facilities of the White House complex; the facilities of the
Smithsonian Institution, including all new and proposed
facilities; facilities of the John F. Kennedy Center for the
Performing Arts; the Union Station Redevelopment Corporation;
Judiciary Centers; the naming of Federal buildings and
courthouses; and the sale or redevelopment of Federal real
property, including those identified by the Public Buildings
Reform Board pursuant to the Federal Assets Sale and Transfer
Act of 2016. The Subcommittee also oversees recent reforms to
GSA operations enacted in the Thomas R. Carper Water Resources
Development Act of 2024 (WRDA 2024) (Pub. L. No. 118-272),
which included provisions to improve transparency and reduce
waste in Federal real estate management.
The economic development activities of the Subcommittee
include jurisdiction over the Economic Development
Administration (EDA) within the Department of Commerce, the
Appalachian Regional Commission (ARC), the Denali Commission,
the Delta Regional Authority (DRA), the Southeast Crescent
Regional Commission, the Southwest Border Regional Commission,
the Northern Border Regional Commission, the Mid-Atlantic
Regional Commission, the Southern New England Regional
Commission, the Northern Great Plains Regional Commission and
the Great Lakes Regional Commission.
The Subcommittee's jurisdiction of Federal management of
emergencies and disasters includes the Federal Emergency
Management Agency (FEMA), oversight and activities relating to
disaster mitigation, preparedness, response, and recovery, as
well as programs relating to first responders. The jurisdiction
also includes the President's authority to declare disasters
and National emergencies.
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,
transportation research and innovation programs, and non-
motorized transportation infrastructure and safety. Related to
these responsibilities, the Subcommittee has jurisdiction over
the following modal administrations and offices within the DOT:
LFederal Highway Administration (FHWA);
LFederal Transit Administration (FTA);
LFederal Motor Carrier Safety Administration
(FMCSA);
LNational Highway Traffic Safety Administration
(NHTSA) (partial); and
LOffice of the Secretary of Transportation (OST),
including, but not limited to, the National Surface
Transportation and Innovative Finance Bureau and Office of the
Assistant Secretary for Research and Technology.
SUBCOMMITTEE ON RAILROADS, PIPELINES, AND HAZARDOUS MATERIALS:
The Subcommittee on Railroads, Pipelines, and Hazardous
Materials exercises jurisdiction over the programs and
activities of two 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
Subcommittee's jurisdiction 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's jurisdiction include:
LSurface Transportation Board (STB);
LAmtrak;
LAmtrak Inspector General;
LNortheast Corridor Commission (NEC Commission);
LState-Amtrak Intercity Passenger Rail Committee
(SAIPRC);
LRailroad Retirement Board (RRB);
LRailroad Retirement Board Inspector General (RRB
IG);
LNational Railroad Retirement Investment Trust
(NRRIT); and
LNational 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:
LWater resources programs (projects and
regulations)--United States Army Corps of Engineers (Corps);
LClean Water Act (CWA), water infrastructure and
watershed protection programs--Environmental Protection Agency
(EPA);
LCWA, regulatory authorities--EPA and Corps;
LSuperfund and Brownfields revitalization--EPA;
LOcean dumping--EPA and Corps;
LOil pollution--EPA and Coast Guard;
LTennessee Valley Authority (TVA);
LGreat Lakes Saint Lawrence Seaway Development
Corporation--DOT;
LNational Resources Conservation Service's Small
Watershed Program--United States Department of Agriculture
(USDA);
LDeepwater ports--EPA, Coast Guard, and Corps;
LInvasive/aquatic nuisance species/harmful algal
blooms--EPA, Coast Guard, Corps, and other agencies;
LCoastal pollution and coastal zone management--
EPA and National Oceanic and Atmospheric Administration (NOAA);
LNatural resource damages--NOAA, Department of the
Interior (DOI), and other agencies;
LGroundwater protection--primarily EPA and Corps;
LWater resources policy--multiple agencies;
LToxic substances and public health--Agency for
Toxic Substances and Disease Registry (ATSDR); and
LBoundary water issues between the United States
and Mexico--the International Boundary Water Commission (IBWC)
at the Department of State.
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE MEMBER DAY
----------
WEDNESDAY, MAY 14, 2025
House of Representatives,
Committee on Transportation and Infrastructure,
Washington, DC.
The committee met, pursuant to call, at 10:04 a.m., in Room
2167, Rayburn House Office Building, Hon. Sam Graves (Chairman
of the committee) presiding.
Mr. Graves. The Committee on Transportation and
Infrastructure will now come to order.
I would ask unanimous consent that the chairman be
authorized to declare a recess at any time during today's
hearing.
And without objection, that is so ordered.
As a reminder, if Members wish to insert a document into
the record, please also email it to [email protected].
I now recognize myself for the purpose of an opening
statement.
OPENING STATEMENT OF HON. SAM GRAVES OF MISSOURI, CHAIRMAN,
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
Mr. Graves. Today, I look forward to hearing from Members
sharing their transportation and infrastructure priorities for
the 119th Congress.
The T&I Committee has a very busy agenda this session, and
looking ahead, we have multiple legislative priorities that the
committee has to reauthorize. A top priority is reauthorization
of the Nation's surface transportation programs.
And as we plan for a new reauthorization bill, we are going
through the Infrastructure Investment and Jobs Act carefully
and looking at what works, and simply, what doesn't work. A
priority of mine is to return the surface transportation
reauthorization back to a traditional infrastructure bill that
focuses on roads, bridges, and movement of freight.
The portal for Members' offices to submit priorities to a
surface transportation reauthorization bill went live on Monday
and will be open until May 30th. I look forward to working with
everyone on this must-pass bill.
In addition to the surface transportation bill, we are
going to be working on pipeline safety reauthorization and the
water infrastructure bills. Throughout our busy schedule, we
are going to continue to prioritize implementation of the 5-
year Federal Aviation Administration reauthorization that was
signed into law just last year on a very bipartisan basis.
As we advance our legislative agenda, it is important for
both myself and the ranking member that we gather input from
all the Members of Congress. And again, thank you for being
here today, and thank you for testifying on the transportation
and infrastructure needs of your district.
[Mr. Graves' prepared statement follows:]
Prepared Statement of Hon. Sam Graves of Missouri, Chairman, Committee
on Transportation and Infrastructure
Today, I look forward to hearing from Members sharing their
transportation and infrastructure priorities for the 119th Congress.
The T&I Committee has a busy agenda for this session. Looking
ahead, we have multiple legislative priorities that the Committee must
reauthorize. A top priority is the reauthorization of the nation's
surface transportation programs.
As we plan for a new reauthorization bill, we are going through the
Infrastructure Investment and Jobs Act carefully and looking at what
works and what doesn't work. A priority of mine will be to return the
surface transportation reauthorization back to a traditional
infrastructure bill that focuses on roads, bridges, and the movement of
freight.
The portal for Member offices to submit priorities to a surface
transportation reauthorization bill went live on Monday and will be
open until May 30th. I look forward to working with you all on this
must-pass bill.
In addition to the surface transportation bill, we will also work
on pipeline safety reauthorization and water infrastructure bills.
Throughout our busy schedule, we will continue to prioritize
implementation of the five-year Federal Aviation Administration (FAA)
reauthorization that was signed into law last year on a bipartisan
basis.
As we advance our legislative agenda, it is important to both
myself and the Ranking Member that we gather input from all Members of
Congress. Again, thank you all for being here today to testify on the
transportation and infrastructure needs in your districts.
Mr. Graves. I now recognize Rick for his opening statement.
OPENING STATEMENT OF HON. RICK LARSEN OF WASHINGTON, RANKING
MEMBER, COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
Mr. Larsen of Washington. Thank you, Mr. Chair, and welcome
to our committee's Member Day hearing, everyone. It is an
opportunity for our House colleagues to testify before the
committee about transportation and infrastructure priorities
that are the most pressing for our constituents.
Twenty-eight Members have signed up to speak before the
committee today. This robust participation from Members on both
sides of the aisle as witnesses demonstrates, as the chair and
I have said multiple times, the issues before this committee
are not about which team you are on; they are about solving
problems for the people in your district, solving the
transportation and infrastructure challenges that they face,
and creating opportunities--economic opportunities--for people
we represent.
The enthusiasm of Members seeking to testify today is not
surprising. Thanks to the work of this committee, we are seeing
real and sustained investments in our Nation's roads, bridges,
rail, airports, and water infrastructure. The Bipartisan
Infrastructure Law is delivering results for communities across
the country, and it is essential that this committee continue
to build on its success. The testimony of our colleagues that
they deliver today will no doubt help us in that effort.
The investments we authorize and oversee in this committee
promote a safer, a cleaner, a greener, more accessible
transportation network; create jobs and opportunity for
everyone; enhance our global economic competitiveness; build
capacity in our communities; restore and protect the
environment; and increase the safety of transportation in the
United States.
Today's hearing will help inform our upcoming surface
transportation reauthorization legislation, which is vital to
maintaining a safe and efficient transportation system. This
bill offers us an opportunity to enhance safety; improve our
roads, bridges, transit, and rail networks; and invest in our
communities to ensure America's economic competitiveness. I am
confident the ideas we hear today will help us accomplish these
objectives.
I want to thank the chair, as well, for his commitment to
working in a bipartisan manner to see this legislation, as well
as Coast Guard authorization, pipeline safety, water resources
legislation, and, most recently, a FEMA reform bill discussion
draft that we released last week, and working to get all these
things over the finish line in this Congress.
Including a wide range of perspectives is essential to
ensuring the work of this committee meets the needs of the
people from across the country. Making sure Members can
directly advocate for their districts is an important part of
this. I want to thank the Members who have made time to come
before the committee today, and I'm eager to hear your
testimony.
With that, Mr. Chair, I will yield back.
[Mr. Larsen of Washington's prepared statement follows:]
Prepared Statement of Hon. Rick Larsen of Washington, Ranking Member,
Committee on Transportation and Infrastructure
Welcome to the Committee's Member Day hearing, which is an
opportunity for our House colleagues to testify before the Committee
about the transportation and infrastructure priorities that are most
pressing for their constituents. Twenty-eight members have signed up to
speak before the Committee today.
The robust participation from Members on both sides of the aisle as
witnesses demonstrates--as the Chairman and I have said multiple
times--that the issues before this Committee are not about which team
you are on. They're about solving problems for the people in your
district, solving the transportation and infrastructure challenges they
face and creating economic opportunities for the people we represent.
The enthusiasm of members seeking to testify today is not
surprising. Thanks to the work of this Committee, we are seeing real
and sustained investments in our nation's roads, bridges, rail,
airports, and water infrastructure.
The Bipartisan Infrastructure Law is delivering results for
communities across the country, and it is essential that this Committee
continues to build on that success.
The testimony our colleagues deliver today will no doubt aid us in
that effort.
The investments we authorize and oversee in this Committee:
Promote a safer, cleaner, greener, and more accessible
transportation network;
Create jobs and opportunities for everyone;
Enhance our global economic competitiveness;
Build capacity in our communities;
Restore and protect our environment; and
Increase the safety of transportation systems in the U.S.
Today's hearing will help inform our upcoming surface
transportation reauthorization legislation, which is vital to
maintaining a safe and efficient transportation system.
This bill offers us an opportunity to enhance safety, improve our
roads, bridges, transit and rail networks, and invest in our
communities to ensure America's economic competitiveness. I am
confident that the ideas we hear today will help us accomplish these
objectives.
Thank you, Chairman Graves, for your commitment to working in a
bipartisan manner to see this legislation, as well as Coast Guard
authorization, pipeline safety, water resources legislation and, most
recently, a FEMA reform bill discussion draft that we released last
week, and working to get all those things over the finish line this
Congress.
Including a wide range of perspectives is essential to ensuring the
work of this Committee meets the needs of people from across the
country.
Making sure Members can directly advocate for their districts is an
important part of this process.
Thank you to all the Members who have made time to come before the
Committee today. I am eager to hear your testimony.
Mr. Graves. For today's hearing, off-committee Members are
going to be testifying. And I would like to take a moment--
well, I don't have to explain it to you all. You understand the
lighting system and how it works.
With that, I would ask unanimous consent that the
witnesses' full statements be included in the record.
And without objection, that is so ordered.
As your written testimony has been made a part of the
record, the committee asks that you limit your oral remarks to
5 minutes. And given the number of Members that are going to be
appearing before the committee today, out of consideration for
our colleagues' time, I would ask unanimous consent that
members of the committee be given 2 minutes to question each
Member following their statements.
Without objection, that is so ordered.
And with that, we will start with Representative Frost; 5
minutes.
TESTIMONY OF HON. MAXWELL FROST, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF FLORIDA
Mr. Frost. Thank you, Mr. Chairman and Mr. Ranking Member,
for the opportunity to address the House Transportation and
Infrastructure Committee this morning.
Central Florida is one of the Nation's fastest growing
regions. Like similar communities, our streets and highways are
notoriously congested. Government, community, and business
leaders there all agree that we must attack this problem
through better transit.
Good public transportation saves everybody money, whether
they use it or not. And with better transit access, even
drivers will save thousands of dollars a year. Transit also
saves everyone time after work and between errands, as well;
time that can be dedicated to friends, family, and not being
stuck in traffic, which is a normal experience of being someone
from Orlando, Florida.
When it comes to making transportation work for their
residents, communities large and small face a major obstacle:
the cost of new transit buses is shockingly high. They can
easily reach over $1 million each.
Industry stakeholders are aware of several contributing
factors, and we have pulled together a lot of people on this
back at home. We have seen the amount of customization, the
decline in the number of manufacturers severely dropped for
buses, supply chain issues, and the low number of yearly
orders. To develop consensus around a legislative solution to
this problem, further work needs to be done to confirm the key
drivers of costs and examine how the Federal Transit
Administration and the Federal Government can continue to help
bring down prices.
I am going to be introducing a bill called the Transit Bus
Affordability Act, which has been developed with input from the
GAO, industry stakeholders, and policy experts. The legislation
instructs GAO to investigate which factors are driving up the
cost of transit buses, what steps the FTA, transit agencies,
and stakeholders have taken to reduce costs, and any additional
authorities that the FTA or transit agencies may need to help
minimize costs. This bill would not be a burden on the budget,
and its findings could help save our State and local
governments millions of dollars as they pursue and update their
public transportation.
As the committee works on constructing a surface
transportation reauthorization bill, I also encourage the
committee to incorporate this legislative study in the bigger
package so we can take steps towards saving taxpayer money and
helping our communities travel more easily and affordably
throughout the communities.
Additionally, I hope the committee will consider and pass
my bipartisan legislation, the Safe Air on Airplanes Act. It
builds on action you all took in last year's FAA
reauthorization to tackle fume events on commercial airplanes.
This issue was brought to my attention by a constituent who
suffers from major health issues after several fume events
while working as a flight attendant.
The root cause of these fume events is part of commercial
airplanes' designs, a system called the bleed air system.
Except for the Boeing 787, all commercial jet aircraft take or
bleed air through the engine compressors and supply it to the
cabin and the flight deck. The compressors are lubricated with
oil, and they can also ingest external contaminants like
hydraulic fluid. New advances in aircraft design and technology
means that we no longer need these systems.
The bipartisan Safe Air on Airplanes Act will ensure a
future where pilots, cabin crew, and airline passengers will
not have to fear fume events by ending the use of bleed air
systems for ventilation in new commercial aircraft design,
requiring effective filters on bleed air systems within 7
years, and phasing out the use of bleed air systems for
ventilation in existing commercial aircraft designs for the
coming decades.
Another piece of bipartisan legislation I ask the committee
to consider is the Energy Storage for Resilient Homes Act. This
piece of legislation allows the existing Federal Emergency
Management Agency resources to be used for the installation of
home energy storage in single-family homes. When a severe storm
hits, the loss of electricity can mean the loss of life. In
fact, most of the time many of the people who die because of
hurricanes don't die during the hurricanes, they die the days
after the hurricanes because their power has gone out. And
unfortunately, much like Hurricane Ian, 100 percent of the
deaths were people over the age of 65, many of whom died
because their machines turned off that were helping to keep
them alive after the storm. This is something I think we should
look at, and the Energy Storage for Resilient Homes Act will
help with that.
Finally, I request that the committee revise the
inappropriately unequal funding split that we see at the
Highway Trust Fund that we have seen for decades, presently 80
percent for highways, 20 percent for transit. Well-funded
public transit makes everyone's commute cheaper and easier, and
we want to make sure that we have a well-funded public transit
system throughout the country.
Last thing is in my district. Government and community and
business leaders all alike are excited about central Florida's
Sunshine Corridor. It is a project which will significantly
ease the commute of over 100,000 workers, while making our
largest attractions directly accessible by rail to tens of
millions of visitors who choose Orlando as their vacation,
starting at the airport. We hope that not just the committee,
but the Federal Government will help central Florida as we
expand Brightline, already existing from Miami to the Orlando
airport, through Orlando all the way to Tampa, which will
dramatically change and transform our region and make us even
more competitive in being able to host large-scale events, as
we are the largest tourist destination in the country.
I look forward to working with the committee to improve
transportation for all of our constituents, and I yield back.
[Mr. Frost's prepared statement follows:]
Prepared Statement of Hon. Maxwell Frost, a Representative in Congress
from the State of Florida
Thank you, Mr. Chairman and Mr. Ranking Member, for the opportunity
to address the House Transportation and Infrastructure Committee.
My Central Florida is one of the nation's fastest growing regions.
Like similar communities, our streets and highways are notoriously
congested. Government, community, and business leaders there all agree
that we must attack this problem through better transit.
Good public transportation saves everyone money, whether they use
it or not. With better transit access, drivers save thousands of
dollars a year. Transit means less congestion, less gas burnt off while
idling in traffic, and less wear and tear on cars. Transit also saves
everyone time after work and between errands as well: time that can be
dedicated to friends and family, not stuck in traffic.
When it comes to making transportation work for their residents,
communities large and small face a major obstacle in the shockingly
high price tag of transit buses. These can easily cost over a million
dollars each.
Industry stakeholders are aware of several contributing factors,
like the amount of customization, the decline in the number of
manufacturers, supply chain issues, and the low number of yearly
orders. To develop consensus around legislative solutions to this
problem, further work needs to be done to confirm the key drivers and
how the Federal Transit Administration (FTA) and the federal government
can help bring down prices.
I will be introducing the Transit Bus Affordability Act, which has
been developed with input from the Government Accountability Office
(GAO), industry stakeholders, and policy experts. The legislation
instructs the GAO to investigate which factors are driving up the cost
of transit buses, what steps the FTA, transit agencies and stakeholders
have taken to reduce costs, and any additional authorities that the FTA
or transit agencies may need to help minimize costs.
This bill would not be a burden on the budget and its findings
could save our state and local governments millions of dollars as they
pursue better and updated public transportation. As the committee works
on constructing a surface transportation reauthorization bill, I
encourage you to incorporate this legislative study so we can take
steps toward saving taxpayer money and helping our communities travel
more easily and affordably.
Additionally, I hope the committee will consider and pass my
bipartisan Safe Air on Airplanes Act, which would build on actions this
committee took in last year's Federal Aviation Administration (FAA)
reauthorization to tackle fume events on commercial airplanes. This
issue was brought to my attention by a constituent who suffered major
health issues from fume events while working as a flight attendant.
The Safe Air on Airplanes Act will ensure a future where pilots,
cabin crew, and airline passengers will not have to fear fume events by
ending the use of bleed air systems for ventilation in new commercial
aircraft design, requiring filters on bleed air systems to effectively
keep oil particulates out of flight deck and cabin air within seven
years, and phasing out the use of bleed air systems for ventilation in
existing commercial aircraft designs in the coming decades.
A fume event occurs when pilots, crew, or passengers inhale engine
oil or hydraulic fluid present in the air that is supplied to the
flight deck and cabin. These particles include a long list of toxic
chemicals, and the adverse health effects can include dizziness and
vomiting, difficulty breathing, irregular heart rate, and memory loss.
Fume events have ended the careers of exposed pilots and flight
attendants. An average of five fume events are reported to the FAA each
day.
The root cause of fume events is a part of commercial airplane
designs called a bleed air system. Except for the Boeing 787, all
aircraft take (or ``bleed'') air through the engine compressors and
supply it to the cabin and flight deck. The compressors are lubricated
with oil and can also ingest external contaminants like hydraulic
fluid. New advances in aircraft design and technologies mean that we no
longer need these systems.
Another piece of bipartisan legislation I ask the committee to
consider is the Energy Storage for Resilient Homes Act. This bill
allows existing Federal Emergency Management Agency (FEMA) resources to
be used for the installation of home energy storage in single family
homes. When severe weather hits, loss of electricity can mean loss of
life, especially for seniors and people with disabilities. Home energy
storage can keep that vital electricity running. While current disaster
mitigation policy is focused on the city and state level, this bill
will allow individuals and households to directly protect their homes
and themselves.
Disaster mitigation is just one of FEMA's many important roles. I
ask this committee to resist supporting any proposals to abolish it.
Central Floridians are currently gearing up for another Hurricane
Season, where tens of thousands of our community members may once again
need this help. FEMA has thousands of experts in disaster response and
recovery, rebuilding infrastructure, and grants management and
maintains stockpiles of emergency supplies and equipment ready to be
deployed. If FEMA is abolished, states will compete for scarce
resources and qualified, experienced personnel. Americans deserve
better than ``good luck with that'' when it comes to surviving severe
weather.
Finally, I request that the committee revises the inappropriately
unequal funding split for the Highway Trust Fund, which is presently 80
percent for highways and 20 percent for transit. Well-funded public
transportation makes everyone's commute easier. Less traffic means that
we will all be breathing cleaner air on those trips while there will
also be less pollutants in our soil and water.
I look forward to working with the committee to improve
transportation for our constituents, whether they are looking forward
to the fastest commute home to their family or the safest flight
possible on their epic trip to Central Florida's internationally
celebrated attractions.
Mr. Graves. Do any Members wish to be recognized for
questions?
Mr. Larsen of Washington. Representative Frost, just to
clarify on Brightline, is it envisioned that if it is extended
from Orlando to Tampa, that that would be Brightline, or----
Mr. Frost [interrupting]. Yes.
Mr. Larsen of Washington [continuing]. Is it----
Mr. Frost [interrupting]. Yes. So, it is really
interesting. And so essentially, right now it is going to the
airport and the Sunshine Corridor is--it will kind of zigzag
through Orlando, some very key spots--Disney, Universal, et
cetera, all those areas--and then it will continue from Tampa.
But there will be a transfer station with our commuter rail,
which is called SunRail, in Orlando as well.
And so this Brightline, which will go from east to west, it
will go into to Tampa, will connect with our north-south
commuter rail, which will be transformational for the workers
all throughout the region and the entertainment industry, but
also for the people who live there who will more easily be able
to get from any part of the State--most parts of the State--
through rail.
Mr. Graves. Does anyone else wish to be recognized?
Seeing no one, thank you, Mr. Frost.
Mr. Frost. Thank you.
Mr. Graves. We will next move to Representative LaLota, New
York First.
TESTIMONY OF HON. NICK LaLOTA, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. LaLota. Thank you, Chairman Graves and Ranking Member
Larsen, for holding today's hearing and for giving me the
opportunity to speak about an issue that has a great deal of
importance to the people I represent back home on Long Island,
the Long Island Sound Program.
Back in 1985, Congress wisely created the Long Island Sound
Program to take on the environmental challenges facing one of
our region's most treasured and economically vital natural
resources. Since then, the program has helped us clean up
pollution, restore habitats, and protect the sound for future
generations.
For folks on Long Island and across the sound in
Connecticut, this isn't just about environmental protection; it
is about our way of life. Whether you are a fisherman, a small
business owner, a researcher, or just somebody who enjoys our
beaches and waterways, the sound is a part of who we are. It is
how a lot of people in our region make a living, and how even
more build a better life for their families.
But let's be honest, the sound has had its share of
problems. Decades of pollution, overdevelopment, and neglect
have taken their toll. We have seen water quality suffer,
marine habitats deteriorate, and dangerous hypoxia threaten
fish and shellfish populations.
The good news is that the Long Island Sound Program is
working. Because of Federal investments, nitrogen pollution is
down more than 70 percent compared to the 1990s; hypoxic
conditions have dropped nearly 60 percent; and we have restored
over 2,200 acres of coastal habitat. In fiscal year 2024, we
secured $40 million, the highest funding level the program has
ever seen, and we are putting that money to good use with more
than 570 conservation projects underway.
We have come a long way, but we are not done. Reauthorizing
this program is how we build on that progress and make sure the
sound is clean, swimmable, fishable, and thriving for
generations to come. I am proud to represent a district where
protecting the sound is not a partisan issue, it is a local
priority.
I look forward to working with all of you to reauthorize
this program, and I urge my colleagues to support my
legislation, the Long Island Sound Restoration and Stewardship
Reauthorization Act of 2025.
Also, very quickly, on a separate issue, as we approach
reauthorization of the surface transportation bill, the
Amalgamated Transit Union, or ATU, represents thousands of
schoolbus drivers on Long Island, and many of the New York
Transit busdrivers live in my district. These hard-working
Americans put their lives at risk on a daily basis,
transporting folks to school, work, and other appointments.
Workforce safety and workforce development are critical issues
for these great men and women, and I ask the committee to
consider the priorities of the ATU as you begin drafting your
surface transportation reauthorization.
Thank you, Chairman, I yield back.
[Mr. LaLota's prepared statement follows:]
Prepared Statement of Hon. Nick LaLota, a Representative in Congress
from the State of New York
Thank you, Chairman Graves and Ranking Member Larsen, for holding
today's hearing and for giving me the opportunity to speak about an
issue that means a great deal to the people I represent on Long
Island--reauthorizing the Long Island Sound Program.
Back in 1985, Congress created the Long Island Sound Program to
take on the environmental challenges facing one of our region's most
treasured and economically vital natural resources.
Since then, the program has helped us clean up pollution, restore
habitats, and protect the Sound for future generations.
For folks on Long Island and across the Sound in Connecticut, this
isn't just about environmental protection--it's about our way of life.
Whether you're a fisherman, a small business owner, a researcher,
or just someone who enjoys our beaches and waterways--the Sound is part
of who we are.
It's how a lot of people in our region make a living and how even
more build a better life for their families.
But let's be honest--the Sound has had its share of problems.
Decades of pollution, overdevelopment, and neglect have taken their
toll.
We've seen water quality suffer, marine habitats deteriorate, and
dangerous hypoxia threaten fish and shellfish populations.
The good news is that the Long Island Sound Program is working.
Because of federal investments, nitrogen pollution is down more than
70% compared to the 1990s, hypoxic conditions have dropped nearly 60%,
and we've restored over 2,200 acres of coastal habitat.
In FY24, we secured $40 million--the highest funding level the
program has ever seen--and we're putting that money to good use with
more than 570 conservation projects underway.
We've come a long way, but we're not done.
Reauthorizing this program is how we build on that progress--and
make sure the Sound is clean, swimmable, fishable, and thriving for
generations to come.
I'm proud to represent a district where protecting the Sound is not
a partisan issue--it's a local priority.
I look forward to working with all of you to reauthorize this
program, and I urge my colleagues to support my legislation, the Long
Island Sound Restoration and Stewardship Reauthorization Act of 2025.
Also, very quickly, on a separate issue as we approach
reauthorization of the Surface Transportation bill.
The Amalgamated Transit Union or ATU represent thousands of school
bus drivers on Long Island and many of the NY transit bus drivers live
in my district.
These hard-working Americans put their lives at risk on a daily
basis transporting folks to school, work, and other appointments.
Workforce safety and workforce development are critical issues for
these great men and women and I ask the Committee to consider the
priorities of the ATU as you begin drafting your Surface Transportation
Reauthorization.
Thank you, and I yield back.
Mr. Perry [presiding]. The Chair thanks the gentleman. Are
there any Members that have questions?
Mr. Larsen is recognized.
Mr. Larsen of Washington. Thanks.
Thank you, Representative LaLota, for your testimony on
Long Island Sound. The Puget Sound is also one of those
programs in the EPA's geographic program, and so looking at
your particular bill would probably be done in a larger context
of the 12 or 13 of the geographic programs that are part of
that, certainly.
I am as supportive of Long Island's program as I am of
Puget Sound's program, so we can work together on this.
Mr. LaLota. Ranking Member, in 2003 and 2004, I was
stationed in Bremerton, Washington. I lived in Seattle and
transited the Puget Sound routinely. And I support your
endeavors, too, sir.
Mr. Larsen of Washington. And we appreciate your efforts
there while you were there to keep it clean.
Mr. LaLota. I did my part, sir.
Mr. Perry. The gentleman yields. Are there any other
questions from any other Members?
Hearing none, the Chair thanks the gentleman from New York.
The Chair now recognizes Representative Goodlander.
TESTIMONY OF HON. MAGGIE GOODLANDER, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW HAMPSHIRE
Ms. Goodlander. Thank you, Mr. Chairman, and thank you,
Ranking Member Larsen, members of this committee, for the
opportunity to be here today to testify before you. My good
friend and colleague, Congressman Chris Pappas, represents our
State of New Hampshire very well on this committee, and I am
delighted to be here today to join him in those efforts.
New Hampshire is a small State, relatively small State. My
district is a pretty big one: 6,500 square miles from my
hometown of Nashua all the way up to the north country, the
Canadian border. We have got almost 17,000 miles of public
highways and roads, almost 4,000 bridges, and it is a district
that is mostly rural. So I want to thank this committee for the
bipartisan efforts that you have made to support our rural
communities.
Today, as I have traveled across the district, I have heard
two things loud and clear from our partners at the local level,
at the county level, at the regional level, and I have spent
some time with our regional planning commissions.
And the two things I have heard are, number one, I hope
that this committee will continue to prioritize ways to cut
redtape and to streamline the processes that so many of our
local communities struggle with in accessing Federal funds,
which, for New Hampshire and for so many communities across our
country, are the lifeblood of our transportation and
infrastructure system. And so I want to urge this committee to
continue to develop those ideas. I think there have been some
promising proposals, for example, for the development of a
common application that would cut redtape and allow for
communities to apply for multiple Federal infrastructure
programs through a single application process, a commonsense
way to cut redtape and to make Government work more effectively
for the American people.
I also want to say, our communities really depend upon
reliable Federal funding streams. And in New Hampshire, the $15
million that was clawed back for electric vehicle charging
stations earlier this year as part of a funding freeze has been
extremely disruptive in our State, and I hope that this
committee will continue to prioritize doing everything in our
power to make sure that we have got reliable funding streams
across the board.
I want to just point out a few priorities for New Hampshire
in the upcoming--the must-pass surface transportation
reauthorization bill. A number of discretionary programs have
been critical to my State. That includes the BUILD program,
which has been essential in the development of regionally
significant projects like the Claremont Access, Restoration,
Development, and Safety project, the CARDS project, in my
district.
My hometown, Nashua, has been working towards a commuter
rail to connect southern New Hampshire with Boston, and the
Consolidated Rail Infrastructure and Safety Improvements
Program is a key source of funding for that effort.
Flooding has also been a persistent problem in the Granite
State, and the PROTECT program is an incredibly important
source of funding for resiliency-focused projects.
I want to point out two other programs when it comes to
transportation safety and reducing transportation-related
fatalities and injuries, and that includes the Highway Safety
Improvement and the Safe Streets for All programs. That is
especially important for motorcycles, which have a large
presence back at home.
I hope this committee will also prioritize better safety
data collection including on cargo vans used by big companies
like Amazon.
And I hope the committee will, in the upcoming bill, add
language that will ensure those with felony sex assault
convictions aren't able to get a commercial driver's license.
This is, I think, a really important safeguard that addresses
concerns that have been raised by the Women of Trucking
Advisory Board.
I want to also point out a bipartisan bill that I hope to
have the support of this committee on, the Path to Education
Act, which is designed to really ensure that we fill gaps
across this country that is preventing people from accessing
programs like Head Start and from being able to attend our
community colleges. Head Start delivers a really strong return
on investment in New Hampshire, and our community colleges are
the lifeblood of our communities. And this simple, commonsense,
bipartisan bill would empower the Department of Transportation
to act on data that has been collected by the mapping project
at the National League of Cities to close gaps in
transportation and really enable the kind of economic
opportunity that we all want to see.
In closing, I just want to point out I hope this committee
will continue to support the Northern Border Regional
Commission, which has punched above its weight and been an
essential driver of economic development for New Hampshire,
Vermont, New York, and Maine.
And finally, I just want to thank this committee for the
bipartisan work that you have done on aviation safety. My
district is home to one of our country's 22 air traffic control
centers, the Patricia Clark Center in my hometown of Nashua.
H.R. 3270, the Air Traffic Control Workforce Development Act of
2025, has earned support across the board from this committee,
and I want to thank you for your efforts on that bill and urge
you to see that bill across the finish line.
But I thank you for the bipartisan work of this really
important committee and look forward to working with you in the
days ahead.
[Ms. Goodlander's prepared statement follows:]
Prepared Statement of Hon. Maggie Goodlander, a Representative in
Congress from the State of New Hampshire
Good morning, Chairman Graves, Ranking Member Larsen, and Members
of the committee. Thank you for holding today's Member Day and for
providing the opportunity to highlight transportation and
infrastructure needs from New Hampshire's Second Congressional
District.
I want to start by sharing my priorities related to the forthcoming
surface transportation reauthorization bill. More than anything my
state DOT needs reliable federal funding streams to effectively plan
and execute projects. Accordingly, I urge you to include robust funding
levels for federal highway formula programs for our roads and bridges,
as well as transit formula programs, especially for rural areas. Given
the various federal funding streams, I also lend my support to
proposals for the development of a ``common application'' that would
cut red tape and allow communities to apply for multiple federal
infrastructure programs through a single application process. This
would greatly reduce the administrative burden on small towns and rural
communities. I would also be remiss not to mention my frustration as
the New Hampshire DOT recently lost $15 million for EV charging
stations, with the Trump Administration's ``funding freeze,'' which I
am glad to see state Attorneys General fighting in court.
In terms of discretionary programs, the BUILD program has helped
with the development of regionally significant projects, like the
Claremont Access, Restoration, Development and Safety (CARDS) project
in my district. My hometown of Nashua has been working towards commuter
rail to connect southern New Hampshire with Boston. The Consolidated
Rail Infrastructure and Safety Improvements (CRISI) program is a key
funding source in that effort. Flooding has also been a persistent
problem in the Granite State, and the PROTECT Program has been an
important funding source for resiliency-focused projects.
Regarding safety, the National Transportation Safety Board (NTSB)
also recommended a bridge in New Hampshire, the Memorial Bridge, be
subject to additional review following the collapse of Baltimore's Key
Bridge. I urge this committee to ensure states have the assistance and
resources they need to conduct these reviews and ensure proper
safeguards. I also back federal efforts to reduce the number of
transportation related fatalities and injuries under the Highway Safety
Improvement (HSIP) and Safe Streets for All programs, especially for
motorcycles which have a large presence back home. Better safety data
collection--including on cargo vans used by companies like Amazon--is
also needed. Additionally, I urge this committee to add language
ensuring those with felony sexual assault convictions are not able to
get Commercial Drivers Licenses (CDLs), a necessary safeguard that
aligns with concerns raised by the Women of Trucking Advisory Board
(WOTAB).
My final surface transportation priority is the PATH to Education
Act, a bipartisan bill I'm working on to ensure lack of transportation
doesn't prevent access to Head Start and community colleges--two vital
tools for creating upward economic mobility. Head Start serves low-
income families with young children and delivers a strong return on
investment, while community colleges provide affordable quality
education to diverse learners from veterans, to working adults, to
those looking to reskill for today's economy. Yet without a car, many
can't reach these programs. The Civic Mapping Project at the National
League of Cities identifies where transit routes could be expanded to
close these gaps. My bill would empower the Department of
Transportation (DOT) to act on that data and connect more people to
these opportunities. I urge you to include it in the surface
transportation reauthorization.
Two other priorities for me in this committee's jurisdiction
include the Northern Border Regional Commission and addressing our
national shortage of air traffic controllers. The NBRC was created in
2008 as a federal-state partnership that provides vital support for
infrastructure and economic development initiatives in 60 rural
counties in New Hampshire, Vermont, New York, and Maine. The NBRC has
helped alleviate distress and restore economic opportunity to the
region. The Trump Administration's FY26 budget request proposed
eliminating it, but I proudly co-led a recent bipartisan, bicameral
appropriations letter with Rep. Elise Stefanik (R-NY) advocating for
the program. I thank this committee for your strong bipartisan track
record of support for the NBRC and urge it to continue. Just last week,
along with several Members of this committee, I also helped introduce
H.R. 3270, the Air Traffic Control Workforce Development Act of 2025. I
urge you to move this bipartisan commonsense legislation to help
recruit and retain air traffic controllers and equip our aviation
workforce with the equipment and facilities they need to keep our skies
safe through this committee.
Thank you again for your bipartisan leadership, consideration of
these requests, and the chance to speak here today. I look forward to
working with you this Congress.
Mr. Perry. The Chair thanks the gentlelady. Are there
questions or comments?
Hearing none, thank you, ma'am. The Chair now turns to the
gentleman from Indiana, Mr. Yakym.
TESTIMONY OF HON. RUDY YAKYM III, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF INDIANA
Mr. Yakym. Thank you, Mr. Chairman.
To Chairman Graves, who I know is outside of here, but also
to Ranking Member Larsen, it is great to be back in 2167
Rayburn again. I had the privilege of serving on the
Transportation and Infrastructure Committee in the 118th
Congress, and I am proud of the work that we were able to
accomplish together.
I want to present five priorities that I hope this
committee will consider this Congress.
The first is ensuring that the FAA releases its overdue
notice of proposed rulemaking on beyond visual line of sight
operations for unmanned aerial aircraft systems as soon as
possible. One of our committee's key accomplishments last
Congress was the bipartisan FAA reauthorization. Unfortunately,
this notice of proposed rulemaking was due September 16th of
2024. That deadline, of course, has come and gone. It is one of
many missed opportunities that former Transportation Secretary
Pete Buttigieg left for the current Secretary, Sean Duffy.
This Congress, the expiration of the Infrastructure
Investment and Jobs Act, or IIJA, looms large. I wasn't in the
House when IIJA passed, but I participated in a number of
oversight hearings, and it is clear that IIJA's results did not
live up to its promises. I have three priorities that I believe
will make the next surface transportation bill a success.
First, streamline the grant agreement process as much as
possible, and require public reports on grant agreement
progress across programs to ensure and drive accountability.
Secretary Buttigieg's crippling bureaucracy got in the way of
putting shovels in the ground. It is no wonder Secretary Duffy
was saddled with a backlog of 3,200 projects that were
announced, but not executed on.
A valuable oversight tool was the Department's monthly
reports on grant agreements under the Rebuilding American
Infrastructure with Sustainability and Equity, or RAISE,
program. As of the last available report, November 2024, only
224 of 414 grant agreements, just over half, were executed for
grants awarded in fiscal years 2021, 2022, and 2023. It is
absolutely unacceptable for projects to wait upwards of 3 years
to get the green light from the Secretary, especially in a time
of high inflation.
You might think projects highlighted in the Department's
press releases got a little extra attention. They did not. Only
9 of the 23 RAISE projects, or 39 percent, highlighted in the
fiscal year 2021, 2022, and 2023 press releases had an executed
grant agreement as of the November 2024 progress report. Too
often, Secretary Buttigieg seemed content to bask in the
fanfare of the announcement, only to leave the projects stuck
at the starting line.
My next IIJA priority is to dramatically scale back
discretionary grants in favor of formula funding. IIJA expanded
discretionary grants by 500 percent, but Indiana ranked dead
last on a per capita basis in securing these grants.
Apparently, the Hoosier State maybe just needed some better
connections in the Department. And while some of the
responsibility lies with project selection and design, the
Department had a large scale, too. For example, a local entity
that was passed over for a planning grant to study a grade
separation at a dangerous railroad was told in a debrief by the
Department of Transportation that the project might have scored
higher had they included a plan for EV charging. States know
where it is best to allocate infrastructure money for local
needs, not bureaucrats in Washington that think railroad
overpasses need EV chargers.
Speaking of which, I urge the committee to end IIJA's
failed EV charging programs. The $5 billion National Electric
Vehicle Infrastructure, or NEVI, and the $2\1/2\ billion
Charging and Fueling Infrastructure, or CFI, programs again had
lofty promises. But in over 3 years, NEVI stood up only about
60 stations, and CFI only 3. Here, too, the Secretary gummed up
the process through rigid regulations and burdensome DEI
requirements.
But the Federal Government shouldn't be involved in
constructing EV charging stations in the first place. According
to the Joint Office of Energy and Transportation, there were
12,000 public charging ports added in the fourth quarter of
2024 alone. In 3 years, NEVI and CFI built approximately 300.
My final priority is to ensure agencies refocus on their
core missions. The Biden administration infused its woke DEI
agenda into agencies, often at the expense of their core
functions. For example, the Deputy Administrator for the
Pipeline and Hazardous Materials Safety Administration, or
PHMSA, tried to brand the safety agency as a ``climate
agency.'' FEMA changed its number-one strategic goal from
``build a culture of preparedness'' to ``instill a culture of
equity as a foundation of emergency management.'' These
pointless word games add nothing of substance; they only waste
time and distract from the core missions. Our Federal agencies
need to get back to the basics.
Thank you for having me testify today. And with that, Mr.
Chairman, I yield back.
[Mr. Yakym's prepared statement follows:]
Prepared Statement of Hon. Rudy Yakym III, a Representative in Congress
from the State of Indiana
Chairman Graves and Ranking Member Larsen, it's good to be in 2167
Rayburn again.
I had the honor of serving on the Transportation and Infrastructure
Committee for the 118th Congress, and I'm proud of what we were able to
roll up our sleeves and get done together.
One of the key accomplishments of the Committee in the 118th
Congress was the bipartisan Federal Aviation Administration (FAA)
reauthorization. But as a new Member, I was struck by how many
stakeholders came in to talk about provisions from previous
reauthorizations that the FAA still hadn't implemented. Unfortunately,
I want to start by adding one to the pile.
The FAA was supposed to publish a Notice of Proposed Rulemaking
(NPRM) on beyond visual line of sight operations (BVLOS) for unmanned
aircraft systems (UAS) by September 16, 2024. However, that deadline
has come and gone. Former Secretary Pete Buttigieg left current
Secretary Sean Duffy with a lot of missed deadlines. I hope that we can
get a BVLOS NPRM in short order.
One of the biggest looming issues for this Committee in the 119th
Congress is the expiration of the Infrastructure Investment and Jobs
Act (IIJA). I wasn't in Congress when IIJA passed, but I sat through
many oversight hearings, and I must reluctantly conclude that IIJA's
results did not live up to its promises.
A common theme in IIJA's failures is the bureaucracy of Secretary
Buttigieg's Department of Transportation getting in the way of putting
shovels in the ground. I heard from many local entities that won grants
about the wave of paperwork and delays they faced. For example,
recipients of a 2023 Safe Streets and Roads for All grant were required
to certify compliance with 75 laws and regulations, as well as 12
executive orders.\1\
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\1\ https://www.transportation.gov/sites/dot.gov/files/2024-01/
SS4A-FY23_Exhibits_2024-01-04.pdf
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The Rebuilding American Infrastructure with Sustainability and
Equity (RAISE) grant program was also illustrative of Secretary
Buttigieg's crippling bureaucracy. The Department publicly tracked the
progress of RAISE recipients' grant agreements, which are required
before work can begin on a project.
As of the last available progress report, in November 2024, only
224 of 414 (54.1%) grant agreements were executed for grant awards
across fiscal years 2021, 2022, and 2023. It is plainly unacceptable
for projects to wait upwards of three years to get the green light from
the Department, especially as they were grappling with the Biden
Administration's massive inflation.
Too often, Secretary Buttigieg appears to have been content to
announce grants to great fanfare, only to turn around and bury
recipients under paperwork. Only 9 of the 23 (39.1%) RAISE projects
highlighted in the Department's fiscal year 2021, 2022, and 2023 press
releases had an executed grant agreement as of the November 2024
progress report.
Indeed, Secretary Duffy reports that Secretary Buttigieg left him a
backlog of 3,200 projects that were announced but not executed upon.\2\
As this Committee works toward a surface transportation
reauthorization, I urge you to require public reports on the progress
of grant agreements across grant programs, similar to the RAISE
program, to ensure accountability and to streamline the grant agreement
process as much as possible.
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\2\ https://www.transportation.gov/briefing-room/us-transportation-
secretary-sean-p-duffy-approves-another-180-grants-get-america
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Another common concern I heard from stakeholders in the Hoosier
state was the lack of discretionary grants. IIJA expanded discretionary
grants by 500%, but Indiana ranked dead last on a per-capita basis in
securing those grants. To be sure, some of the responsibility lies with
project selection and design. However, Secretary Buttigieg's Department
had a large role too. For example, a local entity that was not selected
to receive a planning grant for a railroad grade separation was told in
a debrief by Department officials that their project might have scored
higher if the application had included a plan to add electric vehicle
(EV) charging. States know how to spend this money on local needs. As
such, I urge this Committee to dramatically scale back discretionary
grant programs in favor of formula funding in the upcoming surface
transportation reauthorization.
One final failure of IIJA I would like to highlight are its
electric vehicle (EV) charging station programs, the $5 billion
National Electric Vehicle Infrastructure (NEVI) and $2.5 billion
Charging and Fueling Infrastructure (CFI) programs. In over three
years, NEVI stood up only about 60 charging stations and CFI only 3.\3\
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\3\ https://afdc.energy.gov/stations#/analyze?tab=fuel&fuel=ELEC
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There were many reasons for this failure, such as overly rigid
federal regulations and burdensome diversity, equity, and inclusion
(DEI) requirements.\4\ However, there is also a fundamental question
about whether the federal government needs to be involved in
constructing EV charging stations in the first place. According to the
Joint Office of Energy and Transportation's Q4 2024 NEVI Quarterly
Update, there were 12,000 public charging ports added that quarter.
NEVI and CFI together in over three years built approximately 300. The
private sector seems to be handling EV charging station construction
just fine. As such, I urge this Committee to end the failed NEVI and
CFI programs in the upcoming surface transportation reauthorization.
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\4\ https://freebeacon.com/biden-administration/white-house-equity-
requirements-holding-back-ev-charging-station-construction-internal-
docs-show/
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Finally, I want to talk about getting back to basics. The Biden
Administration was characterized by mission creep and the infusion of
DEI into everything it did, often at the expense of core agency
functions. For example, Tristan Brown, the Deputy Administrator for the
Pipeline and Hazardous Materials Safety Administration (PHMSA), which
is dedicated to pipeline safety, tried to ``brand'' the agency as a
``climate agency.'' Another example is the Federal Emergency Management
Agency (FEMA), which, under the Biden Administration, changed its
number one goal from ``Build a culture of preparedness'' to ``Instill
equity as a foundation of emergency management.'' I urge this Committee
to ensure agencies re-focus on their core missions.
Thank you for the opportunity to testify, and I yield back.
Mr. Perry. The Chair thanks the gentleman. Are there
questions or comments from members of the committee?
Hearing none, I would just say to Representative Yakym I
agree with you regarding many of the things--probably almost
all of the things that you said, there might be something
there--but specifically the ability to go beyond the line of
visual sight for the UAS industry in America. We have worked
long and hard at that, and it is well and long overdue. And I
think that there is agreement on both sides of the aisle in
that regard, and so I appreciate you bringing it to our
attention once again. And I thank the gentleman.
Mr. Yakym. Thank you, Mr. Chairman.
Mr. Perry. The Chair now turns to Representative Simon for
her testimony.
TESTIMONY OF HON. LATEEFAH SIMON, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Ms. Simon. Well, thank you so much, Mr. Chair, Chair
Graves, and Ranking Member Larsen, and members of the
committee. I am just so honored, and I believe that Ranking
Member Larsen knows how honored I am to be speaking in front of
this committee today.
As a Member of Congress, a new Member--again, I have long
dreamed of sitting in this seat and talking about how much I
love transit--I was born premature, with a visual impairment,
and one of the few folks, I believe, in the United States
Congress who was born with a congenital visual impairment. I am
legally blind. And as a blind person, a transit-dependent
person, I have relied on public transportation for all of my
life. In fact, as a young mom, a teen mom going to college,
taking my baby to daycare, I had to make decisions on where I
lived or what time the bus or the train came to get to work, to
turn in assignments, to be able to make a way out of no way for
my family.
The time tax, when you are transit-dependent, you are not
only reliant on transit agencies, you are reliant on good
employees getting to those bus stops at the time that you need
to get there to be able to get to work. I know this all too
well.
Public transit for me was not just a convenience. It was a
lifeline, an opportunity, stability, and survival. The deep,
personal connection that I have had as a transit-dependent
person actually led me to run for office and to win an office
to be on the board of directors of Bay Area Rapid Transit, one
of three elected transit boards in the Nation. Better known as
BART, I helped lead BART during a very difficult time, during
COVID, and I want to thank this committee for your advocacy and
support.
And despite declining ridership during the COVID pandemic,
BART continued to run trains for nurses and janitors and
grocery clerks, the essential workers who kept our communities
going. And like so many other public transportation agencies in
this country, we did it during that crucial period because of
the Federal partnership, because of the brave men and women who
sat on this committee who understood that mobility is, in fact,
not a privilege, that it is a right.
The $69 billion that moved really from this committee all
over the Nation in emergency support to support systems like
Bay Area Rapid Transit led institutions to move instead of
collapse. And again, so thankful to the members of T&I for
leading us through that process.
But as emergency funds, they are sunsetting in 2026.
Systems across the country face--and you all know this--a
fiscal cliff. The situation is not just urgent, it is, in fact,
existential. BART has had to heavily rely on fare revenue,
which, unfortunately, has made up 70 percent of our operating
budget. But now, fare revenues only cover about 25 percent of
the total operating cost. This isn't about poor financial
management. In fact, it is about decades--it is a national
issue--decades of transit disinvestment, underinvestment,
leaving us far behind our global partners, our global peers,
our adversaries in building more reliant public transportation
systems.
This committee has been integral in putting together IIJA,
a historic downpayment on our Nation's infrastructure that we
must build on now. Without new, reliable funding, BART and
other transit agencies around the country are facing severe
service cuts. Bay Area Rapid Transit, up to 80 percent. This
means no weekend service. This means layoffs. This means
devastating impacts to transit congestion and air quality.
I have got to say, for many of us who are speaking
nationally about the crisis of public transportation, some of
us don't have car keys. We rely, our lifeblood, on being able
to access reliable and safe public transportation. The cuts now
wouldn't just harm transit systems, they disproportionately
would harm low-income folks, vulnerable folks, transit-
dependent folks, and, of course, our elders, seniors, and
people with disability. Slashing transit services now means
slashing and slamming the door on these communities.
In California--I only have a few seconds left, but in
California, legislation has been introduced to give voters the
opportunity to continue to support public transportation in its
dire phase. But the States can't do it alone. I would love to
work with this committee.
Mr. Larsen, I would love to be a shadow member of this
committee as a part of the Democratic Party. I will be outside
working with you all as we move towards a transit-equitable
Nation.
Thank you so much for having me today. I would love to take
any questions.
[Ms. Simon's prepared statement follows:]
Prepared Statement of Hon. Lateefah Simon, a Representative in Congress
from the State of California
Thank you, Chair Graves and Ranking Member Larsen, and members of
this committee, for the opportunity to testify today.
I am honored to be here not only as a Member of Congress, but as
someone whose life has been shaped by public transit.
I was born premature and born with a visual impairment. Now, I am
the first congenitally blind Member of Congress.
As a congenitally blind woman, I have navigated life using the
public transit systems of California's Bay Area.
As a young working mother, I would drop my daughter off, get to
work at the San Francisco District Attorney's office, then hurry back
to pick up my daughter and bring her back to the office while I
finished work--all using public transportation.
Public transit wasn't just convenience--it was my lifeline for
opportunity, stability, and survival.
That deep personal connection is why I later stepped up to serve on
the Board of Directors of the Bay Area Rapid Transit, better known as
BART, to help lead the system through one of the most difficult times
in its history: the COVID-19 pandemic.
Despite declining ridership, BART continued to run trains for
nurses, janitors, grocery clerks--the essential workers who kept our
communities afloat.
And like so many other public transit agencies, we did it with
Federal partnership. The $69 billion in emergency support from the
Federal government saved systems like BART from collapse.
But as emergency funds sunset in 2026, transit systems across the
country face a fiscal cliff. The situation is not just urgent--it is
existential.
Without new, reliable funding, BART is facing service cuts of up to
80 percent. That means no weekend service, mass layoffs, and
devastating impacts to traffic congestion and air quality.
These cuts wouldn't just harm transit systems. They would
disproportionately harm the most vulnerable, transit-dependent
communities.
Seniors, people with disabilities, working parents, small business
owners, and low-income families all depend on accessible public
transit.
Slashing transit service means slamming the door on these
communities and so many others.
That is why I support efforts at every level to stabilize transit
funding.
In California, legislation has been introduced to give voters the
opportunity to support regional transit funding through a sales tax
measure. But states cannot do this alone.
Staffing, fuel, and maintenance are fundamental to any productive
transit system. Yet, federal law severely limits how agencies can use
Highway Trust Fund dollars to cover those essential operating costs.
I stand ready to work with the House Transportation and
Infrastructure Committee on effective budgetary solutions to ensure the
needs of our twenty-first century transit systems are not crippled by a
twentieth century funding structure.
In the same spirit of modernization, during my time at BART, I
worked to ensure the system was not only accessible, but safe and just.
I championed the creation of the first-in-the-nation unarmed
Transit Ambassador program.
These Ambassadors are trained professionals focused on de-
escalation, mental health awareness, and social service connections.
The results speak for themselves: crime on BART dropped 17% last
year and violent crime dropped 23% even as ridership climbed by 2.6
million trips.
Last month, I visited and rode from the 19th Street to the
Fruitvale BART station to see the Transit Ambassador and other BART
improvements at work.
I spoke with riders who feel safer because they see someone who can
help, not just arrest.
Transit Ambassadors are a cost-effective way to protect operators,
deter violence, and build public confidence, without over-policing.
That's why I will be introducing legislation that would expand
these programs nationwide.
I urge this committee to seriously consider how such policies can
reshape public safety across our transit systems.
Finally, I want to bring up another important issue: housing.
Affordable housing and public transit are deeply interconnected.
For working families, living near transit isn't a luxury. It means
access to jobs, schools, healthcare, and opportunity.
When we put homes near transit, we can reduce emissions and connect
families and communities to the future that they deserve.
I look forward to collaborating with this Committee to drive
forward efforts that promote transit-oriented affordable housing and
foster sustainable, efficient communities.
I'll end with this: mobility is a human right. It's how we get to
work, to school, to doctors' appointments, and to each other.
I was sent to Congress by my constituents to join the fight for
working families. That fight starts with making sure they can get where
they need to go safely, affordably, and reliably.
Thank you, and I yield back.
Mr. Perry. The Chair thanks the gentlelady. Are there
comments or questions from members of the committee?
Mr. Larsen, the ranking member, is recognized.
Mr. Larsen of Washington. Thank you, Representative Simon.
I don't think the committee rules allow for shadow Members,
but----
Ms. Simon [interrupting]. That was a joke, sir.
[Laughter.]
Mr. Larsen of Washington [continuing]. But I get your
point.
So yes, let's stay in touch, especially on transit. I know
how important it is for you.
Ms. Simon. Absolutely, absolutely. Shadow meaning that I
support this committee----
Mr. Larsen of Washington [interrupting]. I got it, I got
it.
Ms. Simon [continuing]. And I support the work. Thank you
very much.
Mr. Larsen of Washington. Sure.
Mr. Perry. The Chair thanks the gentleman. Any further
questions or comments?
Hearing none, seeing none, thank you, Representative Simon.
The Chair now recognizes Representative Min.
TESTIMONY OF HON. DAVE MIN, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Mr. Min. Thank you, Chair Perry, Ranking Member Larsen. I
appreciate the opportunity to share my transportation
priorities with the Transportation and Infrastructure
Committee.
I represent the heart of Orange County, coastal Orange
County, just south of Los Angeles. And as we all know, the
Olympics are coming to L.A. in 2028. We are going to have some
pretty important infrastructure needs. And for those of you who
have come down to our district, it is a beautiful place.
Newport Beach, Laguna Beach, Huntington Beach, some of the
nicest beaches in the country.
You know that our populations are expanding rapidly. And
right now many people in my district are concerned that Orange
County is headed down the same pathway as Los Angeles, that we
are going to experience gridlock and traffic. And so T&I is
very, very important for our district at this pivotal moment in
time, where we have the opportunity to maybe avoid some of the
challenges that L.A., our neighbor to the north, has faced. So
I have got three priorities for you today.
The first is for local suballocation for surface
transportation block grants. And this is one of my top
priorities for the Orange County Transportation Authority for
transportation users throughout my district, and that is
restoring the ability to suballocate Federal funding to
counties.
In California, Federal funding for our transportation
systems such as the surface transportation block grants have
historically gone to metropolitan planning organizations, and
then have been distributed to county entities based on
population. This framework has allowed transportation projects
to move forward more efficiently, especially in southern
California, which has the largest metropolitan planning
organization in the country.
I want to urge the committee to make clear that local
suballocation is explicitly allowed, and it is critical to the
timely implementation of transportation projects. Recent
Federal guidance has been less than clear on the eligibility of
funds for suballocation, adding unnecessary burden for southern
California and reducing the responsiveness of taxpayer dollars
to our region's transportation needs.
My second priority is coastal resilience for intercity
rail, the
L-O-S-S-A-N, or LOSSAN. Extreme weather events driven by
changing climate have placed an enormous strain on our
transportation systems, creating growing service delays and
costs necessary to modernize our aging infrastructure. In
Orange County, we have seen this firsthand with the Los
Angeles-San Diego-San Luis Obispo rail corridor--or LOSSAN, as
it is known--that runs through the heart of my district. This
is the second busiest intercity passenger rail corridor in the
country, with millions of passengers relying on this annually
to get to their jobs, to see beaches, to visit their families,
for tourism, and the like.
However, coastal erosion is threatening this key economic
corridor. Unstable bluffs, hillsides, and other hazards brought
on by coastal erosion are beginning to cause significant
disruptions to transportation services in the region. You
probably heard about the need to reroute the Amtrak corridor
through the heart of my district, Orange County to San Diego,
and that has led to a number of delays, including five
shutdowns in Orange County over the past 5 years.
Federal support for infrastructure stabilization and
resiliency is urgently needed at this time to address
vulnerabilities from extreme weather events; new climate
patterns to ensure that our intercity rail corridors like
LOSSAN can continue to support passenger service, goods
movement, and regional connectivity; very, very important
priorities for the economy.
Finally, my last priority is for zero-emission vehicles.
Air pollution from the transportation sector is a serious
public health concern in Orange County. It was not that long
ago that in southern California, we regularly saw some of the
worst smog and air pollution in the world. We were able to move
that around with some changes to our local and Federal
policies. But even with the existing lower emission standards,
this pollution has cost our State and country billions of
dollars annually in healthcare costs and lost productivity.
We need to take advantage of new technologies that are
coming to market to diversify our transportation options,
reduce carbon emissions and fuel costs, and create healthier
communities, all while creating jobs and spurring innovation.
Unfortunately, we have seen right now so far in the Trump
administration a hostility to these efforts with a number of
targeted programs like the National Electric Vehicle
Infrastructure program which are helping to build out the
infrastructure necessary to support zero-emission vehicles.
I would also point out that this is an important spur for
manufacturing. There are many companies that have invested
heavily in the United States and manufacturing, based on some
of these types of incentives and programs. Keeping those in
place will help to ensure that we keep those thousands of jobs,
whether it's companies in Georgia or South Carolina or in
California.
As you develop your surface transportation program, I would
urge you to consider the importance of zero-emission vehicles
for averting the most devastating consequences of the climate
crisis, leaving future generations with a livable world.
I would urge you to continue funding critical programs,
including those supported by the Bipartisan Infrastructure Act
that are helping to decarbonize transportation across the
country. In places like California, zero-emissions vehicles,
electric vehicles make sense. If you visit, you notice most
people are now driving--most of the new car sales are, in fact,
electric vehicles. We need that infrastructure support to keep
building that out.
So thank you for your time and for your consideration of my
priorities. I look forward to working with the distinguished
members of this committee and appreciate your hard work.
I yield back.
[Mr. Min's prepared statement follows:]
Prepared Statement of Hon. Dave Min, a Representative in Congress from
the State of California
Thank you, Chair Graves and Ranking Member Larsen, for the
opportunity to share my transportation priorities with the
Transportation and Infrastructure Committee.
As the Committee begins developing a multi-year reauthorization
package for surface transportation programs, I want to highlight the
importance of federal transportation investments for my constituents
throughout Orange County.
One of the top priorities for the Orange County Transportation
Authority--and for transportation users throughout my district--is
restoring the ability to sub-allocate federal funding to counties. In
California, federal funding for our transportation system, such as the
Surface Transportation Block Grants, have historically gone to
Metropolitan Planning Organizations and then distributed to county
entities based on population. This framework has allowed transportation
projects to move forward more efficiently, especially in Southern
California, which has the largest metropolitan planning organization in
the country.
I urge the Committee to make clear that local sub-allocation is
explicitly allowed and critical to the timely implementation of
transportation projects. Recent federal guidance has been less clear on
the eligibility of funds for sub-allocation, adding unnecessary burden
for Southern California and reducing the responsiveness of taxpayer
dollars to our region's transportation needs.
Extreme weather events driven by changing climate patterns are also
placing an enormous strain on our transportation systems, creating
growing service delays and costs necessary to modernize aging
infrastructure. In Orange County, we see this first-hand with the Los
Angeles-San Diego-San Luis Obispo Rail Corridor, or LOSSAN, that runs
through the heart of my district. This is the second busiest intercity
passenger rail corridor in the country, which millions of passengers
rely on annually to get to their jobs, see family, or visit the
beautiful beaches in my district. However, coastal erosion is
threatening this key economic corridor. Unstable bluffs, hillsides, and
other hazards brought on by coastal erosion are beginning to cause
significant disruptions to transportation service for the region--
including five shutdowns in Orange County over the past four years.
Federal support for infrastructure stabilization and resiliency is
urgently needed to address vulnerabilities from extreme weather events
and new climate patterns to ensure that intercity rail corridors like
LOSSAN can continue to support passenger service, goods movement, and
regional connectivity.
Air pollution from the transportation sector is a serious public
health concern for Orange County. Southern California continues to have
some of the worst smog and air pollution rates in the nation. This
pollution costs the state and country billions of dollars annually in
healthcare costs and lost productively. We need to take advantage of
new technologies that are coming to the market to diversify
transportation options, reduce carbon emissions and fuel costs, and
create healthier communities--all while creating jobs and spurring
innovation. Unfortunately, this Administration has been hostile to
these efforts and has targeted programs like the National Electric
Vehicle Infrastructure Program that are helping build out the
infrastructure necessary to support zero-emission vehicles.
As it develops its surface transportation package, this Committee
cannot dismiss the importance of zero-emission vehicles for averting
the most devastating consequences of the climate crisis and leaving
future generations with a livable world. I urge this Committee to
continue funding critical programs, including those supported by the
Bipartisan Infrastructure Law, that are helping decarbonize
transportation systems across the country.
Thank you for your time and consideration of these priorities. I
look forward to working with the distinguished members of this
Committee as you work to reauthorize the surface transportation bill. I
yield back the balance of my time.
Mr. Perry. The Chair thanks the gentleman.
Are there questions from committee members for
Representative--Representative Min, I do have a question for
you.
If you could describe briefly--you talked about the
suballocation of resources. Can you provide any granularity to
what the barriers that you have experienced are?
What would be an example or some examples of those
barriers?
Mr. Min. I think right now it is--what we have heard is
mostly a lack of certainty. Like, that our OCTA, Orange County
Transportation Authority, they are unclear on which funds they
can use. And so we would like to just--as I mentioned, I have
more specificity. If you would like, I can communicate with
OCTA and see if they have specific requests that we can further
to your committee staff.
Mr. Perry. I think it would help the committee to know
that, and how that is being manifested in communities. And so,
as we are looking forward to writing the next surface bill, I
think that would be important input to have.
Mr. Min. I appreciate your receptiveness to that, and we
will get back to you shortly, Chair.
[The information follows:]
Hon. Dave Min's Post-Hearing Response to Request for Information from
Hon. Scott Perry on Instances in Which Suballocation Has Been Denied
for Surface Transportation Funds
The following is in addition to the remarks that I provided at the
Transportation and Infrastructure Committee's Member Day on Wednesday,
May 14, 2025, regarding a question from Congressman Scott Perry on
instances in which sub-allocation has been denied for surface
transportation funds. I greatly appreciate and welcome the opportunity
to respond.
In 2021, the Federal Highway Administration and the Federal Transit
Administration issued a corrective action against the California
Department of Transportation, asserting that Metropolitan Planning
Organizations (MPOs) could not sub-allocate funding for Surface
Transportation Block Grant (STBG) and Congestion Mitigation and Air
Quality (CMAQ) projects to regional transportation agencies. This
corrective action upends state law--which requires STBG and CMAQ sub-
allocation by population--that has helped guide implementation of these
funds for decades.
As mentioned in my remarks, this framework is particularly
important for my constituents in Southern California, which is
represented by the largest MPO in the country--representing six
counties, nearly 200 cities, and over 19 million residents. Due to the
sheer size and complexity of the region's transportation needs, sub-
allocation to regional transportation agencies, such as county-level
planning organizations, helps avoid bureaucratic inefficiencies and
ensures that transportation funds are delivered more efficiently.
Since the agencies' 2021 corrective action, the state has been
forced to go through a slower and more rigid process, leading to
funding estimates and project selections that are less reliable and
responsive to regional needs. This has significantly reduced the
flexibility of regional transportation agencies to adjust funds,
respond to real-world issues, or support long-term planning--issues
that will only grow as the region prepares for the 2026 Olympics.
Clarifying that local sub-allocation is allowed for the STBG and
CMAQ programs is critical to improve the efficiency and responsiveness
of taxpayer dollars, reduce administrative complexity for the state,
and support the ability for states to retain federal transportation
funds.
My office and I welcome the opportunity to answer any additional
questions about this request. Thank you once again to the Committee for
its consideration.
Mr. Perry. All right. Thank you, sir.
Mr. Min. Thank you.
Mr. Perry. All right. The Chair now recognizes
Representative Tlaib.
TESTIMONY OF HON. RASHIDA TLAIB, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF MICHIGAN
Ms. Tlaib. Thank you so much, Chair Perry and, of course,
Ranking Member Larsen, for this opportunity. I always like the
opportunity to bring my district here to Congress, and hope
that I can share with all of you some of the challenges and
hopes for the goals of this committee.
I want to start in regards to hazardous materials
enforcement. Mr. Chair and Ranking Member, we all know in the
aftermath of the East Palestine, Ohio, rail disaster, there
are, rightfully, growing concerns over safety. And the focus
now more than ever needs to be around enforcement and
protection regarding transportation of hazardous materials
through many of our communities.
In Detroit, Mr. Chair, we have the 94-year-old Ambassador
Bridge. It spans the Detroit River and connects the United
States to Windsor, Ontario, Canada. Over 20 percent of trade
crosses that bridge, but most importantly, even, it's located
upstream of a municipal drinking water intake system. The
bridge is privately owned by the Detroit International Bridge
Company. It is very rare to have such an important trade
corridor--and it has a long history, though, of illegal
activity and disregard of safety rules and regulation. The
long-time owner even was jailed at one point and held in
contempt for not following court orders.
Last year, Mr. Chair, the State of Michigan made a
regrettable decision to loosen restrictions on hazmat
transportation across this bridge over so many residents'
objections in both Detroit and Windsor.
The bridge is too old. It is narrow. It lacks proper
firefighting and other hazardous mitigations. The Federal
agencies in charge of enforcing hazardous material regulation
includes Customs and Border Patrol as well as PHMSA, and they
lack the resources to do aggressive enforcement that safeguards
our public health. Numerous conversations continue to confirm
that.
So, I encourage, please, the committee to support the
highest possible funding for PHMSA's hazardous materials field
operation so that they can provide proper and timely compliance
inspections on the Ambassador Bridge and others like it.
I also want to talk about how we know that the State of
Michigan also suffered one of the worst inland oilspills in our
Nation's history when Enbridge's Line 6B dumped 1 million
gallons of heavy crude oil in the Kalamazoo River. Enbridge
continues to violate State law by operating its Line 5 pipeline
through the Straits of Mackinac in the Great Lakes. Many of my
residents have not forgotten about the Nation's--again, worst
inland oilspill in our Nation with the Line 6B. The Kalamazoo
River, the crude oil and the images, many of us still remember.
So, the importance of pipeline inspections and enforcement
cannot be overstated. I urge the highest possible level of
funding of PHMSA's pipeline field operations to help safeguard
the Great Lakes for generations to come.
Next, Mr. Chair, I know you hear from a lot of my
colleagues in regards to this, but my district is home to many
communities in close proximity to the Detroit Metro Airport,
and many residents are burdened by excessive air and noise
pollution. I encourage the committee, Mr. Chair and Ranking
Member, to support the level of funding that is necessary for
the Federal Aviation Administration's airport noise
compatibility planning referred to in part 150 to be able to do
their jobs effectively.
Robust funding for part 150 would allow Detroit Metro and
airports like it across our Nation to update their noise
mitigation plans. It is so important more frequently to adjust
to changing weather patterns, also airline trends and urban
growth. This, in turn, will better protect many of our
residents from pollution and disruptions in their everyday
lives, and will help local governments respond to resident
concerns. I still get calls from the same woman from my first
term in regards to noise pollution, and I believe that she
wants us to do more, and I agree with her.
Two more items, Mr. Chair. Many of you don't know, but I
lost my uncle to--a car hit him, and 2 hours later, he lost his
life. So, I want us to do more about pedestrian safety. After
that happened, so many people in my community called me and
said that happened to their mother, happened to their child. A
grandfather called and said it happened to his grandson. So, I
encourage the committee to continue to support the Safe Streets
and Roads for All grant program, which funds regional, local,
and Tribal initiatives through grants to prevent roadway
fatalities as well as serious injuries. Our district has
suffered far too many roadway pedestrian casualties, and our
local governments need that support and help in designing
better pedestrian infrastructure again to keep us all safe.
Lastly, Mr. Chair and Ranking Member, many of my residents
live a few hundred feet from major Federal highways and
experience elevated rates of significant health problems due to
increased air pollution exposure from those highways. Sound
walls, cut sections, roadside vegetation can all help reduce
exposure to air pollutants that harm our communities.
So again, I always say this, children can't learn if they
are hungry, but they also can't learn if they can't breathe
clean air. And so many schools in my community butt right up
against service drives of large highways that are very
congested. So I urge the committee to please support funding of
green buffers and other means of reducing residents' exposure
to transportation-related air pollutants, especially in
communities like mine.
With that, I yield back.
[Ms. Tlaib's prepared statement follows:]
Prepared Statement of Hon. Rashida Tlaib, a Representative in Congress
from the State of Michigan
Dear Chairman Graves and Ranking Member Larsen,
Thank you for the opportunity to share written testimony regarding
my priorities within the Committee's jurisdiction for the 119th
Congress.
PHMSA Hazardous Materials Enforcement
In the aftermath of the East Palestine, Ohio rail disaster, there
is rightfully more focus than ever on the transportation of hazardous
materials through our communities.
In Detroit, the 94-year-old Ambassador Bridge spans the Detroit
River and connects the U.S. to Windsor, Ontario, Canada. Over 20% of
trade crosses over the crossing, which is located upstream of municipal
drinking water intakes. The bridge is privately owned by the Detroit
International Bridge Company, which has a long history of illegal
activity and disregard for safety rules and regulations. The long-time
owner was even jailed and held in contempt for not following court
orders.
Last year, after years of lobbying Michigan state government and
ghost-writing letters of support from lawmakers who accepted campaign
donations, the State of Michigan made the regrettable decision to
loosen restrictions on hazmat transportation across the Bridge over
community objections in both Detroit and Windsor, Ontario. The bridge
is too old, too narrow, and lacks proper firefighting and other hazard
mitigations.
The federal agencies in charge of enforcing hazardous materials
regulations--which include Customs and Border Patrol and PHMSA--lack
the resources for aggressive enforcement that safeguards public health.
I encourage the Committee to support the highest possible funding for
PHMSA's Hazardous Materials Field Operations so that it can provide
proper and timely compliance inspections on the Ambassador Bridge and
others like it.
Line 5 and PHMSA Pipeline Field Operations
Michigan is home to numerous oil and natural gas pipelines and has
already suffered one of the worst inland oil spills in our nation's
history when Enbridge's Line 6B dumped a million gallons of heavy crude
oil into the Kalamazoo River. As Enbridge continues to violate state
law by operating its Line 5 pipeline through the Straits of Mackinac in
the Great Lakes, the importance of pipeline inspections and enforcement
cannot be overstated. I urge the Committee to support the highest
possible level of funding for PHMSA's Pipeline Field Operations to help
safeguard the Great Lakes for generations to come. Moreover, I urge the
Committee to reject any support for the Line 5 pipeline or the Line 5
tunnel project.
FAA Noise Mitigation
Michigan's 12th District is home to many communities within close
proximity to the Detroit Metropolitan Airport (DTW), and many of our
residents are burdened by the air and noise pollution that comes with
living under flight paths. I encourage the Committee to support the
highest possible level of funding for the Federal Aviation
Administration's Airport Noise Compatibility Planning, referred to as
Part 150. Robust funding for Part 150 will allow DTW and airports like
it across the country to update their noise mitigation plans more
frequently to adjust to changing weather patterns, airline trends, and
in DTW's case, the Cleveland/Detroit Metroplex Project. This in turn
will better protect our residents from pollution and disruptions to
their everyday lives and will help local governments respond to
resident concerns.
Pedestrian Safety
I also encourage the Committee to continue support for the Safe
Streets and Roads for All (SS4A) Grant Program, which funds regional,
local, and Tribal initiatives through grants to prevent roadway
fatalities and serious injuries. Our district has suffered far too many
roadway and pedestrian casualties, and our local governments need more
support designing better roadways and pedestrian infrastructure to keep
us all safe.
Federal Highway Buffers
Many of my residents live within a few hundred feet of major
federal highways and experience elevated rates of significant health
problems due to increased air pollution exposure. Sound walls, cut
sections, and roadside vegetation can all help reduce exposure to air
pollutants that harm our communities. I urge the Committee to support
funding for green buffers and other means of reducing residents'
exposure to transportation-related air pollutants, especially in
environmental justice communities.
Thank you for your consideration of these important priorities for
the 12th district and all of Michigan.
Mr. Perry. The Chair thanks the gentlelady. Are there
questions from members of the committee?
The ranking member is recognized.
Mr. Larsen of Washington. Thank you.
Representative Tlaib, I just want to make a note on this.
You provided a lot. I just want to focus on the Safe Streets
and Roads for All. I am hearing a lot from local MPOs, RTPOs
who have these planning grants and now are going to be done
with their plans and are questioning whether or not the money
now will be there to implement those plans in the next surface
bill. And I think it is important that you highlighted this,
because it is about separating cars from bikes, cars from
people, people from cars, bikes from cars. It is about roadway
safety when we still have 40,000 roadway deaths a year, and so
I appreciate you bringing that up.
Ms. Tlaib. Yes, and Mr. Larsen, I come from a district--we
don't really have mass transit. Cars are everywhere in the
Metro Detroit area. And if anything, a lot of the corridors and
areas like where my uncle was hit, it has grown economically,
which is great, but the pedestrians and the growth in business
and people trying--because it is right in a neighborhood, and
he was just at a fruit market.
And I think for me it was eye-opening, how many people
reached out and said, do you know this happened to me? I almost
got hit by a car. I mean, it is just overwhelming. And I think
there is a great need, especially because local governments
just don't have the capacity. They need the Federal
partnership.
Mr. Perry. The Chair thanks the gentleman. The Chair thanks
the gentlelady. The Chair now recognizes Representative Kiggans
for testimony.
TESTIMONY OF HON. JENNIFER A. KIGGANS, A REPRESENTATIVE IN
CONGRESS FROM THE COMMONWEALTH OF VIRGINIA
Mrs. Kiggans of Virginia. Thank you very much, Chair Perry
and Ranking Member Larsen, and the committee, just for making
time today for people like me to come and talk about the things
that are important to our district. And I have the privilege of
representing Virginia's Second Congressional District, so
Hampton Roads, home to our Atlantic Fleet. A lot of defense and
veterans live there, but it is also home to critical coastal
communities and hard-working families. And my remarks today are
going to focus on three issues important in my district: the
WOTUS rule, which impacts local development; the urgent need
for air traffic control modernization; and the importance of
parity for our Coast Guard servicemembers.
So to start out with the Army Corps of Engineers and the
WOTUS rule, local housing development in my district has been
severely restricted by the Biden-era Waters of the United
States, or WOTUS, rule. This rule, applied under the previous
administration, did not align with the Supreme Court's Sackett
decision, and led to Federal overreach, permitting delays, and
uncertainty for developers.
I commend the Trump administration for initiating
rulemaking under the Administrative Procedure Act to replace
the Biden WOTUS framework. Congress must work closely to
monitor this process and ensure that if a new Trump-era WOTUS
rule is enacted, it is implemented swiftly and as intended.
We have had a lot of meetings and roundtables just with
local developers and construction industry representatives, and
I need more housing, I need more development. I need it for my
military families. I think this committee is well aware of our
base infrastructure challenges right now. So we are looking off
base. What does that look like to complement that? Housing is
an important piece of that quality of life, quality of service
component for our military for recruitment and retention.
We have great local partners that want to build, but they
are hamstrung, again, by this WOTUS rule. And we have met time
and time again. The wait that they are having to go through is
unacceptable. A couple different groups have said people have
died, just passed away, waiting for approval so they can start
these projects. They have the land, they have the motivation,
they have the resources they need to complete these projects,
especially housing, but we need that to be enacted. I need that
Army Corps piece, especially with some of these wetlands
issues, to be resolved and to be resolved quickly.
The second thing is the Federal Aviation Administration air
traffic control workforce issues. And Virginia's Second
District is home to Naval Air Station Oceana, which is the
Navy's east coast master jet base. As a former Navy pilot, I
understand the critical role of air traffic control and
training readiness and civilian aviation safety. The United
States currently faces a shortfall of nearly 3,000 air traffic
controllers. It is an unacceptable risk to our National
Airspace System. I appreciate the work of the Transportation
and Infrastructure Committee and support the President's $12.5
billion investment to modernize air traffic control systems and
expand training pipelines.
Not only have I heard in my official capacity here in
Washington from air traffic controllers about this issue, but I
have many, many pilot friends who have transitioned now from
the Navy into airline jobs. And when you listen to those guys
talk about the safety issues from the constraints of ATC, what
that looks like, it is impacting their ability to do their job
safely and their ability for consumers to have timely air
travel. So this should be a priority, fixing that system. And I
think--I don't even need to mention what happens as a result of
not having adequate and sufficient air traffic control. So I
appreciate prioritizing that.
The third thing I wanted to advocate for was my Coast Guard
Parity Act. And as a Navy veteran, I am proud to advocate for
all servicemembers, and that includes the Coast Guard, which
remains the only branch without full parity and separation
policies. The Coast Guard Parity Act would ensure enlisted
members with 18 or more years of service are not involuntarily
separated before becoming eligible for retirement. This bill
brings Coast Guard standards in line with the Army, Navy, Air
Force, Marine Corps, and Space Force. It supports the morale,
retention, and fairness, and honors the long-term commitment of
those who serve in our maritime force.
We are thankful for our Coast Guard, especially for our
large presence along our coastline in Virginia, but they are
instrumental in maritime defense, border security, and just
maritime safety, and we need to make sure that we have their
backs, as well.
So, in closing, these issues--housing development, aviation
safety, and military parity--are vital to the security,
stability, and prosperity of my district and our Nation. I urge
the committee to support efforts that reduce Federal overreach,
invest in infrastructure, and treat all servicemembers with
equal respect and support.
Thank you very much for your time today.
[Mrs. Kiggans' prepared statement follows:]
Prepared Statement of Hon. Jennifer A. Kiggans, a Representative in
Congress from the Commonwealth of Virginia
As the Representative of Virginia's Second Congressional District,
I remain committed to ensuring that federal policies support--rather
than hinder--local development, national security, and fairness for all
servicemembers.
On the Waters of the United States (WOTUS) Rule:
Local development of housing within my district has been
significantly stifled by the Biden-era WOTUS rule. This rule, as
applied by the previous administration, failed to adhere to the Supreme
Court's Sackett decision, perpetuating broad federal overreach, slow
implementation, poor guidance to regulated communities, and costly
delays for critical infrastructure projects. I commend the Trump
Administration for taking swift action to lay the groundwork for
Administrative Procedure Act rulemaking to update and replace the
Biden-WOTUS rule. As Members of Congress, we must remain vigilant and
ensure that, if a Trump-WOTUS rule is enacted, it is implemented
efficiently and faithfully.
On the Air Traffic Control Workforce and Aviation Safety:
My district is home to Naval Air Station Oceana, the East Coast
Master Jet Base of the U.S. Navy. As a former naval aviator, I fully
appreciate the vital importance of well-trained aviation professionals.
Currently, the United States faces a shortfall of nearly 3,000 air
traffic controllers. However, I applaud the House Transportation and
Infrastructure Committee's responsiveness to recent aviation safety
concerns, and I support the President's $12.5 billion investment to
overhaul and modernize our aging air traffic control system and
strengthen training and staffing pipelines.
On the Coast Guard Parity Act:
As a Navy veteran, I deeply understand the value and sacrifice of
military service. Yet, the Coast Guard remains the only branch of our
armed forces without full parity in separation policies. The Coast
Guard Parity Act ensures that enlisted members with over 18 years of
service are not involuntarily separated before reaching retirement
eligibility. This legislation brings Coast Guard standards in line with
those of the Army, Navy, Air Force, Marine Corps, and Space Force. It
will improve morale, enhance retention, and rightfully honor the
dedication of long-serving Coast Guardsmen. Our Coast Guard deserves
the same respect, benefits, and protections afforded to every other
military branch.
Together, these issues reflect our commitment to national defense,
infrastructure development, and fairness for all servicemembers.
Mr. Perry. The Chair thanks the gentlelady. Are there
questions from the committee?
I would just comment, hearing no other comments or
questions, I would just comment regarding your advocacy for
modernization of the ATC system. As an Army aviator myself,
trying to land with an NDB in 2025 is an unacceptable prospect,
right? So--but I am encouraged by the President's interest and
focus on this, as well as Secretary Duffy's and this
committee's, in particular under the subcommittee chair.
And I would just encourage you to reach out to
Representative Nehls regarding that if you have specific ideas,
because he is going to be leading the charge here from the
committee standpoint. And I thank the gentlelady.
Mrs. Kiggans of Virginia. Thank you.
Mr. Perry. The Chair now recognizes Representative
Mackenzie from Pennsylvania.
TESTIMONY OF HON. RYAN MACKENZIE, A REPRESENTATIVE IN CONGRESS
FROM THE COMMONWEALTH OF PENNSYLVANIA
Mr. Mackenzie. Chairman Perry, Ranking Member Larsen, and
members of the committee, thank you for the opportunity to
present just some of the transportation and infrastructure
priorities of Pennsylvania's Seventh Congressional District
which encompasses the Greater Lehigh Valley, a region
experiencing rapid growth and serving as a critical logistics
and manufacturing hub in the Northeast.
I am going to talk about three priorities today for our
district. The first is highway and bridge modernization. The
second is prioritizing community safety through targeted
Federal programs. And third and final would be rail safety and
access.
In the category of highway and bridge modernization,
Pennsylvania's infrastructure challenges are well documented.
Statewide, 13 percent of bridges are rated in poor condition,
nearly double the national average of 7 percent. In Lehigh and
Northampton Counties, for instance, 10 percent of bridges are
rated as being in poor condition, and those bridges are on
average of 93 years old. My constituents continue to express
frustration over the persistent congestion and deteriorating
roadways and the conditions of those bridges in our local
communities.
Interstates 78 and 476 are vital corridors for commerce and
daily commutes. However, the frequently experienced congestion
impacts economic productivity and quality of life. I urge the
committee to support Federal programs aimed at expanding
highway capacity, enhancing safety, and accelerating bridge
replacement projects to address these pressing needs.
In the second category about community safety, the Greater
Lehigh Valley has transportation challenges that impact more
than just traffic. They pose serious safety risks for families
and communities like Allentown and Bethlehem. That is why I am
encouraged by the structure of the Safe Streets and Roads for
All program, which empowers local governments to develop data-
driven safety action plans designed to reduce traffic
fatalities and serious injuries.
These federally authorized safety planning efforts are
already helping our local leaders identify high-risk corridors
and design commonsense solutions such as safer intersections,
pedestrian infrastructure, and traffic-calming improvements
that directly respond to the needs of our residents.
This program stands apart because it puts local communities
and their safety priorities first, rather than pushing top-down
Federal mandates that often miss the mark for a community like
ours. As the committee considers future surface transportation
reauthorization proposals, I encourage you to maintain this
program, but I would also actually encourage you to improve
this program.
We saw during the last administration that local
communities in our area had an approval from the Department of
Transportation with the Biden administration, but then years-
long delays. And back-and-forth between the local municipality
and the Department of Transportation led to those safety
improvements never actually being done. They were talked about,
they were advertised as something that the previous
administration was going to be doing, but because of delays and
inefficiencies in the Biden administration's Department of
Transportation, those safety improvements were never carried
out.
In the third and final category, rail safety and access. As
a major freight corridor, the Greater Lehigh Valley relies on a
safe and efficient rail network. Federal support for grade
crossing safety improvements, track upgrades, and technologies
to prevent derailments is essential to protect our communities
while supporting the economic benefits that freight rail
provides. This support is also important for reducing
congestion on our local roadways.
It is imperative that the Greater Lehigh Valley's voice is
heard also in future Amtrak expansion decisions, and I look
forward to working with the committee to ensure our communities
have their passenger rail options that they seek out.
In conclusion, the Greater Lehigh Valley's growth
underscores the urgent need for strategic investments in
transportation infrastructure. Addressing the aging and
deficient roads and bridges, expanding passenger rail, and
enhancing safety measures are critical steps to ensuring
economic vitality and quality of life for our residents.
I look forward to collaborating with the committee to
advance these priorities for Pennsylvania's Seventh District,
and I thank you for the opportunity to testify here today.
[Mr. Mackenzie's prepared statement follows:]
Prepared Statement of Hon. Ryan Mackenzie, a Representative in Congress
from the Commonwealth of Pennsylvania
Chairman Graves, Ranking Member Larsen, and Members of the
Committee:
Thank you for the opportunity to present the transportation and
infrastructure priorities of Pennsylvania's 7th Congressional District,
encompassing the Greater Lehigh Valley--a region experiencing rapid
growth and serving as a critical logistics and manufacturing hub in the
Northeast.
1. Highway and Bridge Modernization
Pennsylvania's infrastructure challenges are well-documented.
Statewide, 13% of bridges are rated in poor condition, nearly double
the national average of 7%. In Lehigh and Northampton counties, 10% of
bridges are rated as being in poor condition, and those bridges are an
average of 93 years old. My constituents continue to express
frustration over persistent congestion and deteriorating roadway
conditions.
Interstates 78 and 476 are vital corridors for commerce and daily
commutes. However, they frequently experience congestion which impacts
economic productivity and quality of life. I urge the Committee to
support federal programs aimed at expanding highway capacity, enhancing
safety, and accelerating bridge replacement projects to address these
pressing needs.
2. Passenger Rail Restoration
Restoring direct passenger rail service to the Greater Lehigh
Valley is a critical step towards unlocking new economic opportunities
and relieving congestion on some of the region's busiest roadways.
Connecting our communities to New York City and Philadelphia by rail
would strengthen our economy, reduce highway congestion, and give
residents and businesses the transportation options they deserve. I
support the ongoing efforts to expand Amtrak service from New York City
to Scranton, and I urge the Committee to build on that progress by
prioritizing passenger rail connections that bring service directly to
the Greater Lehigh Valley.
3. Freight Rail Safety and Efficiency
As a major freight corridor, the Greater Lehigh Valley relies on a
safe and efficient rail network. Federal support for grade crossing
safety improvements, track upgrades, and technologies to prevent
derailments is essential to protect our communities while supporting
the economic benefits that freight rail provides.
4. Prioritizing Community Safety Through Targeted Federal Programs
In the Greater Lehigh Valley, transportation challenges impact more
than just traffic--they pose serious safety risks for families in
communities like Allentown and Bethlehem. That's why I am encouraged by
the structure of the Safe Streets and Roads for All (SS4A) program,
which empowers local governments to develop data-driven safety action
plans designed to reduce traffic fatalities and serious injuries.
These federally authorized safety planning efforts are already
helping our local leaders identify high-risk corridors and design
commonsense solutions--such as safer intersections, pedestrian
infrastructure, and traffic calming improvements--that directly respond
to the needs of our residents. This program stands apart because it
puts local safety priorities first, rather than pushing top-down
federal mandates that often miss the mark for communities like ours.
As the Committee considers future surface transportation
reauthorization proposals, I encourage you to maintain and strengthen
the Safe Streets and Roads for All program's focus on local control,
safety outcomes, and practical implementation. By preserving this
targeted, community-centered approach in future authorizing
legislation, Congress can ensure that transportation policy remains
squarely focused on saving lives and improving safety on our nation's
roadways.
Conclusion
The Greater Lehigh Valley's growth underscores the urgent need for
strategic investments in transportation infrastructure. Addressing the
aging and deficient roads and bridges, expanding passenger rail
service, and enhancing safety measures are critical steps toward
ensuring economic vitality and quality of life for our residents. I
look forward to collaborating with the Committee to advance these
priorities for Pennsylvania's 7th District.
Thank you for the opportunity to testify today and I yield back.
Mr. Perry. The Chair thanks the gentleman. Are there
questions?
Mr. Larsen of Washington. Again, thanks for coming in,
Representative Mackenzie. Thanks again for Safe Streets for All
mentioned, it shows it is bipartisan, and Rashida--
Representative Tlaib--as well, spoke to that.
And I would just underscore we are really going to need
support from folks like you who want Amtrak service and Amtrak
service expansion. I think it is a target in the budget to cut,
and so we need to show a broad base of support for Amtrak
service throughout the country. And so I appreciate you
bringing that up. Thanks.
Mr. Perry. The Chair thanks the gentleman. I would just say
to Representative Mackenzie, welcome to the Transportation and
Infrastructure Committee, and your comments regarding Route 78,
particularly impactful to me. I can't think literally of a
time--and I am sure I don't drive it nearly as much as you do,
because it is a little bit of a hike for me, but I can't think
of one time I have ever been on 78 when it hasn't been under
construction. I can't think of one time. So I don't know if
that is good or bad, but it certainly needs the work. So thank
you for your testimony today.
With that, the Chair will now recognize Representative
Cisneros.
TESTIMONY OF HON. GILBERT RAY CISNEROS, Jr., A REPRESENTATIVE
IN CONGRESS FROM THE STATE OF CALIFORNIA
Mr. Cisneros. Thank you, Chairman Graves and Ranking Member
Larsen, for the opportunity to testify in support of critical
transportation and infrastructure programs that support my
constituents in California's 31st District and communities
across the Nation.
This committee will soon begin drafting the surface
transportation reauthorization bill. The most recent surface
reauthorization bill, the Bipartisan Infrastructure Law, funded
roughly 66,000 projects across the United States. This amounted
to almost $570 billion for projects to improve roads, repair
bridges, modernize transit systems, support public safety, and
more. This legislation created programs to build out electric
vehicle charging infrastructure, created American manufacturing
jobs through the low and no emission bus programs, and invested
in workforce development in the transit and trucking fields.
Modernizing our transportation infrastructure should not be
a partisan issue. Modern and safe transit, roads, and bridges
support economic activity across the United States. They
support countless people who just want to get to work and to
school. These investments support American manufacturing jobs
right here at home, in districts across the political spectrum.
And with the 2026 FIFA World Cup and 2028 Olympic and
Paralympic Games coming to Los Angeles County, we must make
needed investments in transportation infrastructure, not only
to host the international athletes and visitors, but to ensure
our local economies benefit from the economic opportunities
that these global events will bring.
Safe, modern transportation infrastructure is integral to
our economic success as a Nation. As you draft the surface
transportation reauthorization bill, I urge my colleagues not
to allow politics to get in the way of supporting American jobs
in your districts and the economic growth of the United States.
Specifically, I urge full funding for the Low or No
Emission Grant Program; Urbanized Area Formula Grants, the
Railroad Crossing Elimination Program, the Reconnecting
Communities Pilot Program to support low-capacity communities,
and the Charging and Fueling Infrastructure Grant Program.
Critically, I also support a significant investment in
transportation needs, especially in public transit needs such
as buses and rail, ahead of the 2028 Olympic and Paralympic
Games in Los Angeles.
Thank you again for your time and consideration. I hope you
will keep these priorities in mind as you draft legislation for
the benefit of our communities. Thank you.
[Mr. Cisneros' prepared statement follows:]
Prepared Statement of Hon. Gilbert Ray Cisneros, Jr., a Representative
in Congress from the State of California
Thank you, Chairman Graves and Ranking Member Larsen, for the
opportunity to testify in support of critical transportation and
infrastructure programs that support my constituents in California's
31st District and communities across the nation.
This committee will soon begin drafting the Surface Transportation
Reauthorization bill.
The most recent surface reauthorization bill, the Bipartisan
Infrastructure Law funded roughly 66,000 projects across the United
States. This amounted to almost $570 billion for projects to improve
roads, repair bridges, modernize transit systems, support public
safety, and more.
This legislation created programs to build out electric vehicle
charging infrastructure, created American manufacturing jobs through
the low and no emission buses program, and invested in workforce
development in the transit and trucking fields.
Modernizing our transportation infrastructure should not be a
partisan issue. But I'm concerned that our nation's transportation
needs will fall victim to the Majority's political partisanship.
Modern and safe transit, roads, and bridges support economic
activity across the United States. They support countless people who
just want to get to work and school. These investments support American
manufacturing jobs right here at home, in districts across the
political spectrum.
And with the 2026 FIFA World Cup and the 2028 Olympic and
Paralympic Games coming to Los Angeles County, we must make needed
investments in transportation infrastructure. Not only to host
international athletes and visitors, but to ensure our local economies
benefit from the economic opportunities that these global events will
bring.
Safe, modern transportation infrastructure is integral to our
economic success as a nation.
As you draft the Surface Transportation Reauthorization bill, I
urge my colleagues across the aisle to not allow politics to get in the
way of supporting American jobs in your districts and the economic
growth of the United States.
Specifically, I urge full funding for the Low or No Emission Grant
Program, Urbanized Area Formula Grants, the Railroad Crossing
Elimination Program, the Reconnecting Communities Pilot Program to
support low-capacity communities, and the Charging and Fueling
Infrastructure Grant Program.
Critically, I also support a significant investment in
transportation needs--especially public transit needs--ahead of the
2028 Olympic and Paralympic Games in Los Angeles.
Thank you again for your time and consideration. I hope you will
keep these priorities in mind as you draft legislation for the benefit
of our communities.
Mr. Perry. The Chair thanks the gentleman. Are there
questions from members of the committee?
Hearing none, the Chair thanks the gentleman for his
testimony. The Chair now recognizes Representative Issa.
TESTIMONY OF HON. DARRELL ISSA, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Mr. Issa. Thank you, Chairman Perry, Ranking Member
Johnson. I have two issues here today, one of which is of the
making of this committee, one is not, but both you can address
and help us with.
The first is one that Ranking Member Johnson is well aware
of. The growth in the court over the last many decades has not
been even. It has, in fact, been greater in some areas than
others, much of this due either to border activities and/or
intellectual property litigation. San Diego is both. So in
anticipation of that, the Federal court system, at their own
expense back in the early 2000s, built a courthouse that had
room for growth, room for additional space.
This was not arbitrary. In fact, this was a second
courthouse that was collocated but not contiguous, not purely
contiguous, with the original courthouse. They recognized that
they had outgrown the old courthouse dramatically, that they
were in leased space all over the city, and that in
consolidation, they didn't want to have to do it again because
there was no room--even with eminent domain, there was no room
for expansion further. Therefore, they built this courthouse
with future growth.
This committee, recognizing that they didn't need it at
that time, said, come back to us when you need more, and we
have done so on multiple occasions. The first time, we got two
additional. We are now in a situation in which this committee
has not acted promptly. And as a result, we have judges in
makeshift courthouses around the city. These are Article III
Federal judges and bankruptcy judges. The inefficiency and the
risk to these judges, both for themselves and in the transfer
of criminal individuals related to trial, creates a burden, an
expense, and a risk. And this continues.
We have applied multiple times for a waiver dating back
some years. We have not been granted one. We are here today to
say, the time is up. The committee and its staff have simply
not acted and continue to ask us for additional information.
Mr. Chairman, your own staff has told us you are never
going to give us the waiver. I am here to say, give us the
waiver.
The fact is, we are the only courthouse in the United
States of America that has to come to this committee. On top of
that, the funds are not coming from appropriation, but in fact,
are made by the court system where they allocate it to where
they believe they should. So the idea that when we have judges
who are remote that we want to bring back in, that we are not
able to simply because a building already existing has rooms
that have not been prepared for the judges makes no sense.
I am here sounding like we are in the minority. I am here
sounding like we are the opposition party. But as Ranking
Member Johnson knows, I am passionate about the safety of our
judges. And I know everyone on this dais has supported the
various measures to bring additional safety to all of our
judges, both at the High Court and the district court. This is
a safety risk. This is one that should not continue. It is also
a cost risk.
I would ask you to please give it your highest attention.
It is an exemption that should be pulled off. I understand why
it was put on, but quite frankly, it has more than outlived its
usefulness.
I would close on that issue and say the next time the court
comes to building a building, would you like them to build a
building with no room for growth in a growing area and thus, in
fact, need a third, a fourth, or a fifth building over the
years? It is not efficient. It makes no sense.
I will close with this. There is something not of your
making. The fact is the growth of electric vehicles, vehicles
that do not pay the gas tax, has created a desire by many
areas, including in my hometown under an organization known as
SANDAG, which is the regional authority for building roads,
they have repeatedly proposed taxing miles on all vehicles to
make up the shortage that they believe is there because of
higher efficiency vehicles and vehicles that don't use gasoline
or diesel fuel at all.
I would ask this committee to seriously look at prohibiting
that tracking system in order to collect that. I think, as a
matter of being a pure Libertarian, if we continue to allow
further tracking in the name of taxation, where will it lead,
and where will it end?
I thank the committee.
[Mr. Issa's prepared statement follows:]
Prepared Statement of Hon. Darrell Issa, a Representative in Congress
from the State of California
Mr. Chairman, Ranking Member, Members of the Committee, thank you
for holding this Member Day hearing to hear from rank-and-file Members
across the Congress regarding our priorities.
I would like to raise two issues for the Committee's consideration
today--both of importance to my District and with nationwide
implications.
First, is a concern of judicial efficiency in San Diego. As the
Committee knows, in 2009 this Committee authorized the construction of
the Carter-Keep Courthouse Annex in San Diego. This is a federal
courthouse that includes courtrooms and chambers of the U.S. District
Court for the Southern District of California.
At the time of Congressional authorization, Congress presciently
foresaw and planned for the future growth of the courts in the original
construction. Consequently, the building which was constructed provides
significant extra capacity with the result that the court has shared
the modern, secure building with other federal tenants.
Since then, the court's space requirements have grown, as
anticipated, and so they have requested Congressional permission to
build out chambers and courtrooms within the existing Courthouse space.
Completion of this project will improve the safety and security of
the court as well as improve efficiency by consolidating the court's
operations into a unified space designed for its use.
Importantly, I would note, only Committee approval is needed for
the required renovation to proceed. And, no additional appropriations
are required by Congress.
As the Chairman of the House Judiciary Subcommittee on the Courts,
Intellectual Property, the Internet, and Artificial Intelligence, I can
confidently assert that this renovation is an appropriate and timely
step toward efficient, safe, and planned-for operations of the court.
Given these considerations, and that the renovation in question has
been needed and contemplated for several years beginning in the fall of
2022, I would respectfully request that the Committee authorize the San
Diego renovation project and remove future renovation restrictions
swiftly.
I would like to now turn to another matter of significant need for
my District, one with great national import.
As the nation increasingly adopts electronic and hybrid vehicles,
gas tax revenue will continue to decline. Consequently, policy makers
have begun examining changes to the funding of road and bridge
construction.
One idea that is unfortunately gaining purchase is the concept of a
per-mile tax, or mileage tax, under which drivers' trips are tracked,
reported, and taxed per mile. While policymakers may be interested in
this option as a theoretical matter, as a practical matter,
implementation of this sort of mileage tax requires drivers to have a
government-approved tracker in their vehicles. Such a proposal would
allow the government to monitor the movements of every driver wherever
they go, record and database such movements, and tax their every move.
California often pilots bad ideas first, and the track-and-tax
scheme was no exception. A few years ago, the local joint powers
authority that covers much of my district, the San Diego Association of
Governments (SANDAG), attempted to pioneer such a scheme. Now,
Caltrans, the state authority, is reviewing implementation options.
Needless to say, the San Diego track and tax plan was wildly
unpopular in my District and opposition was immediate and widespread.
In fact, a constituent survey of the district I represent found that
more than 90 percent of all residents opposed this type of ``track and
tax'' proposal--the most decisive response we have ever received.
Thankfully, we defeated the initial plan, and today SANDAG has
shared there are no current plans to revisit. However, Sacramento is
now weighing statewide options instead. And, federal pilot projects
show many communities are testing similar plans.
I have repeatedly introduced the No Track, No Tax legislation to
prevent such a government overreach.
As this Committee considers the future funding of America's transit
ways, I believe that this misguided experiment is instructive that
track-and-tax schemes have no place in a nation that prizes the freedom
to drive whenever and wherever one pleases without the government
monitoring one's every move.
I hope these considerations are helpful to the Committee as it
continues its work in the 119th Congress. Thank you for the opportunity
to testify today.
Mr. Perry. The Chair thanks the gentleman. Are there
questions from the Members?
The ranking member is recognized.
Mr. Johnson of Georgia. I thank the chair, and I thank the
Members for your testimony today. And my partner,
Representative Issa, on the Judiciary Committee has given
eloquent testimony today on the need for this body to pay more
attention to Article III of the Constitution, our judicial
system.
And the truth of the matter, as we have discussed before,
Representative Issa, is that we have, as a body--the
legislative branch has neglected the needs of the judicial
branch for many, many years. How long has it been,
Representative Issa, since there has been meaningful expansion
of our court system in terms of judges and courthouses and
courtrooms? And how does that impact us at this point?
Mr. Issa. The last expansion was in the 1990s. However,
there was a bipartisan bill broadly passed in the last Congress
and resubmitted in this Congress that would make about a 10-
percent increase which would be about 66 judges needing
courtrooms around the country.
Mr. Johnson of Georgia. And some of the facilities in which
those courtrooms would be built are already situated in such a
way as they can accommodate the buildout of those facilities to
accommodate the need for more courtrooms.
Mr. Issa. The court has been trying to use its funds to do
just that for more than 30 years.
Mr. Johnson of Georgia. But we need to do more to support
that in terms of the legislative branch. Is that your testimony
today?
Mr. Issa. That is, Ranking Member.
Mr. Johnson of Georgia. And last, Representative Issa, you
spoke about really taxing electric vehicle owners in the same
way that internal combustion engine owners have to pay the gas
tax. Do you agree with the thinking that a $250 charge per year
per electric vehicle in the United States is an appropriate way
of having electric vehicle owners pay into the gas tax?
Mr. Issa. I would highly recommend that a system occur that
doesn't involve what was proposed in my home county, which is a
real-time tracking system of every mile and every location.
Simply as a constitutional reality, that is an invasion of
people's privacy, but that is what is being proposed.
Many States do have, when they do their inspections every
year or two, they do look at the mileage, and they could tax it
based on that. So there is a number of ways that they could
collect a fair and equal tax without tracking vehicles. And
particularly in the case of the proposal in San Diego, which
almost became law, they were going to track every vehicle, both
gas and electric.
Mr. Johnson of Georgia. Thank you.
I yield back.
Mr. Perry. Are there further questions?
Seeing no others, I have a couple questions for the
Representative.
So the waiver--so the courthouse was built in anticipation
of growth. You are saying that you need it, and I don't doubt
that that is justified. Why, if the courthouse was built in
anticipation of growth, does it require a waiver?
Mr. Issa. Because this committee slipped that in back in
2009 when it was being built, and it has just been a reality.
We are the only courthouse in the country--it actually was, my
understanding, Eleanor Holmes Norton and perhaps one other
Member who thought it was worthwhile doing. I have questioned
the Delegate from DC, and she doesn't remember the details of
it or any need for it, so you might even check there.
This is kind of an odd one because I understand at the time
of its original building, it had potential for up to six
additional courtrooms, and building them out at that cost might
have been expensive. But what has happened in the interim is
that they have--some are being used by the IRS and so on, but
in the meantime, because we didn't get the waiver over a number
of years, what has ended up happening is they have gone and
built courtrooms in leased space. Those leases are coming due,
and we would like to be able to build out the courtrooms at the
cost to the court system from their funds in order to not have
to renew those leases which could trap us again for years.
And, Chairman, the big question that my chief judge asked
me in San Diego is, do you understand the risk to us of
transferring prisoners and of our judges being in a courthouse
that is, by definition, not nearly as secure because it is
outside a perimeter that they designed for the two buildings
that represent our combined court system.
Mr. Perry. Understood. Thank you.
And then finally, your comment/questioning on the charges
for electric vehicle charging, and how that--or not charging,
but they will participate in paying for their use of the roads.
And while I agree with you that this committee and this
Congress should probably take action regarding local
jurisdictions doing what you are talking about, and I am
completely in concurrence with your assessment, we are also
going to have to mind that this organization itself was seeking
to do a very similar thing, and will seek to do the same thing
in the future.
And I would be interested in working with you on a solution
set for charging appropriately, similarly to what we do with
gas- and diesel-powered vehicles for the fuel source. However,
I am not looking for an opportunity for the IRS to review my
electric bills or anybody's electricity bills. So, that is a
particular challenge, and I would be interested in working with
you on trying to find a solution set. And hopefully, we will
have more than a couple of weeks to come--or, literally, 24
hours, which is what I had the last time offered--to find a
solution set to this problem.
Mr. Issa. Chairman, I look forward to it.
I have been here just long enough to remember the late Don
Young warning us about the upcoming problem as we had fixed
revenue per gallon and a clear forecast that per vehicle-mile
we were going to use less fuel. And that was even before
electric went to zero fuel. So it is legitimate that we find a
way to have the revenue per mile driven come up to where
perhaps it was when Don Young cried it is a problem in the
1990s.
Mr. Perry. Right. All right. The Chair thanks the
gentleman. The Chair now recognizes Representative Gluesenkamp
Perez.
TESTIMONY OF HON. MARIE GLUESENKAMP PEREZ, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF WASHINGTON
Ms. Perez. Thank you, Chair. Thank you, Ranking Member.
When your colleague, Rick Larsen, visited my district, he
prudently described himself as the public works director at the
Federal level, and those are the most popular people in my
community, and so we appreciate the work you all do in this
committee to make sure that we have the nuts and bolts of good
Government working correctly, efficiently for the necessary
things. And thank you for the opportunity to testify today as
the committee begins its work on surface transportation
reauthorization.
As the ranking member knows well, my district is home to
one of the largest, most complex, and most important bridge
replacement projects in the country. The I-5 Bridge crosses the
Columbia River. It is a critical stretch of I-5 that connects
Portland, Oregon, with Vancouver, Washington. One span of the
bridge was built in 1917, and the bridge is at risk of collapse
in the event of a major earthquake, which--we are on the
Cascadia subduction zone. This is a real risk. Congestion clogs
the bridge for as many as 10 hours per day, keeping commercial
vehicles from moving goods and people from getting home to
their families.
We need a new bridge. That is why I am glad to have helped
bring back $2.1 billion for this project through the Mega and
Bridge Investment Program grants award. These grant programs
were created in the Bipartisan Infrastructure Law and are
crucial to getting this project done. We must ensure that
awarded funding goes out quickly and efficiently through our
agency partners.
This isn't only a bi-state bridge in my district that needs
repair. In fact, the Lewis and Clark Bridge, which connects
Longview in my district to Rainier, Oregon, was included in the
National Transportation Safety Board's recent report
identifying bridges susceptible to collapse in an incident like
the devastating collision in Baltimore.
As the committee considers a surface transportation
reauthorization bill, I urge you to continue support for
discretionary programs like the Federal Highway
Administration's Bridge Investment Program that can help
communities in my district make our bridges safe, durable, and
congestion-free.
Separately, another issue that I have been hearing about
from loggers in my community is related to restrictions on
younger drivers hauling across State lines. My district is a
giant border district; you can drive 5 hours all across the
border. And these restrictions on younger drivers not being
able to cross by State lines is a serious impediment to the
industry and to these young professionals making their way in a
career.
While the Bipartisan Infrastructure Law established an
apprenticeship pilot program for individuals under 21 who hold
a CDL to travel across State lines, this program was
undersubscribed and did not bring real relief to constituents
like mine who are frustrated by the regulations imposed on
State boundaries. I am looking forward to working with the
community to provide a pathway for 18- to 20-year-old CDL
drivers to safely cross interstate lines. You learn how to
drive log trucks safely by driving similar routes. A singular
radius around the mileage isn't the same thing as being able to
cross interstates freely to get those logs to a mill.
I would also like to mention an issue that draws the ire of
thousands of Americans. If you spend any time on certain
subreddits, some of which have thousands and thousands and
thousands of subscribers, you will know about overly bright
headlights. This is something that draws ire from rural
Americans, from older Americans, from law enforcement. I
understand the Bipartisan Infrastructure Law tried to improve
this issue by allowing manufacturers to make adaptive driving
beams, but, let's be honest, it has not helped.
I am interested in working with the committee to ensure
that the National Highway Traffic Safety Administration develop
overall maximum brightness on the lumens, standardizing
headlights for automobiles that retain visibility for drivers
but also reduce glare and increase safety for other drivers on
the road.
Thank you again to the ranking member and the chair for the
time to speak before this committee. I look forward to working
with you both to deliver for people in my community of
southwest Washington.
[Ms. Perez's prepared statement follows:]
Prepared Statement of Hon. Marie Gluesenkamp Perez, a Representative in
Congress from the State of Washington
Thank you, Chairman Graves and Ranking Member Larsen for the
opportunity to testify today about the priorities for Southwest
Washington as the Committee begins its work on a surface transportation
reauthorization.
As the Ranking Member well knows, my district is home to one of the
largest, most complex, and most important bridge replacement projects
in the country. The I-5 bridge over the Columbia River is a critical
stretch of I-5 that connects Portland, OR and Vancouver, WA. One span
of the bridge was built in 1917, and the bridge is at risk for collapse
in the event of a major earthquake. Plus, congestion clogs the bridge
for as many as ten hours per day, keeping commercial vehicles from
moving goods and people from getting home to their families.
We need a new bridge. That's why I am glad to have helped bring
back over $2.1 billion for this project through Mega and Bridge
Investment Program grant awards. These grant programs were created in
Bipartisan Infrastructure Law, and they are crucial to getting this
project done. Now, we must work to ensure that the awarded funding goes
out quickly and efficiently through our agency partners.
This isn't the only bi-state bridge in my district that needs
repair. In fact, the Lewis and Clark Bridge, which connects Longview in
my district to Rainier, Oregon, was included in the National
Transportation Safety Board's recent report identifying bridges
susceptible to collapse in an incident like the devastating collision
in Baltimore.
As the Committee considers a surface transportation reauthorization
bill, I urge you to continue support for discretionary programs like
the Federal Highway Administration's Bridge Investment Program that can
help communities in my district make our bridges safe, durable, and
congestion free.
Another issue I have heard about from loggers in my district is
related to the restrictions on younger drivers hauling across state
lines. My district sits on the border of Oregon, which means that this
imposes an unnecessary barrier for an important part of our workforce.
While the Bipartisan Infrastructure Law established an apprenticeship
pilot program for individuals under 21 who hold a CDL to travel across
state lines, this program was undersubscribed and did not bring real
relief to constituents like mine who are frustrated by the regulations
imposed by state boundaries. I am looking forward to working with the
committee to provide a pathway for 18- to 20-year-old CDL drivers to
safely cross interstate lines.
Finally, I would also like to mention an issue that draws ire from
many Americans: excessively bright headlights. I understand the
Bipartisan Infrastructure Law tried to improve this issue by allowing
manufacturers to make Adaptive Driving Beams, but let's be honest, this
hasn't helped. I am interested in working with the Committee to ensure
that the National Highway Traffic Safety Administration develops
overall maximum brightness standards for headlights on automobiles that
retain visibility for drivers but also reduce glare for other folks on
the road.
Thank you again Chairman Graves and Ranking Member Larsen for
giving me the opportunity to testify today, and I look forward to
working with both of you to deliver for communities in Southwest
Washington.
Ms. King-Hinds [presiding]. Do you have a question, any
Members have a question?
Mr. Johnson of Georgia. I have none, thank you.
Ms. King-Hinds. All right. Thank you, Representative
Gluesenkamp Perez. I now recognize Representative Hernandez.
TESTIMONY OF HON. PABLO JOSE HERNANDEZ, A RESIDENT COMMISSIONER
IN CONGRESS FROM THE TERRITORY OF PUERTO RICO
Mr. Hernandez. Thank you, Madam Chair, and thank you, Mr.
Ranking Member.
Madam Chair, it is appropriate to have you as chair in this
moment, because the issues that I am about to address will
probably be very familiar to you. I will be brief in my spoken
remarks and submit the written testimony for the record. But in
essence, I am here to talk about the state of Puerto Rico's
infrastructure.
Puerto Rico is beautiful in many respects, but the state of
its infrastructure is an exception. Time, storms, and
earthquakes have damaged our infrastructure to levels not seen
in our history, and the work of this committee in helping our
island recover from these disasters has been and will continue
to be very important. So I come here with two concrete asks in
light of our unique infrastructure challenges.
We would like that Congress continue funding programs like
the State of Good Repair Grant Program under the Federal
Transit Administration which gave San Juan last year $11.1
million to strengthen its transit infrastructure and ensure
safe, reliable services for our residents. I strongly urge the
committee to maintain robust funding for this program and to
ensure Puerto Rico's continued inclusion in its formula funding
or grants that are automatically awarded to Territories,
Commonwealths like the Mariana Islands and Puerto Rico, and
States.
I would also like to thank this committee for their role in
establishing the Promoting Resilient Operations for
Transformative, Efficient, and Cost-Saving Transportation,
PROTECT, Program under the Federal Highway Administration.
Unfortunately, under this program, Puerto Rico does not
currently receive a formula allocation, and it is critical for
Puerto Rico's future to be included in the formula allocation
under programs like PROTECT. We need consistent, equitable, and
fair access to these resources to strengthen our infrastructure
now before the next disaster strikes, which is not a question
of if; it is more a question of when.
The reality is that, for Puerto Ricans, our transportation
network is a lifeline. Its reliability directly impacts access
to emergency services, education, and healthcare. So I urge the
committee to include Puerto Rico in all formula and competitive
grant programs. I urge the committee to do the same for the
other Territories and Commonwealths of the United States.
Thank you for your leadership and for recognizing the
importance of resilient, inclusive transit and infrastructure
for Puerto Rico and the entire Nation.
[Mr. Hernandez's prepared statement follows:]
Prepared Statement of Hon. Pablo Jose Hernandez, a Resident
Commissioner in Congress from the Territory of Puerto Rico
I want to thank Chairman Graves, Ranking Member Larsen, and the
entire Committee for their time today and for the opportunity to
discuss critical issues impacting Puerto Rico and the nation.
With just 20 days until the official start of hurricane season,
Puerto Rico is already facing a series of intense storms and widespread
flooding, resulting in island-wide power outages and road closures. But
this is nothing new for my constituents. Puerto Rico is hit by storms
that are only worsening as natural disasters become more frequent and
severe. The damage they inflict on Puerto Rico's infrastructure
highlights the fragility of our transportation systems and underscores
the urgent need for continued investment in disaster-resilient surface
transportation, including roads, bridges, and reliable public
transportation.
Programs authorized through the Infrastructure Investment and Jobs
Act (IIJA) have been essential to addressing Puerto Rico's
infrastructure challenges. Programs like the State of Good Repair Grant
Program, under the Federal Transit Administration, which provides
funding to ensure that public transit in cities operates safely,
efficiently, and reliably by supporting repairs, upgrades, and
replacements of key equipment and infrastructure. In FY2023, San Juan
received an $11.1 million grant through this program to strengthen its
transit infrastructure and ensure safe, reliable service for its
residents. I strongly urge the committee to maintain robust funding for
this program and ensure Puerto Rico's continued inclusion in its
formula funding--or grants that are automatically awarded to
territories and states.
I would also like to thank the Chairman and the Ranking Member for
their role in establishing the Promoting Resilient Operations for
Transformative, Efficient, and Cost-Saving Transportation (PROTECT)
Program under the Federal Highway Administration, which makes surface
transportation systems more resilient against climate change, extreme
weather, flooding, and other natural disasters by supporting both
planning and resilience improvements. This program has already helped
communities nationwide enhance their resilience and strengthen public
transportation systems. Although funding for this program is
distributed through both formula and competitive grants, Puerto Rico
does not currently receive a formula allocation. In 2017, Puerto Rico
endured one of the deadliest natural disasters in the U.S. in over a
century with Hurricane Maria. The storm devastated our energy grid,
decimated roads, and severely damaged critical infrastructure. With
extreme weather events becoming more frequent and severe, it's not a
question of if another major storm will hit Puerto Rico--it's when.
That's why it's critical for Puerto Rico to be included in the formula
allocation under programs like PROTECT. We need consistent, equitable
access to these resources to strengthen our infrastructure now, before
the next disaster strikes.
The reality is that for Puerto Ricans, our transportation network
is a lifeline. Its reliability directly impacts access to emergency
services, education, and healthcare. When this system fails,
particularly during hurricane season, the consequences could be deadly.
As we move forward with this reauthorization, I urge the Committee to
include Puerto Rico in all formula and competitive grant programs.
Thank you for your leadership and for recognizing the importance of
resilient, inclusive transit and infrastructure--for Puerto Rico and
the entire nation.
Ms. King-Hinds. Does the ranking member have any questions?
Mr. Johnson of Georgia. I have none.
Ms. King-Hinds. All right. Thank you, Representative
Hernandez. I now recognize Representative Gonzalez.
TESTIMONY OF HON. VICENTE GONZALEZ, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF TEXAS
Mr. Vicente Gonzalez of Texas. Thank you, Madam Chair and
Ranking Member, for holding today's Member hearing.
I represent the 34th Congressional District of Texas, which
is where the border meets the coast. It is a resilient region
that gets hit regularly by hurricanes and storms on the Texas
coast, and one of the poorest regions in the country. We are
extremely prone to severe flooding from heavy events, but we
are working on a project that we have been working on for quite
a while that I want to bring to your attention that is critical
to mitigating future floods, and it is called the Raymondville
drain, which would improve drainage by building new connecting
channels and widening the existing ones, making additional
improvements on a 63-mile drainage that parallels the Rio
Grande Valley.
In the last few years, south Texas has suffered multiple
floods. Just a few months ago, we had a 20-inch flood in just a
matter of hours. And last month--and we continue to struggle
with it. My constituents were forced to evacuate, abandon
vehicles, homes, property, and many had to be rescued during
the storm. The rainfall resulted in massive flooding across
Cameron, Willacy, and Hidalgo Counties, a place that has always
been prone to storms. And in 1967, the last category 4 and 5
hurricane that hit the area, when there was a very limited
population and most of it was rural, left the entire region
under water.
According to a preliminary report from NOAA, just these
last damages resulted in over $100 million. As of April 14,
2025, we have confirmed over 5,000 homes that were damaged,
many of them destroyed. And Congress must do more to
effectively address the risk of severe flooding in communities
like south Texas.
While the United States is one of the richest countries in
the world, pockets of persistent poverty continue to exist. And
sadly, financial hardship and poverty in these regions are
exacerbated by severe storms and floodings. The Rio Grande
Valley is one of these areas, and therefore, it is critical
that the Raymondville drain project, which was originally
authorized for construction by WRDA in 1986, almost four
decades ago, and expanded in 2007, continues to move forward.
Once the Raymondville drain is completed, it will
substantially improve stormwater management for the region.
Hidalgo County Drainage District No. 1, which is the lead non-
Federal sponsor for this project, originally submitted its
feasibility study to the Assistant Secretary of the Army for
review in 2020. Since then, the drainage district has continued
to closely work with the U.S. Army Corps and has recently
submitted a plan for a section 203 study to the ASA.
I want to thank the committee for having this hearing, and
I want to urge you all to look at this project. It is not very
sexy when you talk about drainage and flooding. I know we deal
with it in a lot of parts of the country. This is, really, a
minor investment to what it would cost if we get another
category 4 or 5 in this region. We are home to SpaceX, we are
home to two LNG terminals that are coming, that are being
constructed now, that are essential to the national security of
this country. If we get a category 4 or 5 in this region, the
entire region will be under water and it will cost our
taxpayers hundreds of billions of dollars in investment for
this region to recover.
It is on the border. It is important for trade, for
business, for energy; obviously, space exploration that is
happening in the region. And I like to compare this to the
levee that flooded the entire city of New Orleans, where many
people died and it cost us hundreds of billions of dollars of
taxpayers to recover. Right now, we can get out of this for a
fraction of the price. It has been on the books for going on
four decades. It is time for us to stop sitting on our hands
and make critical investments in regions like south Texas.
I know there are others in the country that have similar
situations. This is a critical one. I know that if it's not
done, and we do get a category 4 or 5, we will be looking back
wishing we had made this investment.
Thank you all so much for hosting this today.
[Mr. Vicente Gonzalez of Texas' prepared statement
follows:]
Prepared Statement of Hon. Vicente Gonzalez, a Representative in
Congress from the State of Texas
Thank you, Chairman Graves and Ranking Member Larsen, for holding
today's Member Day hearing.
As you prepare to draft legislation and enact your agenda for the
119th Congress, I appreciate the opportunity to speak on a project that
is critical to the 34th Congressional District of Texas--the
Raymondville Drain Project.
South Texas is extremely prone to severe flooding from heavy
rainstorms and hurricanes because it is relatively flat, low lying, and
lacks adequate drainage infrastructure.
The completion of this project is critical to mitigating future
floods and enhancing drainage capacity. It is also cost effective and,
in the long term, will save the Federal government substantially more
money in avoided disaster recovery costs than it costs to build.
The Raymondville Drain Project will improve drainage by building
new connecting channels, widening existing ones, and making additional
improvements to the approximate 63-mile drainage system from Edinburg
Lake in Hidalgo County, Texas, to the Laguna Madre in Willacy County,
Texas.
Over the last few years, South Texas has suffered multiple major
floods that have cost our region tens of millions of dollars in damage.
Just last month, severe storms brought nearly 20 inches of rainfall
to the Rio Grande Valley in just two days.
Many of my constituents were forced to evacuate, abandon vehicles
and property, and be rescued during and after the storms.
The rainfall resulted in massive flooding across Cameron, Willacy,
and Hidalgo Counties.
According to a preliminary report from the National Oceanic and
Atmospheric Administration (NOAA) this resulted in at least $100
million in damage.
As of April 14, 2025, (FEMA) confirmed that over 5,000 homes were
damaged or impacted, and that 235 were destroyed, 842 affected, 2,618
minor, 1,911 major, and 235 destroyed.
Congress must do more to effectively address the risk of severe
flooding in communities like mine.
While the United States is one of the richest countries in the
world, pockets of persistent poverty exist.
Sadly, financial hardship and poverty in these regions are
exacerbated by severe weather and flooding.
The Rio Grande Valley is one of these areas.
Therefore, it is critical that the Raymondville Drain Project,
which was originally authorized for construction in WRDA (Water
Resources Development Act) 1986--that's 38 years ago--and expanded by
WRDA 2007, continues to move forward.
Once the Raymondville Drain is completed it will substantially
improve storm water management for large sections of Hidalgo, Cameron,
and Willacy Counties.
Hidalgo County Drainage District No. 1 (HCDD1), who is the lead
non-Federal sponsor, for this project, originally submitted its
feasibility study to the Assistant Secretary of the Army for Civil
Works (ASA) for review in 2020.
Since then, the drainage district has worked closely with the U.S.
Army Corps of Engineers (USACE) to address their comments and plans to
submit an updated Section 203 study to the ASA for approval in late
Summer / early Fall of this year.
I want to thank the Committee for including a provision in WRDA
2024 directing Army Corps to expedite the review and coordination of
this feasibility study.
Once this review has been completed by the Army Corps, I urge you
and your colleagues to consider including language authorizing the
construction of this vital project in WRDA 2026 or any other eligible
vehicle.
Thank you, and I yield back the remainder of my time.
Ms. King-Hinds. Do any of the Members have any questions?
If none, thank you, Representative Gonzalez.
Mr. Gonzalez. Thank you.
Ms. King-Hinds. I now recognize Representative Nunn.
TESTIMONY OF HON. ZACHARY NUNN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF IOWA
Mr. Nunn of Iowa. Well, thank you, Madam Chair King-Hinds
and Ranking Member serving, Representative Johnson, Jr. Having
these hearings is an important part for our communities to be
able to come forward and highlight the transportation and
infrastructure we need across our community.
Back home in my district in Iowa, we have a little bit of
everything, from rural hometowns to a bustling metropolis in
Des Moines. With that, we want to keep our economy moving
forward, and we are asking the Federal Government to be a
partner in this.
In speaking with the Iowa Department of Transportation;
county, city, and State engineers; as well as local leaders,
and most of all, Iowans; their voice has been resounding on
this. Whether it is a farmer hauling grain or a local mayor
trying to repave Main Street, Iowans need infrastructure that
works, and they need a Washington that is a steady partner, not
a roadblock.
Construction costs, as have been noted by my colleagues on
this, have soared. The last surface transportation bill and our
investments need to reflect real-world price increases and the
pressures those bring.
How this money gets to the State matters just as much.
Formula funding works. It's reliable, fast, gives local leaders
certainty they need to plan ahead, and gets shovels in the
ground. On the other hand, discretionary grant programs often
feel like to my hometown guys a lottery, where some of them win
and some of them lose, but they all do the same amount of hard
work trying to get to that final point. Candidly speaking, that
is not sustainable, and it doesn't help for long-term planning.
So I would like us to prioritize core formula programs that
give States flexibility to move funds when they are needed most
without all the redtape that builds up over years and years of
doing this. Ask any local official in my district, and what is
holding up the process is not the process itself, but the
politics involved in the project.
Environmental reviews drag on for years. Reports that no
one reads pile up on bureaucrats' desks. Federal rules that
sound good in theory, but ultimately just end up adding more
costs and less value. I will give you a perfect example. Under
current law, if a project has already gone through an
environmental review and a new rule comes out in the middle of
that process, those guys have to start the entire process over
from day one. That is not efficient. It is not helpful. And
effectively, it is Government bureaucracy at its worst.
We need to streamline project delivery, reduce duplicative
processes, and make sure that the focus is on result, not
building up things other than infrastructure but things like
paperwork piles. I know your committee is working hard on this,
and we want to thank you for your leadership and action on it.
So I will get right to the point here.
Our number-one ask in Iowa: Help us invest in hard
infrastructure. Iowa's transportation is largely built on our
agriculture and advanced manufacturing. Farmers and business
leaders rely on road access to be completed. And it is not just
our State, it is every State from coast to coast that
transports down our corridor. From north to south, east and
west, it all comes through Iowa, which is why I am pushing for
two commonsense updates to Federal law that will help Iowa
farmers and business people across our country. Most
importantly, it will help families.
The first is, let Iowa permits for vehicles over 108,000
pounds on key segments of I-380. Other States already do this.
Iowans know this as I-65. And when it comes to harvest season,
we have already been doing it for quite some time. If State
highways get added to the interstate system, which we are
asking for, let the trucks already operating on them operate
with the same limits. There is no point in changing it after it
becomes a Federal interstate. If they were operating safely
before, I am confident they will not change their behavior
overnight simply because it says ``interstate'' on the sign.
This will also help increase access to some of our biggest
economic developments in the region, and help Des Moines grow
as a hub for manufacturing in this space. This is support from
our Farm Bureau and a significant portion of our ag land
operators near this area.
Madam Chair, these aren't radical ideas. They are practical
updates to keep an ag supply chain moving across our country.
Additionally, it invests in our rural innovation. Iowa has
been a leader in using smart tech to manage traffic, reduce
crashes, and stretch every dollar. We would like to continue
with your help to build on that. The next bill should make it
easier for Federal funds to start and clear standards that will
help allow connectivity and growth, particularly for rural
areas.
As this committee knows better than anyone, infrastructure
is not a red or blue issue. It is about being able to get your
kids to school safely. It is about getting goods to market. It
is about allowing small towns and hometowns to have a shot at
growth. Iowa is ready to innovate. We just need Congress to use
the right tools.
Thank you for your leadership on this. We look forward to
working together. I yield my time.
[Mr. Nunn's prepared statement follows:]
Prepared Statement of Hon. Zachary Nunn, a Representative in Congress
from the State of Iowa
Chairman Graves, Ranking Member Larsen--thank you for the
opportunity to join you and share a few priorities that matter deeply
to Iowans.
Back home in Iowa's Third District, we've got a little bit of
everything--rural towns, growing cities, and key freight routes that
keep our economy moving. Whether it's a farmer hauling grain to market
or a local mayor trying to keep their main street from crumbling, the
message is the same: Iowan's need infrastructure that works, and they
need Washington to be a steady partner, not a roadblock.
Keep Federal Funding Predictable and Flexible
Since the last time we reauthorized a surface transportation bill,
we've seen major increases in construction costs and face continuing
supply chain challenges. If we want to keep up, we've got to invest at
a level that reflects the facts on the ground.
More than that, how the money gets out the door matters. Formula
funding works. It's predictable, fast, and allows our state DOTs and
local partners to plan ahead and actually get shovels in the ground. On
the other hand, discretionary grant programs often feel like a lottery.
Our local guys pour in staff time and money just to apply, and often
walk away with nothing to show for it.
Let's prioritize core formula programs and give states the
flexibility to move funds where they're needed most without all the red
tape that has built up over the years.
Cut Red Tape and Let Locals Build
Ask any local official in my district what's slowing them down, and
they'll tell you: process. Environmental reviews that drag on for
years. Reports no one reads. Federal rules that sound good in theory
but ultimately just add cost without adding value.
We have a great opportunity to address these problems by
streamlining project delivery and cutting unnecessary regulations. For
example, under current law, if a project has already gone through an
environmental review and a new rule comes out in the middle of the
process, they have to restart the entire review. That's not efficient.
That's government red tape at its worst.
Support Rural Freight and Agriculture Corridors
In Iowa, transportation is agriculture. Our farmers and
manufacturers rely on solid roads to keep things moving. That's why I'm
asking for a couple of commonsense updates to federal law that would
really help Iowa farmers:
Grant Iowa authority to issue permits for vehicles up to
108,000 pounds on a key segment of Interstate 380--something other
states are already doing.
If state highways get added to the Interstate system, let
the trucks that already use them keep operating without new weight
limits. If they were operating safely before, that's not going to
change overnight.
These aren't radical changes--they're practical steps that keep our
supply chains running and our costs down.
Invest in Rural Innovation
Iowa's been a leader in using technology to manage traffic, improve
safety, and make every dollar count. Let's build on that. The next bill
should make it easier to use federal funds for smart infrastructure,
keep investing in research, and make sure we've got clear standards
around vehicle connectivity and data--especially for rural areas that
are doing more with less.
Conclusion
This committee knows better than anyone: infrastructure is not a
red or blue issue. It's about being able to get your kid to school
safely. It's about getting goods to market. It's about small towns
having a shot at growth.
Iowa is ready to innovate. We just need Congress to hand us the
right tools. Thank you again for your leadership, and I look forward to
working with this Committee to move these priorities forward.
Ms. King-Hinds. Do any of the Members have any questions?
If none, thank you very much, Representative Nunn. I now
recognize Representative Houlahan.
TESTIMONY OF HON. CHRISSY HOULAHAN, A REPRESENTATIVE IN
CONGRESS FROM THE COMMONWEALTH OF PENNSYLVANIA
Ms. Houlahan. Thank you, Madam Chair and Ranking Member,
for the chance to testify before the Transportation and
Infrastructure Committee today.
As the committee is working to advance the reauthorization
of Federal pipeline safety in the 119th Congress, I am
participating in this hearing to call attention to the deadly
safety risks that are associated with something called Aldyl A
plastic piping.
Two years ago, March 24, 2023, a natural gas-fueled
explosion in my district at the R.M. Palmer chocolate factory
in West Reading, Pennsylvania, tragically killed 7 people,
injured 10, and displaced 3 families from their homes.
Two months ago, the National Transportation Safety Board
completed its final report of that incident, and it determined
that ``the probable cause of the explosion was a degradation of
a retired 1982 Aldyl A polyethylene service tee with a Delrin
polyacetal insert that allowed natural gas to leak and migrate
underground into the R.M. Palmer Company candy factory
buildings, where it was ignited by an unknown source.''
The safety board recommended that the Pipeline and
Hazardous Materials Safety Administration advise natural gas
distribution pipeline operators to address the risk that is
associated with Aldyl A service tees by replacing or by
remediating them.
Furthermore, the NTSB found that operators may not be aware
of the locations of their plastic natural gas assets that are
vulnerable to degradation in elevated temperature environments,
and they need to urge operators to do more to evaluate and to
mitigate these kinds of risks.
I commend the NTSB for this work which sheds clarity onto
the devastating incident in my community and those impacted.
Unfortunately, however, the findings are not particularly
surprising. DuPont's Aldyl A has a long and well-documented
history of ``poor performance histories relative to brittle-
like cracking,'' including several Pipeline and Hazardous
Materials Safety Administration warnings dating all the way
back to 1999.
Concerningly, in just these past 2 years, there have been
two deadly incidents involving Aldyl A in the United States:
the first in my community that I am highlighting today, and the
second in South Jordan, Utah, in November of 2024, which led to
the death of a 15-year-old child, displaced families, and
damaged many residences, as well. In its preliminary report for
the South Jordan explosion, the NTSB again cited a leak in the
Aldyl A natural gas main near the home.
Following the decades of unheeded Federal safety warnings,
the many kitchen tables that now have a chair left empty, and
the wholly inadequate response by pipeline operators and our
Federal Government to prevent future incidents, this is why I
am here urging that this committee ask itself this sobering
question: How many more people need to die before we here in
Congress act?
In the 118th Congress, I introduced a bipartisan piece of
legislation with my Pennsylvania colleague, Representative Dan
Meuser, to put an end to the safety risks associated with
deadly Aldyl A plastic piping. The Aldyl A Hazard Reduction and
Community Safety Act requires the proper documentation and the
subsequent removal of Aldyl A in high-consequence areas. It
also allows for considerations to minimize cost and service
disruptions.
I stand very, very ready to work with the committee to
reintroduce this critical legislation and urge for its
inclusion in the pipeline safety reauthorization this Congress.
In doing so, Congress will finally heed the decades-long
warnings and greatly improve the safety of our pipeline
distribution systems against the dangers of deadly Aldyl A.
I also encourage and urge the committee to use its
oversight responsibilities to ensure that the Pipeline and
Hazardous Materials Safety Administration, pipeline operators,
and other implicated parties under the committee's jurisdiction
expeditiously implement all of the NTSB's recommendations in
its final report for the Palmer incident to help prevent future
Aldyl A explosions.
Once again, I thank the committee for its attention to this
very, very pressing issue, especially considering the troubling
increase in deadly Aldyl A explosions over the recent years.
And on behalf of my constituents who lost their lives and on
behalf of my community, I appreciate the opportunity to
participate in today's hearing.
And I yield back.
[Ms. Houlahan's prepared statement follows:]
Prepared Statement of Hon. Chrissy Houlahan, a Representative in
Congress from the Commonwealth of Pennsylvania
Thank you, Chairman Graves and Ranking Member Larsen, for the
opportunity to testify before the Transportation and Infrastructure
Committee today.
As the Committee works to advance the reauthorization of the
federal pipeline safety programs in the 119th Congress, I am
participating in this hearing to call attention to the deadly safety
risks associated with Aldyl A plastic piping.
Two years ago on March 24, 2023, a natural gas-fueled explosion in
my district at the R.M. Palmer Company chocolate factory in West
Reading, Pennsylvania tragically killed seven people, injured ten, and
displaced three families from their homes.
Two months ago, the National Transportation Safety Board completed
its final report of the incident and ``determined that the probable
cause of the explosion was degradation of a retired 1982 Aldyl A
polyethylene service tee with a Delrin polyacetal insert that allowed
natural gas to leak and migrate underground into the R.M. Palmer
Company candy factory buildings, where it was ignited by an unknown
source.''
The Safety Board recommended the Pipeline and Hazardous Materials
Safety Administration advise natural gas distribution pipeline
operators to address the risk associated with Aldyl A service tees by
replacing or remediating them. Furthermore, the NTSB found that
operators may not be aware of the locations of their plastic natural
gas assets vulnerable to degradation in elevated temperature
environments, urging operators to do more to evaluate and mitigate
risks.
I commend the NTSB for its work, which sheds clarity onto the
devastating incident for my community and those impacted.
Unfortunately, however, the findings are not particularly surprising.
DuPont's Aldyl A has a long and well-documented history of ``poor
performance histories relative to brittle-like cracking,'' including
several Pipeline and Hazardous Materials Safety Administration warnings
dating back to 1999.
Concerningly, in just the past two years, there have been two
deadly incidents involving Aldyl A in the United States. The first in
my community and the second in South Jordan, Utah in November 2024,
which led to the death of a 15-year-old child, displaced families, and
damaged several residences. In its preliminary report for the South
Jordan explosion, the NTSB cited a leak in the Aldyl A natural gas main
near the home.
Following the decades of unheeded federal safety warnings, the many
kitchen tables that now have a chair left empty, and the wholly
inadequate response by pipeline operators and our federal government to
prevent future incidents, I urge this Committee to ask itself the
sobering question:
How many more people need to die before Congress acts?
In the 118th Congress, I introduced bipartisan legislation with my
Pennsylvania colleague Representative Dan Meuser to put an end to the
safety risks associated with deadly Aldyl A plastic piping. The Aldyl A
Hazard Reduction and Community Safety Act requires the proper
documentation and subsequent removal of Aldyl A in high consequence
areas. It also allows for considerations to minimize costs and service
disruptions.
I stand ready to work with the Committee to reintroduce this
critical legislation and urge for its inclusion in the pipeline safety
reauthorization this Congress. In doing so, Congress will finally heed
the decades long warnings and greatly improve the safety of our
pipeline distribution systems against the dangers of the deadly Aldyl A
material.
I also urge the Committee to use its oversight responsibilities to
ensure that the Pipeline and Hazardous Materials Safety Administration,
pipeline operators, and other implicated parties under the Committee's
jurisdiction expeditiously implement all the National Transportation
Safety Board's recommendations in its final report for the Palmer
incident to help prevent a future Aldyl A explosion.
Once again, I thank the Committee for its attention to this
pressing issue, especially considering the troubling increase in deadly
Aldyl A explosions in recent years. On behalf of my constituents who
lost their lives and my community, I appreciate the opportunity to
participate in today's hearing.
Thank you and I yield back.
Ms. King-Hinds. Do any of the Members have any questions?
None?
Thank you very much, Representative Houlahan.
Ms. Houlahan. Thank you.
Ms. King-Hinds. I now recognize Representative McGuire.
TESTIMONY OF HON. JOHN J. McGUIRE III, A REPRESENTATIVE IN
CONGRESS FROM THE COMMONWEALTH OF VIRGINIA
Mr. McGuire. Thank you, Madam Chair and Ranking Member, for
having me here today to present my priorities for the 119th
Congress in the Transportation and Infrastructure Committee. I
am here today to talk about my very first bill I have
introduced as a Member of Congress, the Agricultural and
Forestry Hauling Efficiency Act.
Agriculture and forestry are two of the largest industries
in the Commonwealth of Virginia, combining for over $120
billion in annual economic impact and providing over 450,000
jobs. This bill allows the Commonwealth of Virginia to permit
trucks up to 90,000 pounds on interstate highways that are
hauling unprocessed agricultural crops and raw forest products.
Virginia approved a maximum weight of 90,000 pounds for trucks
hauling these products on non-interstate highways in 2015, but
this does not apply to interstate highways.
This bill addresses a decade-long discrepancy between State
and Federal law. It does not permit heavier trucks or increased
weight limits; it simply enables trucks operating within State-
approved weight limits to take safer, more efficient routes,
bypassing winding rural roads that go through small
communities, school areas, pedestrian zones, and residential
districts.
Last year, Federal law was enacted that allowed the State
of Mississippi to adopt the exact same policy. Additionally,
Wisconsin, North Carolina, Minnesota, and New England States
have similar authorization to allow agricultural product trucks
permitted for higher weights to transit certain segments of the
Federal interstate system. Allowing these trucks on interstates
is safer, uses less fuel, leads to fewer emissions, better fuel
mileage, less wear and tear on vehicles, and provides shorter
routes.
Simply, it is safer for the community. We want to get the
heavy trucks off of the backroads and onto the interstates with
other heavy trucks. It is safer and more effective.
And I respectfully ask the committee to take into
consideration this important legislation, and I want to thank
you for providing me an opportunity to speak in front of you
all today. And with that, I yield back.
[Mr. McGuire's prepared statement follows:]
Prepared Statement of Hon. John J. McGuire III, a Representative in
Congress from the Commonwealth of Virginia
Thank you, Chairman Graves and Ranking Member Larsen, for having me
here today to present my priorities for the 119th Congress.
Agriculture and forestry are two of the largest industries in the
Commonwealth of Virginia, combining for over $120 billion in annual
economic impact, and providing over 450,000 jobs.
I am here today to talk about the very first bill I introduced as a
Member of Congress, the Agricultural and Forestry Hauling Efficiency
Act.
This bill allows the Commonwealth of Virginia to permit trucks up
to 90,000 pounds on interstate highways that are hauling unprocessed
agricultural crops and raw forest products.
Virginia approved a maximum weight of 90,000 pounds for trucks
hauling these products on non-interstate highways in 2015, but this
does not apply to interstate highways.
This bill addresses a decade long discrepancy between state and
federal law. It does not permit heavier trucks or increase weight
limits; it simply enables trucks operating within state-approved weight
limits to take safer, more efficient routes, bypassing winding rural
roads that go through small communities, school areas, pedestrian
zones, and residential districts.
Last year, federal law was enacted that allowed the State of
Mississippi to adopt this same policy.
Additionally, Wisconsin, North Carolina, Minnesota, and New England
states have similar authorization to allow agricultural product trucks
permitted for higher weights to transit certain segments of the federal
interstate system.
Allowing these trucks on interstates is safer, uses less fuel,
leads to fewer emissions, better fuel mileage, less wear and tear on
vehicles, and provides shorter routes.
I respectfully ask that the Committee take into consideration this
important legislation, and I want to thank you for providing me the
opportunity to speak in front of you all today. With that, I yield
back.
Ms. King-Hinds. Do any of the Members have any questions?
If none, thank you very much, Representative McGuire. I now
recognize Representative Moskowitz.
TESTIMONY OF HON. JARED MOSKOWITZ, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF FLORIDA
Mr. Moskowitz. Madam Chair, thanks for recognizing me
today.
I came today to talk about this committee's draft bill, the
FEMA Act of 2025, and I want to thank the chairman and the
ranking member for working on this.
Before I get there, I just wanted to give a little bit of
my background. I am the only former emergency management
director that was elected to Congress, and I was the emergency
management director in Florida for a Republican Governor. I
took my Democratic hat off for 2\1/2\ years and joined the
DeSantis administration and ran that department and was solely
in charge of the COVID response in the State of Florida.
Before that, I worked on the recovery from Hurricane
Michael, which was in the panhandle. And it was President Trump
and the Trump administration who gave Florida the resources it
needed so that the people of the panhandle could recover. And
without those resources from FEMA that President Trump approved
and the administration gave to Florida, the panhandle would not
have recovered and would not be what it is today.
I want to talk about a couple of issues of the FEMA Act of
2025.
First of all, it includes the FEMA Independence Act that I
filed with Byron Donalds, which I support, which is to get FEMA
out of Homeland Security. President Trump is right that FEMA
needs reform. Let me say that again. President Trump is right
that FEMA needs reform. We have known that in the emergency
management industry for some time. One of those pieces of
reform is it has got to get out of Homeland. Homeland is too
big, it is too bureaucratic, and they have FEMA running all of
the grants for all of the agencies, doing immigration stuff
that they shouldn't be doing, and FEMA has gotten away from its
core mission, as a result, of focusing on response and
recovery.
The second is, we can block grant some of this money, and I
have that bill with Tim Burchett in the House, and some of that
is in the FEMA Act of 2025. We can give States more
responsibility. We can send money down. States can do that.
But I also came to issue a warning. I am deeply concerned
about what Secretary Noem is doing at Homeland on FEMA. And I
have got to be honest, I think she is doing a disservice to the
President. In the last 5 months, what she has done under her
leadership with FEMA, okay, is take FEMA, which needed reform--
the President was right about that--and turn it into Newark
Airport. I am worried that FEMA is going to fail this summer.
If a hurricane came into Louisiana, Alabama, or
Mississippi, those States will go bankrupt without FEMA aid.
Right now, the Secretary has all FEMA aid paused, even ones
that are under previous Presidential declarations, money that
Congress has appropriated. I am worried that those States--
Mississippi, Alabama--right, they don't have the same resources
as a Florida or a Texas, even though the grants in Florida and
Texas are also paused.
Let me say this. Florida and Texas might be able to survive
one hurricane this summer without having to cut healthcare or
education or their DOT budget, but not two. If Texas or Florida
got a double hit, which has happened all the time, they will
have to raid their DOT budget, their education budget, and
their healthcare budget just to survive.
FEMA also provides resources. Now, they don't own those
resources; they coordinate those Federal resources. Most of
them are DOT resources. Without FEMA's ability to do that,
States that don't have those resources like the States I said--
Mississippi, Alabama, right, Louisiana--if something comes in
from the Gulf of America it is going to be very tough for those
States to respond.
What about tornado alley? Those States don't have it.
Kentucky, Oklahoma, they go bankrupt.
And we have not had an earthquake since the 1990s, thank
goodness, but I can tell you right now, FEMA will fail, based
on what the Secretary has done to that Department.
And so, the President is right. FEMA does need reform. I
know this committee is working on that. I want to work with the
committee and the chairman on FEMA reform. But we have to save
FEMA. We can make it smaller. We can make it faster, right? We
can do those things. But if the idea is we don't need a FEMA
anymore, and that is what the Secretary has said, I can tell
you the results are going to be catastrophic, and it is going
to be mostly for red States, based on their geographic
territory and their financial ability.
And so, I appreciate the opportunity. I support the
President creating the task force that he has created to try to
come up with FEMA ideas. I look forward to them meeting. I
believe those meetings are going to start soon, and we will
look forward to their recommendations and working with
Congress.
But with that, Madam Chairwoman, I stand ready to answer
any and all questions. Thank you.
[Mr. Moskowitz's prepared statement follows:]
Prepared Statement of Hon. Jared Moskowitz, a Representative in
Congress from the State of Florida
Thank you, Chairman Graves, Ranking Member Larsen, and Members of
the Committee. As the Representative for Florida's 23rd Congressional
District--and the only former statewide Emergency Management Director
to ever serve in Congress--I appreciate the opportunity to speak with
you today about how we strengthen FEMA and improve the way our country
prepares for, responds to, and recovers from disasters.
I want to thank the Committee for holding this important hearing
and drafting a FEMA reform package that reflects several proposals that
I have long supported, including giving states more flexibility in how
they administer disaster assistance and restoring FEMA as an
independent agency. I believe that these reforms would help cut red
tape, improve coordination, and ensure that help reaches communities
faster when they need it most.
These reforms come at a critical moment. The truth is, disasters
are becoming more frequent, more destructive, and more expensive.
Communities across the country, from coastal regions to the rural
heartland, are facing events that strain emergency management systems
and complicate recovery. FEMA must be equipped to support a range of
needs, from states that can lead their own response to those that need
more direct assistance.
Unfortunately, some are calling to abolish FEMA entirely. That
cannot be the path forward. FEMA isn't perfect--no agency is--but we
don't fix that by walking away. We fix it by making the agency better.
That's why I'm encouraged that the reform package we're discussing
today reflects several proposals I've long supported--reforms that
would make FEMA faster, more efficient, and more effective.
The worst thing Congress could do right now is dismantle the only
federal agency whose sole mission is to respond when Americans are at
their most vulnerable. Eliminating FEMA would force states to take on
disasters alone, regardless of whether they have the resources or
capacity to do so. It would slow recovery, raise costs, and leave
families without the support they need.
It goes back to what I said: the rate of disasters isn't just
increasing--it's also intensifying, and the facts back it up. In 2023
alone, the United States faced 28 separate billion-dollar disasters,
the highest number ever recorded, totaling more than $91.3 billion in
damages.\1\ \2\ Events like these aren't concentrated in one region,
either--they strike nearly every part of the country, and the damage is
such that communities simply can't recover alone.
We saw it in Hawaii, when wildfires tore through Maui, decimating
the historic town of Lahaina in what became the deadliest U.S.
wildfires in more than 100 years. Nearly 100 people were killed, and
thousands of families lost their homes and businesses at incredible
emotional and financial cost--more than $5.7 billion in damage.\2\ \3\
We saw it in my home state of Florida, when Hurricane Ian made
landfall as a Category 4 storm, flattening coastal communities, cutting
power to millions, and causing nearly $120 billion in damage.\1\ It was
one of the costliest storms on record.
And of course, during COVID-19, our country experienced our first-
ever nationwide Major Disaster Declaration. All 50 states, all five
territories, and the District of Columbia were under active
declarations at the same time.\4\ It was the first time a public health
emergency triggered a response under the Stafford Act.\5\
These are just a few of the many examples, but in all of them, who
showed up to help? It was FEMA--working alongside state and local
responders--that helped provide shelter, coordinate aid, and begin the
long but necessary recovery process.
In the years after Ian, FEMA provided $1.15 billion in direct
grants to help nearly 400,000 Florida households repair and rebuild,
and another $2.3 billion to local communities for debris cleanup and
infrastructure repair.\6\ In total, federal support for Ian's recovery
topped $10.2 billion.\6\ In Hawaii, FEMA is still around almost two
years later, offering direct housing assistance. And during COVID, the
agency helped deliver billions of units of PPE, supported field
hospitals and vaccine sites, and provided more than $125 billion in
emergency aid to state and local governments.\4\ \5\ If there was ever
any doubt about FEMA's importance, COVID made it clear.\4\ \5\ FEMA
delivered the national response that the pandemic required.
All of this to say, this is not a regional issue. It is national.
As more and more Americans live in high-risk areas and the climate
continues to change, the scale and costs of these disasters will keep
rising. And FEMA is the only federal agency with the expertise and
infrastructure to coordinate response and recovery at this magnitude.
But FEMA can only do that work if it has the structure, authority,
and agility to meet the challenges we face. That's why I introduced the
FEMA Independence Act--to restore FEMA as a stand-alone agency with a
direct line to the President. I'm honored that this Committee included
that reform in the broader package. It's a commonsense step that
reflects what many of us already knew from experience: FEMA needs the
ability to act quickly, cut through bureaucracy, and lead when disaster
strikes.
While that is an important step in the right direction, I also
believe we should continue exploring ways to give states more
flexibility in how they administer disaster recovery programs. Just
last week, I introduced the Disaster Housing Flexibility Act and the
Disaster Response Flexibility Act to allow states to opt into a block
grant model for housing and public assistance. These proposals are
rooted in my experience managing state block grant programs during my
time as the Director of Florida's Division of Emergency Management,
where getting resources out the door quickly made a real difference.
These kinds of reforms are not about shifting responsibility. They
are about recognizing that some states have the capacity and readiness
to move faster--and we should empower them to do so when appropriate. A
voluntary block grant framework would allow FEMA to focus more of its
capacity on states that need the most federal support, while giving
states with strong emergency management infrastructure more say in
their own recovery. Not only would it reduce administrative burden and
increase efficiency, it would also give states the flexibility to
tailor assistance in ways that make the best use of available
resources. It is a flexible, scalable model worth considering as we
look ahead.
FEMA is not a luxury. It is a lifeline. Whether it is hurricanes in
Florida or Texas, wildfires in Hawaii or California, floods in Vermont
or Iowa, tornadoes in Kentucky or Mississippi, or heat waves in Nevada
or Arizona, FEMA shows up with the people and resources to help. That
work does not replace state or local efforts--it supports and
strengthens them when the scale exceeds what any one community can
manage.
That is why proposals to abolish FEMA are so dangerous. Eliminating
the only federal agency solely focused on disaster response would not
make our communities safer or recovery faster. It would do the
opposite. We should be improving FEMA, not tearing it down--and that is
exactly what this reform package begins to do.
You all have taken a critical step forward by restoring FEMA's
independence and exploring new ways to cut red tape and strengthen the
federal-state partnership. I appreciate the Committee's work to advance
these reforms, and I look forward to continuing the conversation about
how we make FEMA stronger, smarter, and more responsive for the
challenges ahead.
Thank you again for the opportunity to testify today.
__________
\1\ Wu, Shuang-Ye. ``Billion-Dollar Weather and Climate Disasters Broke
U.S. Record in 2023, NOAA Says.'' PBS NewsHour, January 10, 2024.
https://www.pbs.org/newshour/science/a-record-28-billion-dollar-
weather-and-climate-disasters-struck-the-u-s-in-2023-noaa
\2\ National Centers for Environmental Information (NCEI). U.S.
Billion-Dollar Weather & Climate Disasters 1980-2024. National Oceanic
and Atmospheric Administration. https://www.ncei.noaa.gov/access/
billions/events.pdf.
\3\ Blake, Mike, and Marco Garcia. ``Maui Wildfires Deadliest in
Century as Death Toll Hits 93.'' Reuters, August 13, 2023. https://
www.reuters.com/world/us/death-toll-maui-fires-hits-least-80-damages-
billions-dollars-2023-08-12/.
\4\ Federal Emergency Management Agency (FEMA). FEMA Led Historic
Pandemic Response, Supported Record Number of Disasters in 2020. U.S.
Department of Homeland Security, January 11, 2021. https://
www.fema.gov/press-release/20210111/fema-led-historic-pandemic-
response-supported-record-number-disasters-2020.
\5\ U.S. Government Accountability Office. Disaster Relief Fund:
Lessons Learned from COVID-19 Could Improve FEMA's Estimates. GAO-24-
106676. Washington, D.C.: Government Accountability Office, July 9,
2024. https://www.gao.gov/products/gao-24-106676.
\6\ Federal Emergency Management Agency. ``Hurricane Ian: Two Years
into Recovery.'' FEMA.gov, September 19, 2024. https://www.fema.gov/
press-release/20250122/hurricane-ian-two-years-recovery.
Ms. King-Hinds. Do any of the Members have any questions?
If none, thank you, Representative Moskowitz.
Mr. Moskowitz. Thank you.
Mr. Fong [presiding]. The Chair now recognizes
Representative Moore.
[Pause.]
Mr. Fong. Would you turn on your mic, I believe?
Mr. Moore. Let me start--I will start over there.
TESTIMONY OF HON. TIM MOORE, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF NORTH CAROLINA
Mr. Moore of North Carolina. Thank you, Mr. Chairman. I
appreciate you and the other committee members for this hearing
today before Transportation and Infrastructure to hear from
Members from around the country.
I represent the 14th District of North Carolina, and I can
tell you that the Charlotte-Gastonia metro is one of the
fastest growing areas in our Nation. As western North Carolina
continues to grow, so do the demands on our local
infrastructure, like so many other locations. That is why,
actually, the first bill that I filed this year was H.R. 1333,
which would designate U.S. Highway 74 as a future interstate.
This segment would stretch from Interstate 26 in Columbus,
North Carolina, to Interstate 85 in Kings Mountain, North
Carolina.
For many of my constituents--and frankly, for folks that
travel from around the country--U.S. 74 is a heavily traveled
route for commuting, commerce, and daily life. Upgrading U.S.
74 to interstate status will bring long-overdue improvements.
This designation will open this corridor for new economic
development, attract businesses, and create more opportunities
for western North Carolina. And the future interstate
designation will allow the North Carolina DOT to place
corresponding signs along the corridor that runs through Polk,
Rutherford, Cleveland, and Gaston Counties and will ensure the
road is brought up to interstate standards.
The reason this is important is one of our counties,
Rutherford County, is one of the few counties in our State--and
the only one in my district--that does not show an interstate
within its county lines. This designation of what essentially
is an interstate--it already functions that way, it has exits,
controlled access, all of that--is expected to boost economic
opportunity in this county while also improving regional
connectivity.
Some of you may know when a company is looking to expand
somewhere, on their site selection, they want to know how close
are you to an interstate. And it may be an interstate-quality
road, but if it doesn't have that magic blue and red, it
doesn't count as interstate for it. So it is a way that can
sometimes disqualify areas. That is what has happened in
Rutherford County. And Mr. Chairman, I would submit it has
probably happened in other locales around the country, and it
is something--it is an easy fix that we could do to help
regions like that.
But I am certainly looking forward to working with this
committee on that, but really moving forward with something
even more important. I am sure you all heard about Hurricane
Helene that really ravaged western North Carolina. And I can
tell you that, beyond infrastructure improvements, disaster
relief remains the top issue for western North Carolina. Like I
say, it has been a little less than a year ago when Hurricane
Helene came in and did significant damage, but there has been
progress since President Trump entered office. There is still
debris to clear, rebuilding to do, but the pace has picked up,
and we are very grateful for that.
We have also seen that the leftover debris has proven to be
dangerous, as it acts as a fuel for wildfire. Some of you may
have followed the news and saw about all the wildfires that we
had a couple months ago. And I will just say that the
bureaucracy at FEMA, particularly in the past, had made getting
the debris cleared very difficult. But that is not the only
issue at FEMA. We recognize there needs to be overhaul, and I
look forward to seeing this committee take that up as I know
the President has put a lot of effort into that.
And I've got to say, since the first of the year, FEMA
really has stepped up their game and has done an even better
job at debris removal, as well as other things. We know in the
last administration, FEMA spent, I think it was, $1.4 billion
on migrant housing, transportation services, instead of getting
those dollars where they needed to be to take care of folks who
were dealing with all this hurricane damage that we had.
So I am glad that the President is putting a focus on that,
is reforming FEMA, and is working to get those resources
delivered to western North Carolina. And I tell you, I am
looking forward to working with the administration as well as
this committee and the rest of our colleagues here in Congress
to make sure the Federal Government is prepared to help States
respond swiftly to any disaster and to prioritize American
families instead of getting in the way.
States also need more freedom to take the lead in their
disaster response, because they know the needs of their
constituents better than any bureaucrat in Washington, DC, or
anywhere else. It means faster relief. We have to promote
efficiency, transparency, and accountability within disaster
relief funds across our Federal Government and ensure that
taxpayer dollars go directly to helping families recover and
rebuild.
With that, Mr. Chairman, I yield back.
[Mr. Moore of North Carolina's prepared statement follows:]
Prepared Statement of Hon. Tim Moore, a Representative in Congress from
the State of North Carolina
Thank you Chairman Graves, Ranking Member Larsen, and Members of
the Transportation and Infrastructure Committee for hosting this Member
Day.
The Charlotte-Gastonia metro is one of the fastest growing areas in
the country. As western North Carolina continues to grow, so do the
demands on local infrastructure. That's why the first bill I introduced
was H.R. 1333 to designate U.S. Highway 74 as a future interstate. This
segment would stretch from I-26 in Columbus, North Carolina to I-85 in
Kings Mountain, North Carolina.
For many of my constituents, US 74 is a heavily traveled route for
commuting, commerce, and daily life. Upgrading US 74 to future
interstate status will bring long-overdue improvements. This
designation will open this corridor for new economic development,
attract businesses, and create more opportunities for western North
Carolina.
The future interstate designation will allow the North Carolina
Department of Transportation to place corresponding signs along the
corridor that runs through Polk, Rutherford, Cleveland, and Gaston
counties and will ensure the road is brought up to interstate
standards.
Currently, Rutherford County does not have an interstate within its
county lines. This designation is expected to boost economic
opportunity in each county while improving regional connectivity.
I look forward to working with the Members of the committee to
bring needed infrastructure improvements to western North Carolina.
Beyond infrastructure improvements, disaster relief remains the top
issue for western North Carolina. Less than a year ago, communities
across the Southeast were devastated by Hurricane Helene. Debris still
litters the ground in western North Carolina.
This debris poses a wildfire risk, and we've already had a few
wildfires in Polk County this year.
I wanted to reiterate that I am prepared to work with the Members
of this committee to advance legislation that seeks action on this
issue and ensures debris cleanup is completed before next year's
wildfire season.
Finally, I wanted to finish off by commending the committee and the
administration's efforts in working to empower states with disaster
response. I look forward to working closely with Members to ensure we
can get this reform bill to the finish line.
With that, I yield back my time.
Mr. Fong. Thank you, Representative Moore, for your
testimony.
I want to turn it over to the committee if anyone has any
questions.
Seeing none, thank you for your testimony, Representative
Moore.
Mr. Moore of North Carolina. Have a good day.
Mr. Fong. Thank you.
I believe we are still waiting for a few Members to make
their way to the committee, so in the meantime, the committee
shall stand in recess, subject to the call of the chair.
[Recess.]
Mr. Fong. The Committee on Transportation and
Infrastructure will reconvene.
With that, Representative Kaptur, you are recognized for 5
minutes for your testimony.
TESTIMONY OF HON. MARCY KAPTUR, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OHIO
Ms. Kaptur. Thank you, Chairman Graves, Ranking Member
Larsen, who is not here right now, and members of the
committee, thank you very much for the opportunity to speak
today.
I rise to share the priorities of Ohio's Ninth
Congressional District, which stretches along Lake Erie's south
shore from Toledo west to Indiana, east to Sandusky, Ohio, and
then south to Fremont.
For our communities, many of them industrial, agricultural,
port-centered, and working-class, surface transportation isn't
an abstract policy. It is about American economic progress,
jobs, safety, mobility, and quality of life.
I strongly support the Transportation Alternatives Program,
which provides $1.38 billion annually through fiscal year 2026.
In cities like the largest one that I represent, Toledo and
then Sandusky, these funds are building safer sidewalks, bike
paths, and ADA-accessible routes, helping connect neighborhoods
long left behind. These investments aren't just about
transportation. They are about health and workforce development
in the Great Lakes nation. We are all along the southern rim of
Lake Erie, a lake we share with Canada.
I also want to commend--and by the way, the transportation
modernization that needs to occur with Canada is a work in
progress. Shortly, the Gordie Howe Bridge will be dedicated,
and we are very, very excited about that, but we need to have
other improvements on the transportation front, because Canada
is our largest trading partner.
I want to commend the committee's continued support for
RAISE grants, funded at approximately $1.5 billion per year. In
northwest Ohio, RAISE has helped unlock long-stalled
infrastructure projects, from reconnecting divided communities
to strengthening multimodal access. These competitive grants
are vital for mid-sized cities with ambitious plans, but
limited tax bases.
Another critical tool is the Active Transportation
Infrastructure Investment Program, authorized at $200 million
annually. This program supports safe, connected bike and
pedestrian networks, which are essential in communities where
car ownership is not universal. From east Toledo to rural
Ottawa County, these investments help residents get to school,
work, and healthcare reliably and safely through protected
spaces, including Toledo's number-one-ranked Metroparks in our
Nation, for which we are so proud.
Equally urgent is investment in rail connector routes--we
are heavy on rail--and short line infrastructure. The CRISI
program, funded at $1 billion in fiscal year 2024 and over $5
billion through fiscal year 2026, for us is essential.
In Toledo, upgrading rail links to our port, thriving port,
the busiest port on the lower Great Lakes, and industrial parks
would improve freight efficiency, reduce highway wear, and
strengthen our manufacturing competitiveness.
In addition, connecting passenger rails around the Great
Lakes is an achievable dream.
Finally, I would urge this committee to continue its work
to incentivize cities and localities to make the necessary
investments for passenger rail in our region. I wish the major
public fleets that are necessary to move people and cargo and
their valuable repair and maintenance facilities across our
Nation could be more cohesive.
In other words, where we have large numbers of public
fleets, to connect that opportunity to workforce development
for mechanical technicians that we dearly need in our country.
We are over 1 million short already. So we have a serious
shortage of training sites for workforce development, for
trained technicians and mechanics, and too many repair garages
with circulation systems of the past era. We need healthy
garages in which people can work and be trained. With your
committee's leadership, I believe in a new era of safer,
cleaner maintenance facilities that can repair firetrucks,
police cars, municipal vehicles, ambulances, street sweepers,
garbage trucks, lawnmowers, and equipment that keep communities
serviced. And I would really value the opportunity to develop a
more intensive dialog on that point.
Taken together, these programs are not just line items,
they are lifelines, and they connect our people to opportunity,
support local economies, and help us build communities that are
safer, greener, and more inclusive.
Thank you for your leadership, Mr. Chairman and Members,
and for giving communities like mine a seat at the table. I
look forward to working with you to continue delivering for the
American people.
I yield back, and thank you.
[Ms. Kaptur's prepared statement follows:]
Prepared Statement of Hon. Marcy Kaptur, a Representative in Congress
from the State of Ohio
Chairman Graves, Ranking Member Larsen, and Members of the
Committee--thank you for the opportunity to speak today.
I rise to share the priorities of Ohio's 9th Congressional
District, which stretches along Lake Erie from Toledo to Sandusky. For
our communities--many of them industrial, port-centered, and working-
class--surface transportation isn't abstract policy. It's about jobs,
safety, mobility, and quality of life.
I strongly support the Transportation Alternatives Program, which
provides $1.38 Billion annually through FY2026. In cities like Toledo
and Sandusky, these funds are building safer sidewalks, bike paths, and
ADA-accessible routes--helping connect neighborhoods long left behind.
These investments aren't just about transportation; they are about
health, equity, and opportunity.
I also want to commend this Committee's continued support for RAISE
Grants, funded at approximately $1.5 Billion per year. In Northwest
Ohio, RAISE has helped unlock long-stalled infrastructure projects--
from reconnecting divided communities to strengthening multimodal
access. These competitive grants are vital for mid-sized cities with
ambitious plans but limited tax bases.
Another critical tool is the Active Transportation Infrastructure
Investment Program, authorized at $200 Million annually. This program
supports safe, connected bike and pedestrian networks, which are
essential in communities where car ownership is not universal. From
East Toledo to rural Ottawa County, these investments help residents
get to school, work, and health care reliably and safely.
Equally urgent is investment in rail connector routes and short
line infrastructure. The CRISI program, funded at $1 Billion in FY2024
and over $5 Billion through FY2026, is essential for regions like mine.
In Toledo, upgrading the rail links to our port and industrial parks
would improve freight efficiency, reduce highway wear, and strengthen
our manufacturing competitiveness.
Taken together, these programs are not just line items--they're
lifelines. They connect our people to opportunity, support local
economies, and help us build communities that are safer, greener, and
more inclusive.
Thank you for your leadership and for giving communities like mine
a seat at the table. I look forward to working with you to continue
delivering for the American people.
Mr. Fong. Thank you very much.
Do any Members on the dais have any questions?
Seeing none, thank you for your testimony. The Chair now
recognizes Representative Fitzgerald.
You have 5 minutes for your testimony.
TESTIMONY OF HON. SCOTT FITZGERALD, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF WISCONSIN
Mr. Fitzpatrick. Thank you, Chairman, Ranking Member,
members of the committee, for allowing me to testify today
about bicyclist and pedestrian safety.
On August 25, 2022, Sarah Debbink Langenkamp, wife, proud
mother of two boys, and 17-year U.S. Foreign Service officer,
was tragically killed when a flatbed truck collided with her
while riding a bicycle along an unprotected bike lane in
Bethesda, Maryland. Sarah's tragic death highlights the need to
make our roadways safer for all who travel them, specifically
bicyclists and pedestrians.
Currently, Highway Safety Improvement Program funds are not
able to be used for the connection of two or more segments of
existing bicyclist or pedestrian infrastructure. While a
reasonable interpretation of a highway safety improvement
project would include connecting existing bicyclists and
pedestrian infrastructure, the absence of these funds for these
projects puts America's cyclists and pedestrians in an
unnecessary danger.
As this committee works on the surface transportation
reauthorization package, I ask that you provide clarifying
language to allow Highway Safety Improvement Program funds to
be used for the protection of vulnerable road users when two
existing projects are being connected. This will make our roads
safer for all who travel them and prevent future tragedies like
the loss of Sarah from happening again. Thank you.
[Mr. Fitzgerald's prepared statement follows:]
Prepared Statement of Hon. Scott Fitzgerald, a Representative in
Congress from the State of Wisconsin
Thank you, Chairman Graves, Ranking Member Larson, and members of
the committee for allowing me to testify today about bicyclist and
pedestrian safety.
On August 25, 2022, Sarah Debbink Langenkamp, a wife, proud mother
of two boys, and 17-year U.S. foreign service officer was tragically
killed when a flatbed truck collided and crushed her while she was
riding a bicycle along an unprotected bike lane in Bethesda, Maryland.
Sarah's tragic death highlights the need to make our roadways safer
for all who travel them, specifically bicyclists and pedestrians.
Currently, Highway Safety Improvement Program, or HSIP, funds are
not able to be used for the connection of two or more segments of
existing bicyclist or pedestrian infrastructure. While a reasonable
interpretation of a highway safety improvement project would include
connecting existing bicyclist and pedestrian infrastructure, the
absence of HSIP funds for these projects puts America's cyclists and
pedestrians in unnecessary danger.
As this committee works on the Surface Transportation
Reauthorization package, I ask that you provide clarifying language to
allow Highway Safety Improvement Program funds to be used for the
protection of Vulnerable Road Users when two existing projects are
being connected. This will make our roads safer for all who travel them
and prevent future tragedies like the loss of Sarah Debbink Langenkamp
from happening again.
Thank you for allowing me to testify on this important issue today.
I look forward to continuing work with the committee on transportation
safety.
Mr. Fong. Thank you very much.
Do any Members want to ask any questions?
Seeing none, thank you for your testimony.
The committee shall stand in recess, subject to the call of
the chair.
[Recess.]
Mr. Fong. The Committee on Transportation and
Infrastructure will reconvene.
I want to thank all the Members for participating. This
concludes our hearing for today. The committee stands
adjourned.
[Whereupon, at 12:11 p.m., the committee was adjourned.]
Submissions for the Record
----------
Prepared Statement of Hon. Gabe Amo, a Representative in Congress from
the State of Rhode Island
Chairman Sam Graves, Ranking Member Rick Larsen, and members of the
Committee on Transportation and Infrastructure thank you for the
opportunity to share the priorities of Rhode Island's First
Congressional district with you as the Committee develops its robust
legislative agenda for the 119th Congress.
Decades of underfunding at the federal level have left Rhode
Island's infrastructure needing improvement, earning the state an
overall C- rating from the American Society of Civil Engineers. Roughly
160 bridges in the state are in poor condition.
The historic Bipartisan Infrastructure Law attempted to address
many of these long-standing challenges. As of 2023, the law helped
deliver $1.8 billion in meaningful investments to meet some of the
infrastructure needs of the Ocean State.
These investments are strengthening our state's transportation
systems, addressing the 15% of bridges rated in poor condition,
reconstructing ports, building charging stations, and enhancing
resiliency.
These projects are already enhancing the quality of life for
countless Rhode Islanders and all those who travel through our state.
This historic law was crucial in Rhode Island securing $221 million
in federal funds to rebuild the Washington Bridge, a project that is a
top priority for my constituents. Every dollar secured for the
Washington Bridge directly reduces the burden on Rhode Island's
residents, businesses, and visitors. While the state is still working
to finalize rebuilding the bridge, I hope the federal government will
be committed to getting it done swiftly.
As you continue building on this progress, I urge you to consider
including the following priorities.
First, research has demonstrated that advanced construction
materials can drive innovation and sustainability, significantly
reducing the environmental impact of our infrastructure.\1\
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\1\ https://www.researchgate.net/publication/
385748997_Advanced_Materials_and_
Construction_Techniques_Innovation_and_Sustainability
---------------------------------------------------------------------------
Rhode Island's composites industry is key to promoting
sustainability and innovation in infrastructure. This growing sector
provides essential support to industries such as aerospace, automotive,
consumer goods, marine, transportation, and more.
Last Congress I cosponsored the Innovative Materials for America's
Growth and Infrastructure Newly Expanded (IMAGINE) Act to support
research and deployment of innovative construction materials, further
improve transportation networks and extend the lifespan of critical
infrastructure.
I urge the Committee to continue championing forward-thinking
strategies that bolster America's competitive edge innovation while
securing a stronger, more resilient future.
Second, continued investment in transportation research and
technology enables Rhode Island and other states to develop innovative
solutions, upgrade infrastructure, and advance modernization efforts
for the benefit of future generations.
I urge you to maintain the State Planning and Research (SPR)
program in its current formula-based configuration. Additionally, I
urge the continuation of the 25 percent set-aside for research,
development, and technology transfer activities. These provisions are
key for enabling the Rhode Island Department of Transportation to drive
innovation and enhance transportation technologies.
I also support preserving the current level of authorizations for
federal Research, Technology & Development programs at a level
consistent with the proportion of funding already appropriated to
ensure continued progress in infrastructure resilience, efficiency, and
modernization.
Third, like many other states, Rhode Island depends on long-term
planning and projections for future capital improvements to ensure
infrastructure projects are executed efficiently.
However, without stable and predictable funding, states cannot
confidently commit to these long-term investments.
For example, a project in Rhode Island remained in the design phase
for 30 years before construction finally began.
To address the ongoing challenges faced by the Rhode Island
Department of Transportation, I urge the Committee to prioritize
formula funding as a reliable and consistent resource.
Underscoring the need to have stable funding, a $221 million MEGA-
INFRA grant for the Washington Bridge was held up by the
Administration's funding pause. This grant was fairly awarded to Rhode
Island last year, having been evaluated and selected in a competitive
process.
I worked with my colleagues and those in the administration to get
these funds released so Rhode Island can move forward with this
critical infrastructure project.
But any delay to transportation funding threatens to impact a wide
range of projects in my state and the creation of good paying jobs--
ultimately impacting the entire economy.
I strongly urge the Committee to include language in future
legislation to ensure the timely distribution of obligated grant
funding and any remaining federal transportation funding previously
awarded to states like Rhode Island.
Another example is the abrupt suspension of the National Electric
Vehicle Infrastructure program, which created major setbacks for Rhode
Island that had already committed resources and begun implementation.
Without expected federal funding, projects aimed at accelerating the
deployment of electric vehicle charging infrastructure face
uncertainty.
Rhode Island was the first state in the country to complete Phase I
by installing fast chargers, making significant strides in establishing
charging networks that would transition to more sustainable and
resilient transportation systems.
Congress authorized this vital Electric Vehicle infrastructure
funding and it must be restored without further delay.
Fourth, as the Ocean State, Rhode Island faces significant threats
from rising sea levels, with projections indicating an increase of up
to 10 feet by 2100. This crisis endangers all infrastructure sectors,
requiring immediate action to safeguard transportation networks and
critical assets.
According to the Rhode Island Statewide Climate Resilience Action
Strategy, a one percent storm surge could flood 337 miles of public
roads and impact 163 bridges statewide.
To mitigate these risks, I urge you to prioritize resilient
infrastructure investments, such as the Promoting Resilience Operations
for Transformative, Efficiency, and Cost saving Transportation
(PROTECT) grant program.
Rhode Island was awarded two PROTECT grants, one $750,000 planning
grant to study and make resiliency investments to mitigate climate
change vulnerabilities and another $26 million for a construction grant
to implement stormwater solutions in more than 100 locations around the
state.
These funds have not been obligated and are currently being held up
by the Administration. This delay threatens Rhode Island's ability to
safeguard our infrastructure against climate threats.
I urge the Committee to expand and provide high authorization
levels for the PROTECT Act because these funds support Rhode Island's
coastal resilience.
Lastly, I would like to elevate the pain our community still feels
after the Flight 5342 crash at National Airport. Two of my
constituents--Christine and Spencer Lane of Barrington--lives were
tragically lost.
The cracks in our aviation infrastructure have been ignored for far
too long. This tragedy should have never occurred. It must never happen
again.
As Doug Lane, who lost his wife and son, recently wrote ``What
happened that day was not an isolated incident. It was the result of
preventable systemic failures that still exist.''
We need to ensure the National Transportation Safety Board
recommendations are swiftly implemented and we have robust reviews of
the events that took place to implement prevention policies.
We must enact real, lasting reform, modernize our outdated safety
protocols and improve air traffic control staffing.
I will commit to working with anyone--families of the victims,
Democrats and Republicans, and leaders on this Committee to honor the
memories of those lost--not with words alone, but with action to
prevent anyone else from suffering from this type of tragedy.
I appreciate the opportunity to share Rhode Island's transportation
priorities with you today, and I look forward to working alongside the
Committee to advance policies that build a stronger, more resilient
future for our communities. Thank you.
Prepared Statement of Hon. Earl L. ``Buddy'' Carter, a Representative
in Congress from the State of Georgia
Chairman Graves, Ranking Member Larsen, and Members of the
Committee,
As the sole Representative of the entire Georgia coast, home to the
nation's third-busiest container port in Savannah and the busiest auto
and machinery terminal in Brunswick, your work in this committee is
very important to me and my constituents. I am especially appreciative
of the committee's ability to complete the Water Resources Development
Act of 2024 and its inclusion of an expedited study for the deepening
of the Savannah harbor.
As you and your staff begin to craft new Water Resources
Development legislation, I would encourage you to find new ways to
streamline and improve the Corps' project management process,
particularly regarding cost estimation, contracting and dredging plan
flexibility. The Port of Brunswick, the busiest port in America for the
import and export of autos and machinery, has faced three bid busts in
a single year--two for the Brunswick Harbor's annual Operations and
Maintenance and one for the Brunswick Harbor Modifications Project.
Each of these bids was primarily due to the Corps' inability to
estimate current market costs for dredging and therefore underestimated
the necessary funding capability. For example, the Brunswick Harbor
Modifications Project was estimated to cost $15.1 million when it was
authorized in WRDA 22. Today, three years later, the Corps' estimate is
$27.6 million--an 83% increase. Similarly, bids for the harbor
maintenance twice exceeded the allowable limits set by the Corps' cost
estimation and were therefore not awardable.
Cost estimation is not the only issue creating this problem.
Despite the Brunswick Harbor Modifications Project's new $27 million
estimated price tag, this is considered a small navigation project.
Giving the Corps a little more flexibility when awarding smaller
projects would enable them to get these projects awarded and therefore
completed sooner so the nation can begin enjoying the positive economic
benefits they deliver.
Lastly, the Corps has either been unwilling or unable to draft
alternative dredging plans for Brunswick Harbor maintenance. Focusing
only on the use of one type of dredge--which is limited by a three-and-
a-half month annual environmental window--the Corps has not been able
to maintain this important harbor to its full width and depth in over
fifteen years. This lack of flexibility has reduced the harbor's
positive economic benefits to the nation by reducing the times that
ships can traverse the harbor each day. Allowing for multiple dredge
types in the Corps' dredging plan would enable the Corps to fully
maintain the harbor and return those missing benefits to American
consumers and businesses.
Aside from WRDA, I would encourage the committee to authorize the
Port Infrastructure Development Program fully as it considers the
Surface Transportation Reauthorization bill and expand the permissible
uses of the Capital Construction Fund to include cargo handling
equipment and related infrastructure for marine terminal operators. If
we want to return manufacturing to our country, America's port
infrastructure must remain globally competitive. These programs help
port facilities to fund critical projects to rehabilitate docks, expand
terminals and more.
Thank you again for the consideration of my remarks. I appreciate
the committee's time and continued efforts on behalf of our nation's
infrastructure.
Prepared Statement of Hon. Ed Case, a Representative in Congress from
the State of Hawaii
Chairman Graves, Ranking Member Larsen, and Members of the
Committee:
Mahalo for the opportunity to share my priorities for matters under
your Committee's jurisdiction for the 119th Congress. In particular, I
ask for your continued support of the U.S. Coast Guard.
My home state of Hawai`i relies heavily on and has benefited
greatly from the presence of the Coast Guard. We appreciate the Coast
Guard's direct support of Hawai`i residents, both generally and through
its District 14 headquartered in Honolulu, not only performance of its
statutory missions like search and rescue and maritime environmental
protection, but also for its indirect support through its presence
beyond Hawai`i throughout the Indo-Pacific.
The Pacific Islands region has long held strategic importance to
the United States. These island nations and other jurisdictions are
located in the vast expanse of ocean between Hawai`i and New Zealand
and control a shared exclusive economic zone larger than the surface
area of Russia and the People's Republic of China (PRC) combined. The
battles fought in the Pacific Islands during the Second World War
showed us the importance of the region. Following the war, the United
States became administrator of the United Nations-designated Trust
Territory of the Pacific Islands. In that time, our nation rapidly
advanced relationships with many Pacific Islands countries and
jurisdictions.
However, our engagement unfortunately waned over time and suffered
from decades of insufficient attention, a situation the pacing
challenge of the People's Republic of China has been only too willing
to exploit. This includes the PRC's Coast Guard, which falls under the
People's Armed Police, a paramilitary force that reports to the PRC's
Central Military Commission, as well as its maritime militia, also a
projection of its armed forces.
Our Coast Guard is uniquely positioned to advance our engagement
and has an important national security role in the face of rising
tensions in the Indo-Pacific region. It is critical to our nation's
effort to counter the PRC through strengthening presence and
partnerships, focusing on maritime law enforcement and addressing
``gray zone'' tactics through capacity building, joint patrols and
other means. In addition, the Coast Guard has a respected track record
of assisting partner nations, especially the island nations of the
Pacific, with their real-world challenges, from maritime domain
awareness, exclusive economic zone and fisheries protection (including
through joint shiprider agreements) high seas fisheries treaty
enforcement, transnational law enforcement, search and rescue and
humanitarian aid.
The white hulls of the Coast Guard are a symbol of the U.S.
humanitarian and a soft power presence. It is widely accepted and
welcomed throughout the Indo-Pacific, and leaders in the region have
consistently requested a larger Coast Guard presence.
Yet, despite its current and especially potential contributions to
our Indo-Pacific engagement, the reality is that the Coast Guard does
not have the full suite of authorities and resources to conduct its
expanding mission.
As one response, to enhance the Coast Guard's role, in the 118th
Congress, Congressman Trent Kelly and I introduced the Pacific Ready
Coast Guard Act, which we plan to reintroduce this week. This bill
would help our Coast Guard transform into one that is ready to take on
the unique challenges and opportunities that the Pacific region poses
in this Pacific century. Specifically, it would establish a Coast
Guard-led Center of Expertise in Indo-Pacific Maritime Governance. Its
mission would be to work with partner nations to provide and facilitate
education and research on maritime governance best practices, including
how to build critical regional state capacity.
Additionally, our bill would also require the Coast Guard to issue
an annual plan for its operations in the Indo-Pacific, evaluate the
feasibility of a standing Indo-Pacific Maritime Group to conduct
humanitarian and law enforcement missions in the Indo-Pacific, review
the feasibility of establishing more forward operating bases in the
Pacific and advise on expanding Coast Guard attache positions in U.S.
embassies in the region.
The Pacific Ready Coast Guard Act will further focus on specific
areas where Coast Guard operations and resources in the Indo-Pacific
should be updated and expanded to match the Coast Guard's expanded
mission and to fully realize its potential contributions to our
increased engagement throughout this critical region. I ask for the
Committee's consideration and support of our measure.
I sincerely appreciate this Committee's consideration of the bill
and the Coast Guard's presence in the critical Indo-Pacific region.
Prepared Statement of Hon. Sean Casten, a Representative in Congress
from the State of Illinois
Members of the Committee, thank you for taking the time today to
hear about my priorities.
I join you today to discuss an issue that has become increasingly
important to me: mental health care access for pilots and air traffic
controllers, and to urge the committee to consider a bipartisan bill
which Rep. Stauber and I have introduced to address this issue, the
Mental Health in Aviation Act.
In my time in Congress, two families in the Chicagoland area have
come to me to share stories of losing their adult children--aspiring
aviators in training to become pilots--to suicide. As I began to
explore this issue, I found an arcane medical review process that
limits the ability of aviators to seek the care they need.
As it stands, pilots and air traffic controllers who seek mental
health care are unfairly penalized by a system that perpetuates a
culture of silence. While aviation professionals are mandated to report
if they seek mental health care, once they take that step, they are
faced with delays, confusion, and overbroad regulation in the process
of returning to work. This often means that relatively minor mental
health concerns result in long wait times and derailed careers for safe
and well-trained pilots and air traffic controllers, which exacerbate
care avoidance that is rooted in fear for their livelihoods.
In December 2023, the Federal Aviation Administration recognized
the need to reform its current policies and established an Aviation
Rulemaking Committee (aka the ARC) to identify barriers to mental
health care for aviators and present recommendations to the FAA to
address these challenges. To address these barriers, the ARC coalesced
unanimously around a list of 24 recommendations to eliminate some of
the main barriers to care--including allowing pilots to receive talk
therapy without facing bureaucratic red tape, creating a non-punitive
pathway for revealing past mental health care, and reducing the use of
expensive and time-consuming neurocognitive testing.
I was glad to see this committee focus on this issue by including
the implementation of the ARC's consensus recommendations in Section
411 of last year's FAA Reauthorization.
Our bill, the Mental Health in Aviation Act, builds on the work of
the ARC and the Reauthorization by requiring the implementation of the
ARC's recommendations within two years and requiring the FAA to
continue to iteratively improve access to care for aviators through
regular review of its medical clearance process. The bill also invests
to ensure that we are equipped to attract more Aviation Medical
Examiners--the doctors who work to ensure that safe pilots and air
traffic controllers are cleared to fly, and creates a public
information campaign to ensure that aviators know they can seek care.
Our skies are safest when pilots and air traffic controllers feel
they can access the care they need, and return to work when it is safe
to do so. To build on the success of last year's FAA Reauthorization
and ensure that highly trained professionals with intense jobs can stay
healthy, I urge the committee to consider the bipartisan Mental Health
in Aviation Act.
Thank you.
Prepared Statement of Hon. J. Luis Correa, a Representative in Congress
from the State of California
Thank you, Chair Graves and Ranking Member Larsen, for hosting
Members' Day for members to share their request as the Committee
develops a robust legislative agenda for the 119th Congress.
Today, I'd like to highlight my district's priorities for the 2025
Surface Transportation Reauthorization legislation. These matters
reflect the needs of a dynamic and growing region that depends on
efficient, flexible, and locally-driven transportation solutions.
A key priority for my constituents is the restoration of local
suballocation authority for Surface Transportation Block Grant (STBG)
and Congestion Mitigation and Air Quality (CMAQ) funds. In California,
these federal dollars have historically been distributed by
Metropolitan Planning Organizations (MPOs) to county transportation
commissions (CTCs), like the Orange County Transportation Authority
(OCTA), through population-based formulas, consistent with state law.
This long-standing framework has supported efficient project delivery.
This structure is supported by state law, operationally effective, and
essential to the timely and equitable delivery of transportation
projects. This process has been followed for multiple decades.
However, recent federal guidance disrupted this process and added
unnecessary bureaucracy and reduced local responsiveness. To remedy
that, I request that the Committee reaffirms MPO flexibility and
clarify that such suballocation is both legal and beneficial to
regional implementation.
Local suballocation works because CTCs like OCTA have the statutory
authority, technical expertise, and local knowledge to deliver projects
efficiently. On the other hand, shifting project selection authority to
MPOs adds bureaucracy and undermines local capacity.
Under the new federal guidance, the Southern California Association
of Governments (SCAG), which includes six counties, nearly 200 cities,
and over 19 million residents, cannot adequately reflect the diverse
needs of a large and complex region through a centralized MPO model.
SCAG's shared governance model relies on county-level planning through
individual TIPs.
Thus, I request the following amended language to revert this model
to one that has proven to work:
Amend 23 U.S.C. Sec. 134(j) by adding the following new paragraph:
(5) Suballocation in large metropolitan areas. In metropolitan
planning areas with a total population exceeding 10,000,000, as
determined by the most recent decennial census, the metropolitan
planning organization shall further suballocate funds provided under
sections 133 and 149 to county transportation agencies if the following
requirements are met:
(A) the state which the metropolitan planning organization is
located has enacted a statute detailing a suballocation process
(i) The suballocation process for funding under section 133
shall be based on population
(ii) the suballocation process for funding under section 149
shall be based on existing state statute that accounts for population
and attainment status.
(B) the metropolitan planning organization retains
responsibility for the final approval of the transportation improvement
program under paragraph (1) of this subsection.
Secondly, I urge the Committee to support federal investment and
permitting coordination to help the Southern California region,
including Orange County and transit agencies in the city of Anaheim,
prepare for the 2028 Olympic and Paralympic Games. This once-in-a-
generation event will test our transportation infrastructure and
requires strategic federal partnership. As Secretary of Transportation
Sean Duffy testified during an April 2, 2025, hearing before the U.S.
Senate's Committee on Environment and Public Works, the 2028 Olympic
Games will be ``America's Games.''
In a few years, Orange County Transportation Authority (OCTA),
Anaheim Transportation Network, and other public transportation
providers in Orange County will take on the immense task of working to
ensure we have a safe, secure, efficient, and accessible transportation
network for this global sporting event.
Ahead of 2028, Orange County is preparing to unveil OCVIBE in
Anaheim, a multibillion dollar private investment. OCVIBE will span
over 100 acres as a new entertainment district neighboring Disneyland
Parks. As part of OCVIBE, the Honda Center in Anaheim was also chosen
to host indoor volleyball for the 2028 Olympics. The importance of
secured and reliable transit from Orange County to Los Angeles County
during this time cannot be understated.
The 2028 Olympics Games will showcase the very best of America, and
delivering a safe, effective, and efficient mobility network to support
these Games will require the full support of the federal government.
Third, I urge the committee to continue supporting and funding the
Safe Streets and Roads for All (SS4A) program, which provides
supplemental funding to support local initiatives aimed at preventing
death and serious injury on roads and streets. In 2023, Orange County
Public Works was awarded a Planning Grant to develop a Local Road
Safety Plan (LRSP), which will lay the framework for identifying,
analyzing, and prioritizing roadway safety improvements on the County's
local roads. SS4A allows the County of Orange to advance the
implementation of the LRSP and subsequent safety improvements
identified therein.
Fourth, I urge the committee to continue funding and support for
the Railroad Crossing Elimination Grant program. My district includes
several railroad grade separation projects, including the 17th Street
Grade Separation Project in the City of Santa Ana proposes to lower
17th Street and Lincoln Avenue to go under the Metrolink tracks. The
objective of the project is to improve safety and alleviate traffic
congestion along 17th Street. 17th Street serves as a major east/west
arterial in the City of Santa Ana with connections to I-5. Increased
vehicle and rail traffic at this location has resulted in the increase
of delays at the existing highway-rail crossing of 17th Street in
Metrolink's double-track corridor. These delays have not only affected
the traveling public but have also impacted access by emergency
vehicles. The proposed project would construct a railroad crossing
structure to carry Metrolink over 17th Street, lowering the current
grade of the roadway by approximately 20.5 feet and raising the
railroad tracks by approximately 2 feet.
OCTA is also proposing to grade separate the railroad crossing at
Ball Road in Anaheim and the Southern California Regional Rail
Authority (SCRRA) tracks, in order to enhance the safety of the rail-
arterial crossing and to address future traffic and circulation issues.
I also urge that the Committee work to ensure that all grants
previously awarded are disseminated to awardees in a timely manner.
Last year, the City of Santa received $25 million in federal funding
for the Santa Ana Boulevard Grade Separation Project. Funding was
secured through the Rebuilding American Infrastructure with
Sustainability and Equity (RAISE) discretionary grant program from the
Bipartisan Infrastructure Law that I proudly voted to pass.
Lastly, I speak in support of the following transit projects for
the City of Anaheim:
1. East-West Connector: The City of Anaheim is evaluating the need
and potential technology options for an East/West connector connecting
The Anaheim Resort on the West with ARTIC/Honda Center/Angels Stadium/
OCVIBE on the east. The need for a connection between these two areas
was studied and identified in the Anaheim Resort Mobility Study.
2. Ball Road/Phoenix Club Drive Intersection Widening: As part of
the OCVIBE Development Project, the project will be improving the
intersection of Ball Rd/Phoenix Club Drive by widening the northbound
approach to the intersection as well as lengthening the westbound left
turn lane at the intersection. The improvements include traffic signal
improvement/upgrades and will be completed prior to OCVIBE Phase 1
Opening.
3. Pedestrian Bridge over Katella Avenue from ARTIC to the Honda
Center: As part of the OCVIBE Development Project, in partnership with
the City of Anaheim, a pedestrian bridge will be constructed across
Katella Avenue, connecting the ARTIC Train Station with Honda Center
and the OCVIBE Development Project on the north. The Pedestrian Bridge
will significantly increase pedestrian safety as it will eliminate the
existing at grade vehicular/pedestrian conflicts at the intersection of
Katella Rd/Douglass Rd.
4. Resort Paseo: The City of Anaheim is conducting this study to
guide the planning, design, and implementation of walking improvements
throughout The Anaheim Resort area. This will include the development
of a plan of pedestrian circulation improvements which may include
pedestrian bridges at key crossing locations.
5. Resort and Platinum Triangle Signal/Light Pole Paint
Enhancements: The Anaheim Resort District, which includes Disneyland
and Disney California Adventure, attracts over 25 million visitors each
year. The Platinum Triangle includes Angels Stadium and Honda Center,
the latter which will be home to LA28 Olympic games. Due to the tourism
nature of the areas, the public realm was built and maintained in an
aesthetically pleasing way which includes decorative and colored
traffic signal and street light poles.
I thank the Committee again for this opportunity to discuss
important priorities and to work together to transportation policies
that meets the needs of communities across the country and invest in
our infrastructure.
Thank you for your time and consideration of this matter and I look
forward to continuing to work with you on these and other issues and I
yield back the balance of my time.
Prepared Statement of Hon. Jim Costa, a Representative in Congress from
the State of California
Good morning, Chairman Graves and Ranking Member Larsen, thank you
for holding this important Member's Day Hearing and providing me the
opportunity to share the transportation and infrastructure priorities
of California's San Joaquin Valley. It is critical we continue to work
in a bipartisan fashion towards addressing our nation's infrastructure
needs. I look forward to working with the committee and colleagues on
shared goals such as: protecting our supply chains, building a
sustainable rail and aviation system, and enhancing our water
infrastructure.
Supply Chains
Lessons learned from the COVID-19 pandemic have demonstrated our
nation must prioritize and enhance supply chain resiliency. As I have
always said, food security is national security, and when our food
supply chain is threatened, we must act. As the committee considers
supply chain priorities, I urge the committee to prioritize legislation
that will empower the Federal Maritime Commission to protect fair trade
and American business from foreign adversaries.
Additionally, I urge the committee to prioritize legislation that
enhances our supply chain such as provisions in the bipartisan SHIP IT
Act, to develop a stable and reliable trucking workforce. The SHIP IT
Act improves our trucking system by enhancing the recruitment and
retention of our trucking workforce by: modernizing the authority for
certain vehicle waivers during emergencies, allowing waivers in
response to disease and supply chain emergencies; streamlining the
Commercial Driver's License process; and incentivizing new truck
drivers to enter the workforce through targeted and temporary tax
credits.
Sustainable Rail Service
Rail safety and service are critical as we continue to ensure a
safe, reliable system for the movement of our people and goods. The
Federal-State Partnership for Intercity Passenger Rail Grant Program is
a critical program that funds projects nationwide that are construction
ready and produce high speed rail, such as the California High-Speed
Rail project. However, it is critical our passenger and freight rail
are both addressed. As legislation is considered on rail safety, it is
imperative the committee consider addressing common carrier agreements.
Our nation must have both a safe and reliable rail system for the
movement of goods and people.
Aviation
As the committee considers aviation priorities this year, I urge
the committee to consider the modernization needs of international
airports with air traffic control towers not owned by the Federal
Aviation Administration. The Fresno Yosemite International Airport
(FAT) is a critical airport for the State of California and the nation,
including by connecting people the world to California's crown jewel,
Yosemite National Park. The airport is experiencing record air traffic
and passenger growth. The airport also serves as a base for the 144th
Fighter Wing of the California National Air Guard. Our TRACON system
and air traffic control tower is over 30 years old and is need of
desperate enhancements to ensure a safe and efficient operations of the
airspace around FAT. As the committee considers aviation priorities, I
urge the committee to prioritize policy changes that enable airports
like FAT to receive federal funding for air traffic control tower
modernization and replacement.
Water Infrastructure
As you work with the U.S. Army Corps of Engineers to implement the
Water Resources Development Act (WRDA) of 2024, I urge the Committee
and the Corps to work in tandem to expeditiously implement Sec.
1203(a)(10) of WRDA 2024. This section outlined language to
expeditiously complete the feasibility study associated with
Modifications to Pine Flat Dam. The raising of Pine Flat Dam will add
120,000 acre-feet of reservoir storage capacity, which is critical to
enhance drought resiliency, support agriculture throughout the San
Joaquin Valley, and protect against peak flood flows.
There are several efforts underway aimed at understanding and
reducing flood risk on the Kings River. I urge the Committee and Army
Corps to coordinate with local stakeholders engaged in Kings River
operations to prioritize work related to the update of the Pine Flat
Dam Water Control Manual. These updates should advance Hydrologic &
Hydraulic modeling and Floodplain Data Inventory as the Corps
undertakes an update to the Water Control Manual.
Furthermore, WRDA 2022 took important steps towards advancing
Managed Aquifer Recharge as a tool to bolster California's water
supply. The Redbank and Fancher Creek Project has been engaging with
the Corps to be approved for Sec. 8108(b) funding pursuant to the
Corps' January 17, 2025, Implementation Guidance. This project is
critical for recharging a critically over-drafted aquifer, supporting
economically disadvantaged communities in the area by providing water
supply, and ameliorating the efforts of prolonged drought while
reducing the risk of floods. I urge the Committee to continue to work
with the Corps to advance Managed Aquifer Recharge in a rapid manner
for key projects such as the Redbank and Fancher Creek Project.
Finally, I urge the Committee to work to update the Water
Infrastructure Finance and Innovation Act (WIFIA) program. I recently
re-introduced my bipartisan bill, the Restoring WIFIA Eligibility Act,
which would clarify that non-federal entities who manage federally
owned infrastructure are in fact qualified applicants. WIFIA could be a
critical tool for financing repairs to projects such as the Jones
Pumping Plant in California, that is critical for supplying water to
tens of millions of people and millions of acres of farmland throughout
California.
As the committee begins the process next year of writing the next
Water Resources Development Act, I urge you the keep these water
resources priorities in mind to advance flood resilience, groundwater
recharge, and water supply reliability in the San Joaquin Valley.
Thank you, again, for the opportunity to share these transportation
and infrastructure priorities on behalf of California's 21st District.
I look forward to working with the committee to build a better multi-
modal transportation system for California's San Joaquin Valley and the
nation.
Prepared Statement of Hon. Neal P. Dunn, a Representative in Congress
from the State of Florida
Thank you, Mr. Chairman.
I look forward to supporting my colleagues on the Transportation
and Infrastructure Committee (``T&I'') while they work on the surface
transportation reauthorization bill that the Committee will develop
this Congress.
I appreciate the Chairman extending an invitation to members to
speak on issues and policies under T&I's jurisdiction that are
affecting our Districts.
I look forward to working with the Chairman to address important
issues for the FL Panhandle.
First, I want to ask the Committee for support of my bill, the FEMA
Loan Interest Payment Relief Act (H.R. 2836).
My bill requires FEMA to reimburse state and local governments and
electric cooperatives for interest incurred on Stafford Act disaster-
related loans within one-year of enactment.
Currently, local officials and non-profit groups take out loans to
restore essential services following a natural disaster; however, while
they are waiting for the loan to be reimbursed by FEMA, these loans
incur interest.
FEMA must do its part to issue payment for this outstanding
reimbursement-eligible interest.
Hurricane Michael devastated FL-02 in October 2018, and my district
is still waiting for FEMA to reimburse loans.
This has been costing many of our counties millions of dollars--
(over $14 million) on interest that could have been avoided had FEMA
provided prompt payment in the first place and then subsequently
covered the interest incurred.
On December 9th, 2024, the bill passed the House by voice vote; the
bill also passed the House by a large margin in the 117th Congress.
Bear in mind that this bill will help every state that relies on
FEMA for assistance.
I look forward to working with the Chairman and Subcommittee
Chairman, General Perry, to help get this across the finish line again
in the 119th Congress.
I would also like to highlight the issue of FEMA project funding
`claw-backs', which affects several significant disaster recovery
projects in my District.
There are a number of instances in my district where cities or
counties are facing a requirement from FEMA to return already spent
funds. In these cases, affected entities have submitted their projects
to the state disaster management agency, in our case the Florida
Division of Emergency Management (``FDEM'') for review before their
formal submission to FEMA.
FEMA then conducts its multi-tiered review process for each
project, assigning a dedicated Program Delivery Manager (PDMG) to
assess project eligibility.
Upon approval by FEMA, funds are obligated to FDEM for subsequent
disbursement to the applicant city or county, enabling the start of
project work.
However, recipients receive a Determination Memo (DM) ``claw-back''
of previously approved funds years later when FEMA initiates a review
of the approved project worksheet after or near the project's
completion.
In Florida's Second District, DMs were issued to several entities
that were approved for disaster relief funding related to Hurricane
Michael, which made landfall in 2018.
My district faces nearly $100 million in pending funding claw-backs
related to this one storm.
Each of these projects went through multiple vigorous FEMA reviews
prior to approval and disbursement of funds.
Some of these projects were in the middle of completion when DMs
were issued, leaving them abandoned in the middle of construction--
potentially causing more damage than had they been completed in a
timely manner.
The most significant impact of these `claw-backs' will be on rural
and fiscally constrained communities.
The amount of funding that FEMA is asking these entities to return
undoubtedly has the potential to bankrupt and/or put them in
significant debt.
It is incumbent that the disaster survivors do not bear the brunt
of errors made by federal agencies.
I wrote a bill to address this persistent issue. My proposed bill
would exempt ``covered project'' costs to FEMA Public Assistance (PA)
projects while executing a grant agreement with FEMA.
Mr. Chairman, I am encouraged by the bill draft you released on May
8th, the Fixing Emergency Management Americans (``FEMA'') Act.
This bill will help reform the many challenges my district has
faced while working with the Federal Agency including the disastrous
clawback requirements under the Biden Administration.
I look forward to supporting the finalized bill text.
Lastly, I have several ongoing projects with the Army Corps of
Engineers (``USACE'').
These outstanding projects are characterized by permitting and
significant outstanding work delays and have been on the backburner
with the Corps for too long.
I am working with the Appropriations Committee as well as T&I to
address these projects.
These include crucial dredging projects like the Keaton Beach
Canal, in Taylor County, FL--commercial fishing boats and tourist
charters cannot get in and out of the channel.
This is one of the only means of livelihood for my constituents who
live there.
I look forward to partnering with my colleagues on this Committee
on an array of issues from disaster recovery, infrastructure
improvements, support of Corps project completion, and others.
I appreciate the opportunity to testify here today and hope to have
T&I consideration on these incredibly important issues for my District.
Thank you, Mr. Chairman, I yield back.
Prepared Statement of Hon. Mike Flood, a Representative in Congress
from the State of Nebraska
Thank you, Chairman Graves, Ranking Member Larsen, and all the
members of the Committee. I am grateful for this opportunity to
highlight an important project in Nebraska's First Congressional
District that I intend to submit for consideration as part of the
upcoming Surface Transportation Reauthorization Act.
Specifically, I would like to call to your attention the proposed
``Lincoln East Beltway'' located in Lincoln, Nebraska and Lancaster
County, Nebraska. Lincoln is the Capital of Nebraska, proudly home to
the flagship University of Nebraska-Lincoln, and, most importantly,
where roughly three hundred thousand of my constituents reside.
The Lincoln East Beltway is a proposed new highway corridor on the
east fringe of the Lincoln, Nebraska, metropolitan area, spanning from
an interchange with the Lincoln South Beltway approximately 13 miles to
an interchange with Interstate 80. This project involves the
development of a four-lane divided freeway that would alleviate
congestion, improve connectivity, and support regional growth in the
Lincoln, Nebraska, metropolitan area.
Recognized as a key transportation priority, the Lincoln East
Beltway is included in the Lincoln / Lancaster County 2050
Comprehensive Plan for corridor protection and is listed in the Lincoln
/ Lancaster County, Nebraska Metropolitan Planning Organization 2025-
2028 Transportation Improvement Plan (TIP).
On January 23, 2007, the City of Lincoln and the County of
Lancaster entered into an agreement with the Nebraska Department of
Transportation and Federal Highway Administration to prepare a
preliminary design and to file corridor protection plans for the
proposed Lincoln East Beltway. The Nebraska corridor protection statute
provides an important tool for responsible planning. Corridor
protection identifies and protects future transportation corridors
prior to costly and conflicting development of land. This planning tool
allows local residents and business owners to make informed decisions
about their property to plan for future infrastructure that will meet
their needs, and it also takes into consideration the protection of
environmentally sensitive areas. For the traveling public, corridor
protection provides the opportunity to have transportation alternatives
delivered more cost effectively.
The current corridor protection plan spans a slightly larger area
than the original plan, as the estimated number of acres that need to
be acquired through right-of-way have increased. Since inception, the
City of Lincoln and the County of Lancaster have already acquired
approximately $4.1 million of right-of-way through the corridor
protection process, and the City and County are positioned to continue
to protect the corridor as parcels become available for purchase.
Transportation options are vital to keeping the City of Lincoln and
the County of Lancaster economically competitive, and physical
transportation infrastructure is an integral component of the supply
chain that supports our continued local, regional, and statewide growth
in a competitive global economy. Now that the City of Lincoln's South
Beltway is complete, the Lincoln East Beltway remains the final
uncompleted portion of the expressway system around the City of
Lincoln. In anticipation of completing this project, the City of
Lincoln and the County of Lancaster have invested millions of dollars
in securing the Lincoln East Beltway corridor for future development.
To ensure continued economic growth, federal investment is critical to
realize the completion of the expressway system serving the City of
Lincoln and the County of Lancaster.
The Lincoln East Beltway will provide an alternative route to
existing roads, reducing traffic congestion on major corridors such as
U.S. Highway 77, Nebraska Highway 6, and Nebraska Highway 2. By
diverting through-traffic, particularly heavy truck traffic, away from
residential and commercial areas, the project will enhance daily
commutes and reduce travel times. In addition to the jobs created
during construction, expanded transportation corridors will attract
businesses and foster economic development, benefiting both urban and
rural areas in the County of Lancaster.
Thank you for this opportunity to highlight the proposed Lincoln
East Beltway. I look forward to working with you to support this
important priority and invest in the future of Nebraska's First
Congressional District.
Prepared Statement of Hon. Josh Gottheimer, a Representative in
Congress from the State of New Jersey
Thank you, Chairman Graves, Ranking Member Larsen, and Members of
the Committee for the opportunity to testify. I want to particularly
recognize my New Jersey colleagues, Rep. Pou and Rep. Van Drew, who
worked so hard to advance New Jersey's priorities as members of this
committee.
Since May 5, 2025, Newark Airport has seen more than 1,700
cancellations and delays--many of them last minute. United Airlines has
cut 35 regularly scheduled flights from Newark, and its CEO even told
people to go to other airports because of these issues.
Travelers have had it with the delays and cancellations--and with
good reason. It's not because Newark Airport isn't one of the best in
the world, with the best of the best working in our terminals, on the
runways, and in the towers to keep us safe. It's because, right now,
the airport simply lacks the FAA tower staffing levels, modern
technology, and infrastructure that we need. Add that to the ongoing
runway construction project--and you can see why it's a mess and why
things are jammed up.
Last year, nearly 146 million air passengers flew in and out of the
New Jersey-New York metro area--a new record. Our region is a key
economic artery for our country. It's where 20 percent of the nation's
GDP runs through. Yet, this region, the Newark sector, as the FAA calls
it, one of the busiest air spaces in the whole world, is running off a
tower that's full of copper wire and 1980s outdated and inefficient
technology. And, the region is short of about 40 air traffic
controllers.
Fixing this problem won't just happen with the snap of a finger.
Here's what we need to get this done.
First, I recently called on the Trump Administration and the
Secretary to immediately send an emergency funding request to Congress
to fully fund the Administration's FAA air traffic control overhaul
plan. It is imperative that the Committee works across the aisle to get
this funding request up for a vote before the House by June 1. It's
clear that we can't afford to delay fixing our towers any longer. No
more copper wires. No more outdated technology. We are the greatest
country in the world. We must do this now.
Second, I called on the FAA to work to move more air traffic
controllers from other parts of the country to this short-staffed
region--the busiest airspace in the world. The staffing shortage has
meant more delays and cancellations--and more overworked and stressed
air traffic controllers. I hope that you will work with the FAA to see
this action taken as soon and as safely as possible. We should pay
these air traffic controllers whatever it takes to get them to Newark.
I'm also suggesting that we go a step further. In your effort to
conduct oversight over the FAA during this current Air Traffic
Controller crisis, there is an opportunity for the Committee to advance
legislation to establish a training program to safely and smartly fast-
track Combat Controllers, or CCTs, from the military to become FAA-
certified Air Traffic Controllers (ATCs). I've heard from many military
controllers who are ready with the experience and desire to help. But,
red tape and a two to three-year-long certification process are
stopping them.
By creating this program, we can help fast-track military control
tower workers, get them trained on how to handle the Newark airspace,
reduce staff shortages, and help airports like ours get back on track.
This is just common sense, and clearly if they can handle the skies in
a military offensive, they would have a good leg up on handling flights
here.
Third, we must ensure that as we upgrade the towers to new
technology, as outlined in the Secretary's plan, our air traffic
controllers are trained to use it. So, I am asking for the Committee to
work with the FAA to create a plan to fully train all ATCs on any new
equipment while upgrades are made. We need to give our air traffic
controllers the tools they need to hit the ground running.
Besides the current ATC crisis at Newark Airport, North Jersey is
plagued with highway issues from large sinkholes. The sinkholes across
Interstate 80 in North Jersey have led to road closures that are
severely impacting Jersey families, small businesses, and commuters who
rely on this critical highway every day to get to work, support our
local economy, and visit friends and family. I am calling on the
Committee to ensure that the emergency funding requested by the New
Jersey Department of Transportation from the Federal Highway
Administration is approved as soon as possible to help fix our roads. I
am also calling on the Committee to look into the integrity of Jersey
roads from the large number of mines beneath them which have created
this sinkhole crisis.
We must also ensure the completion of the Gateway Train Tunnel. I
am calling on the Committee to ensure that there are no delays with the
funding and completion of this critical project. The current tunnel
between New Jersey and New York is more than 110 years old and if it
were to crumble, it would cost the regional economy $100 million a day.
I helped craft and pass the Bipartisan Infrastructure Bill, which will
fund a major portion of the Tunnel, including the Hudson River Tunnel
and Portal North Bridge, invest in New Jersey's ports, roads, rails,
and bridges, address supply chain issues, create jobs, and boost our
local economy in Jersey.
After years of hard work, there's nothing better than seeing
federal investment at work to help our families with faster, safer, and
more reliable commutes. As long as we invest in our infrastructure to
keep our roads, skies, and families safe, I know that here in the
greatest country in the world, our best days will always be ahead of
us. Thank you.
Prepared Statement of Hon. Harriet M. Hageman, a Representative in
Congress from the State of Wyoming
Chairman Graves, Ranking Member Larsen, and Members of the
Committee:
I am grateful for the opportunity to submit written testimony for
the Committee's Member Day hearing regarding the issue of reliable
transportation and its importance in the movement of Wyoming's
resources, particularly oil, coal, and trona.
As many of you may know, my home state of Wyoming is one of the top
energy-producing states in the nation. Its long history as a leader in
this market has contributed immensely to the abundance of affordable
energy that we as a country continue to take advantage of today. In
terms of production, we are ranked #10 in natural gas, #8 in crude oil,
#1 in coal, and are poised to be a leader in the growth of nuclear
power and technology with our ample reserves of raw materials.\1\ We
are also the largest producer of trona in the United States, with the
countries of China and Kazakhstan being our largest competitors. Each
of these industries generates significant revenue for the state and
local economies while employing thousands of hard-working Wyomingites
across a broad range of professional careers.
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\1\ https://www.eia.gov/state/
?sid=WY#: :text=Wyoming%20was%20the%20eighth%2Dlargest,of
%20U.S.%20marketed%20gas%20production.
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While the importance of these affordable energy and manufacturing
resources cannot be overstated, guaranteeing their accessibility and
possessing the means to transport them to locations and economies far
and wide is just as critical. Lacking a consistent source of reliable
transportation, even for a short amount of time, can easily cause
immediate and significant harm to these legacy industries and the
millions of businesses and consumers who rely upon their products for
the most basic of needs. One can look no further than back to 2022,
when limited rail transport resulted in millions of dollars in lost
revenue for Wyoming's coal industry, as companies simply could not get
paid until after the coal successfully left the mines.\2\ Consistent,
reliable, and affordable rail transport is critical for the entire
Country, and especially so in Wyoming. Without Wyoming coal, we cannot
turn the lights on. Without Wyoming oil, we cannot power our economy.
Without Wyoming trona, our glass industries falter.
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\2\ https://cowboystatedaily.com/2023/02/16/disappointing-rail-
service-throttles-wyoming-coal-despite-record-1-3-billion-revenue-in-
2022-arch-reports/
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Furthermore, and continuing to use coal as an example, there
remains an expanding appetite for Wyoming coal in different regions
across the globe, particularly Taiwan, Japan, and Southeast Asia. With
nearly all the coal mined in Wyoming currently shipped via rail, taking
advantage of this interest by not only maximizing our production, but
also exploring and expanding the means by which to expeditiously move
these resources to their destinations, is critical to both the
prosperity of Wyoming's industries and maintaining the United States'
longstanding position of global energy leadership.
Unfortunately, despite what should be an issue where common ground
can be found, over the last several years, party-line politics has
sidelined opportunities that once had the potential to bring in
additional revenue and create new jobs. Politicians and environmental
groups from the West Coast states have routinely blocked plans for the
use of coal-export or gateway terminals. However, with President
Trump's Executive Order unleashing American energy and reinvigorating
our clean coal industries, employing creative solutions, such as
increasing existing rail capacity and forming connections to new routes
of transport, including the Mississippi River and the Gulf of America,
is more essential than ever.
As previously emphasized, without the continued use of our
affordable energy sources and the lack of a consistently reliable means
of transport, we will inevitably witness greater hardships placed upon
countless Wyomingites and Americans who are either employed in the
energy sector or rely upon its essential outputs.
Once again, thank you for allowing me the opportunity to submit
written testimony, and I look forward to working with each of you as we
continue to invest and explore new ways to modernize our transportation
networks and assert America's energy and trona dominance. Should you
have any additional questions, please do not hesitate to contact me or
my staff at any point.
Prepared Statement of Hon. J. French Hill, a Representative in Congress
from the State of Arkansas
Dear Chair Graves and Ranking Member Larsen:
As you begin crafting the Fiscal Year (FY) 2026 Surface
Transportation Reauthorization bill, I respectfully submit my following
remarks for consideration during the Transportation and Infrastructure
(T&I) Committee's Member Day Hearing.
Congress bears the responsibility of ensuring safe and reliable
transportation for the country--and has done so since enactment of the
Federal Aid Road Act in 1916. The most recent transportation
reauthorization was the 2021 Infrastructure Investment and Jobs Act
(IIJA). As you may know, IIJA authorized nearly $1.2 trillion for
transportation and infrastructure spending, of which approximately $650
billion was directed toward funding for surface transportation and the
remaining $550 billion was directed toward new investments and
programs. It is set to expire at the end of fiscal year (FY) 2026,
leaving this Congress the express authority to ensure its
reauthorization.
It is my hope that this new reauthorization will address a few key
issues:
1. Resolve the solvency of the highway trust fund (HTF). Should
Congress fail to act to ensure the long-term sustainability of the HTF
within this reauthorization, the Congressional Budget Office (CBO)
projects the HTF will run out of money in 2028. To prevent significant
delay in the planning and construction of projects, provide stable
reimbursements and regulatory certainty to states, stakeholders, and
businesses, and to ensure that many of the benefits from the Federal
surface transportation program, including jobs, safety, and support of
continued economic growth are continued, I urge adoption of a stable,
long-term funding solution that includes insight with states and the
larger transportation community and fiscal responsibility in mind.
2. Work to continue to cut bureaucratic red tape that slows down
infrastructure project approval and construction. While some of these
efforts have been included in recent surface reauthorizations, I hope
to see a continued effort to ensure quick maintenance and construction,
while also preserving our environment, including work to streamline the
permitting process. This allows for increased flexibility within
programs and better project delivery.
I also ask you to give full and fair consideration to the following
programs in the upcoming Surface Reauthorization bill. Each of these
programs has been important to my district and essential in helping
deliver investments to central Arkansas and the state at-large:
1) The Accelerated Implementation and Deployment of Pavement
Technologies (AIDPT) Program. A significant proportion of program
dollars at the Federal Highway Administration are spent on pavements,
and this program is essential in helping identify and deploy new cost
efficient and safe pavement solutions.
2) The Consolidated Rail Infrastructure & Safety Improvements
(CRISI) Grant Program. This program is important in promoting and
improving railroad safety, and in helping mitigate congestion at
freight rail chokepoints.
3) The Railway-Highway Crossings (Section 130) Program, which
provides funding to decrease the number of fatalities, injuries, and
crashes at public railway-highway crossings.
4) The Department of Transportation's Port Infrastructure
Development Program (PIDP), which funds infrastructure and maintenance
projects for ports across America.
Thank you for your leadership in this area and for your
consideration of my requests. These items are important to my home
state of Arkansas, and I join those lending their support for these
items.
Prepared Statement of Hon. Wesley Hunt, a Representative in Congress
from the State of Texas
Thank you, Mr. Chairman.
I first want to thank the Committee for their tremendous work in
WRDA 24, which included language from me and Lizzie Fletcher, requiring
the Army Corps of Engineers to complete BBTRS, an imperative study in
Houston.
Protecting Houston from flooding is my top priority, and I want to
express my sincere appreciation to the committee for the work you have
done to support my hometown of Houston, Texas.
Another important topic I'd like to discuss today is the Presidio
International Bridge in Presidio, Texas, one of the poorest counties in
Texas, with a poverty rate of approximately 40%.
I have proposed language that would enable Presidio County to
collect a toll from travelers entering the United States.
Currently, the Presidio International Bridge is the only port of
entry in Texas, out of 28, that does not require a toll to enter the
U.S.
Presidio County would use the funds generated from the toll to
support its local emergency and Law enforcement services.
I would encourage the Committee to include this language in its
upcoming Surface Transportation Reauthorization.
Lastly, I would like to thank the Committee for its support of
Project 11 at the Houston Ship Channel.
The Houston Ship Channel is the gateway to our nation's number one
export region, serving as the leading port for foreign commerce and as
the top American energy port.
The Houston Ship Channel is also the busiest deep-draft waterway in
the entire country.
Each year, the Houston Ship Channel generates almost 1 trillion
dollars in economic activity and supports over 3 million jobs
nationwide.
Congress' continued investment in the Houston Ship Channel is
imperative and will help bring economic prosperity to all Americans
across our great country.
Thank you to the Transportation and Infrastructure Committee for
having me here today.
Prepared Statement of Hon. David Kustoff, a Representative in Congress
from the State of Tennessee
Dear Chairman Graves and Ranking Member Larsen,
Thank you for hosting this Member Day hearing. I appreciate the
opportunity to offer testimony on the importance of the I-69 project in
West Tennessee and its role in strengthening transportation
infrastructure in our region and across the country.
I-69 is a vital component of what is known as High Priority
Corridor 18, a corridor that stretches through the heart of mid-
America. This designation dates back to when Congress passed the
Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), to
identify certain highway corridors as nationally significant and direct
that they be incorporated into the National Highway System.
The I-69 route has been divided into multiple segments, three of
which directly impact the state of Tennessee:
Segment 7--from Fulton, Kentucky to Dyersburg, Tennessee
Segment 8--from Dyersburg to Millington, Tennessee
Segment 9--from Millington, Tennessee to Hernando,
Mississippi
With the recent completion of the stretch through Indiana, I-69 now
provides a continuous interstate connection from Port Huron, Michigan,
at the Canadian border, down to the Kentucky state line. Kentucky is
currently working to upgrade existing parkways to full interstate
standards, which will further extend this critical corridor southward.
That makes it more important to prioritize completing the Tennessee
portion of I-69.
Finishing the segments in Tennessee is the next key step to closing
the gap in this corridor--a corridor that not only supports strong
demand for the movement of goods but also serves thousands of short to
medium-length trips that drive local and regional economies. By
completing I-69 through Tennessee, we won't just improve connectivity
between our state and major markets to the north and south--we'll also
relieve congestion on nearby highways, make travel safer, and position
our communities to better take advantage of economic development
opportunities tied to a modern transportation network.
When completed, I-69 will connect with 16 existing interstate
highways that cross Corridor 18--including 10 east-west routes and 6
north-south routes. It will also link 10 urban areas, each with a
population over 50,000, along the corridor. Within these urban areas,
I-69 will make it easier to upgrade existing interstate routes, improve
connections between major transportation corridors and radial freeways,
and better link key freight hubs, terminals, and multi-modal facilities
to the broader interstate highway network.
In short, finishing I-69 is about far more than laying pavement. It
is about tying together communities, improving safety, boosting local
and regional economies, and enhancing our nation's ability to move
goods efficiently. I urge continued support for this project and the
investment necessary to see it through.
Prepared Statement of Hon. Kevin Mullin, a Representative in Congress
from the State of California
Chairman Graves, Ranking Member Larsen, thank you for allowing me
to testify before the Committee about my priorities for the bill you
are writing to authorize surface transportation programs.
I will be submitting several requests to the Committee, but I
wanted to highlight some of those here:
1. Empty Lots to Housing Act
First, as you are aware, there is broad, bipartisan agreement that
the United States is in the midst of a severe housing crisis.
Nationwide, we're short nearly 4.9 million homes, and one in four
renters spends more than half their income on rent. To address this, we
need to increase housing supply--especially near public transit. That's
why I'm introducing the Empty Lots to Housing Act, which would grant
the Federal Highway Administration (FHWA) the authority to allow state
and local agencies to repurpose underutilized land acquired with FHWA
funds for transit-oriented development, including affordable housing.
To take just one example, in my district, a mostly vacant parking
lot near a rapid transit station, which was purchased by our
transportation agency decades ago with FHWA funds, could be redeveloped
into housing. Both the local agency and FHWA support this initiative,
but FHWA does not currently have the authority to approve this change
in use of the land. This bill would remove that barrier, extending to
FHWA the same flexibility Congress granted to the Federal Transit
Administration in 2021. This is a simple step that would help
communities unlock land for urgently needed housing without new federal
spending.
2. Pedestrian safety
Second, I would respectfully ask the Committee to prioritize
pedestrian safety as it relates to both the technology in cars as well
as along railroads.
As you are likely aware, pedestrian injuries and fatalities from
traffic accidents are at record highs. In 2022, the United States saw
more than 7,500 pedestrians killed and more than 67,000 pedestrians
injured. Simultaneously, the driver experience has been changing. Touch
screens have been quickly replacing physical controls, such as
switches, knobs, and dials. While smartphone usage has also increased,
it cannot fully explain the spike in pedestrian fatalities and injuries
in the U.S. but not in other countries. The only thing is clear is that
more research is needed.
My bill, the Driver Technology and Pedestrian Safety Act, would
direct the Department of Transportation to study the effects of driver
technology--including touch screen-based systems and user interface
design--and the impact of time of day and changes in traffic, weather,
and the volume of commercial vehicles on the road as they relate to
pedestrian injuries and fatalities. Please consider including this
bill's provisions in the text you are writing.
Addressing traffic and pedestrian safety along rail corridors is
also critical. According to the Federal Railroad Administration, there
were 2,252 crossing collisions in 2024, resulting in 268 fatalities and
749 injuries. While full grade separation is considered the gold
standard for safety, it often comes with an astronomical price tag and
can take years or even decades to plan, fund, and construct. I know
this from challenges with this in my own district. To make meaningful
safety improvements more broadly and affordably, we need to explore
innovative, technology-driven alternatives.
For example, Caltrain--a commuter rail line that goes through the
heart of my district--has piloted a promising solution that uses AI-
enabled sensors and machine learning to detect patterns of use and
identify potential safety hazards at crossings in real time. The entire
system was implemented for just $300,000, a fraction of the $889
million quoted for grade separation at the same location--and deployed
within months, not years.
To better understand the potential of this approach nationwide, I
am requesting that you include in an eventual bill a study to examine
this approach at rail crossings.
3. Rail electrification
Third, I respectfully urge the Committee to make bold commitments
to modernize our railways using electric and battery technology. Here
again, Caltrain, which serves over 7 million annual riders, offers a
compelling example. Its recent transition from diesel to electric
trains was the first large-scale conversion in decades. It has, within
months, delivered smoother, faster service and an impressive 54%
ridership increase. Investing in clean electric rail infrastructure is
vital for improving air quality and reducing our carbon footprint.
I urge the committee to build upon a recent Department of Energy
report and direct the Federal Railroad Administration to convene
stakeholders and develop an implementation plan for rail
electrification. Furthermore, railways should have access to funding
for pilot studies. For example, regenerative braking, a proven
technology used in hybrid cars for decades, could recover 20 to 55% of
train energy, and generate substantial cost savings for rail systems.
I will be submitting proposals on both of these issues to the
Committee for consideration for inclusion.
4. Rail and highway corridor transmission
Lastly, I respectfully urge the Committee to explore how we can
better leverage existing infrastructure to meet our nation's growing
energy needs. Meeting future demand will require a major expansion of
our transmission system--particularly interregional transmission lines,
which are much more efficient than local or regional networks and
essential to lowering energy costs for consumers. Yet construction of
these lines remains incredibly difficult due to cross-state siting
challenges and disputes over cost sharing.
That is why I am proposing a study to evaluate the opportunities,
benefits, and barriers to using existing highway and rail rights-of-way
for high-voltage transmission lines. This study would help identify how
we can use current federal assets to modernize the grid, reduce energy
costs, and meet rising demand with cleaner, more reliable power.
Thank you again for considering these proposals. And a big thanks
in advance to you and your staff for your hard work in crafting an
eventual bill.
Prepared Statement of Hon. Scott H. Peters, a Representative in
Congress from the State of California
Chairman Graves and Ranking Member Larsen:
Thank you for hosting ``Member Day'' for your colleagues like me
who have important priorities in front of the Transportation and
Infrastructure Committee. I'd like to highlight the following issues
that affect my district and the country as a whole:
1. The Build More Housing Near Transit Act and issues of public
transportation, density, and housing;
2. The Ocean Pollution Reduction Act II;
3. To authorize the International Boundary and Water Commission to
accept funds for activities relating to wastewater treatment and flood
control works, and for other purposes;
4. The LOSSAN Rail Corridor; and
5. The reconfiguration of the San Diego Courthouse.
First, in the 118th Congress, I introduced the Build More Housing
Near Transit Act, H.R. 6199.This legislation highlights the importance
of investing in public transportation that prioritizes decongesting our
roads, increases sustainability, and supports regional planning that
increases the production of housing.
I urge the Committee to continue to improve access to transit
infrastructure and encourage more commuters to take public
transportation and reduce vehicle miles traveled. The federal
government can only support a limited number of transit infrastructure
projects each year. We need to make sure that the federal government is
making the most of our taxpayer dollars when it comes to these
projects. In exchange for the massive federal investments Congress
makes in transit infrastructure, we must ask local and state
governments to commit to building more dense housing along transit
corridors, ensuring efficiency and a strong customer base. Large and
small cities across the country struggle to build enough housing to
keep rent affordable for working class families.
My bipartisan bill, the Build More Housing Near Transit Act which
will soon be reintroduced in the 119th Congress with Rep. Blake Moore,
would achieve these goals. This bill would incentivize state and local
governments to improve housing policies by rewarding them when they
apply for federal transit funding. The Build More Housing Near Transit
Act amends the discretionary Capital Investment Grants program to
provide a bonus for transit projects if nearby jurisdictions adopt pro-
housing policies. I respectfully ask that my bipartisan legislation be
included in any reauthorizing package the Committee considers.
Second, I introduced H.R. 1390, the Ocean Pollution Reduction Act
II, with the support of all members of the San Diego delegation, Reps.
Levin, Jacobs, Vargas, and Issa. This bill will provide the City of San
Diego with regulatory certainty as it continues to make significant
progress, as well as major investments, in enhancing its water and
wastewater systems. The Point Loma Wastewater Treatment Plant (PLWTP)
is in San Diego, CA. It currently treats 175 million gallons of
wastewater per day, serving 2.2 million residents, and 12 water
agencies in a 450-square-mile area. PLWTP's ocean outfall is 4.5 miles
and 300 feet deep and is one of the longest and deepest outfalls in the
world. Since 2010, the PLWTP has met alternate discharge for total
suspended solids (TSS) and biochemical oxygen demand (BOD) under a
modified National Pollutant Discharge Elimination System (NPDES) permit
approved by EPA as authorized by section 301(h) of the Clean Water Act
and the Ocean Pollution Reduction Act of 1994 (OPRA). As part of its
efforts to meet these alternate standards, the City is making a long-
term investment in The Pure Water Program, a multi-year, multi-billion-
dollar program that will use proven water purification technology to
provide one-third of San Diego's water supply by 2039. Although the
City has never failed to renew its modified permit, the renewal process
creates unnecessary regulatory uncertainty for ratepayers and municipal
water and sewer authorities.
This legislation does not modify the Clean Water Act and maintains
the protections of the Clean Water Act for wastewater treatment
facilities across the country, while also adding additional
requirements to discharge standards and enhanced environmental
monitoring specifically for Point Loma. This program and legislation
are supported by a broad coalition of environmental, labor, business,
and community leaders because it provides regulatory certainty while
also securing an independent, drought-resilient supply of water. With
your help, I look forward to passing this bill through the House again
and signed into law this Congress.
Third, I introduced H.R. 1948, To authorize the International
Boundary and Water Commission to accept funds for activities relating
to wastewater treatment and flood control works, and for other
purposes. Under current law, federal agencies as well as state and
local entities remain unable to transfer funds to the International
Boundary and Water Commission (IBWC) for projects related to wastewater
treatment works, water conservation projects, or flood control works.
This leaves IBWC almost solely reliant upon annual appropriations or
emergency funding to build and maintain its facilities. Although
funding for IBWC has increased in recent years, more flexible funding
arrangements would help the agency work with other partners to address
relevant projects.
IBWC's jurisdiction covers the South Bay International Wastewater
Treatment Plant (SBIWTP) located in San Diego. Long-standing
operational failures at SBIWTP have resulted in raw sewage
contamination flowing from the Tijuana River into the Pacific Ocean
that is then carried into San Diego. This results in a public health
crisis that strains local resources, poses significant environmental
risks, and forces service members to train in polluted sewage water.
This bill authorizes IBWC to accept funds for activities related to
wastewater treatment and flood control works. This language would allow
other federal agencies or entities like the State of California, the
City of San Diego and others to provide funding to IBWC. The
Transportation and Infrastructure Committee passed this bill by voice
vote in the 119th and 118th Congresses. I look forward to working with
the Committee on passing the bill in the House.
Fourth, the LOSSAN (Los Angeles-San Diego-San Luis Obispo) rail
corridor has grown to become the second busiest passenger rail corridor
in the United States, after Amtrak's Northeast Corridor. However,
unlike the Northeast Corridor, the majority of which is controlled
directly by Amtrak, the LOSSAN corridor has many stakeholders, and
improvements require substantial cooperation at the federal, state, and
local levels. I believe the LOSSAN corridor deserves dedicated funding,
just like the Northeast Corridor, to deliver these upgrades.
Over the past two and a half years, a seven-mile stretch of the
LOSSAN Rail Corridor has repeatedly experienced closures for a
cumulative total of over 12 months. Climate-induced storm surges, sea-
level rise, and erosion have impacted railroad track movement and slope
instability along the LOSSAN Rail Corridor right-of-way, resulting in
service disruption to both passenger and freight rail services. These
closures have negatively impacted passenger transportation, freight
services, and military operations throughout the region. Regarding
passenger travel time, bottlenecks and repeated closures have
contributed to significant travel delays.
The work needed to improve operations, enhance climate resilience,
and achieve significant travel time improvements broadly fall into
three main categories: capacity improvements, speed and directness
improvements, and fleet modernization. Together, projects supporting
these three areas of corridor enhancement will not only provide for
enhanced service frequency and corridor capacity but are anticipated to
save as much as 20 minutes of travel time between Downtown San Diego
and Oceanside alone. With a similar commitment from other LOSSAN
corridor stakeholders, rail travel times could approach two hours
between San Diego and Los Angeles. I look forward to working with the
committee to improve service for the second busiest rail corridor in
the nation.
Fifth, I would like to stress my strong support for allowing the
U.S. District Court for the Southern District of California to
reconfigure existing space in the San Diego Courthouse (Carter-Keep
Courthouse Annex) to house judges. In 2009, this Committee authorized
the construction of the Carter-Keep Courthouse. The authorization
included House Committee language requiring all expansion requests to
be approved by Congress. In 2022, the courts requested permission to
build out additional chambers and courtrooms. I ask that the House
authorize the San Diego project and remove the cap on future buildouts
to provide the court the space needed to operate in a more safe and
secure manner.
Thank you for your consideration. I look forward to continuing to
work with you on these and other issues.
Prepared Statement of Hon. Raul Ruiz, a Representative in Congress from
the State of California
Hello, I'm Congressman Dr. Raul Ruiz, and I represent California's
25th District.
It's an honor to speak with you today about the critical
infrastructure needs that shape the safety, mobility, and well-being of
the communities I represent.
Among the most urgent priorities in my district are grade
separation projects and the construction and maintenance of airport
towers. Both are essential to strengthening our transportation systems
and emergency response capabilities.
As an emergency medicine physician, I've seen firsthand how crucial
it is for ambulances and first responders to have fast, reliable routes
to hospitals and crisis sites.
In emergency situations, even brief delays can mean the difference
between life and death. I will continue being a vocal advocate for
transportation infrastructure, especially those that improve emergency
operations and air safety.
In California's 25th District, we face significant rail traffic.
There are over 250 miles of freight and passenger railways that connect
my district with the rest of California and other parts of the country.
Ensuring that trains and vehicles do not intersect at the same
grade isn't just a matter of convenience, it's a matter of public
health and safety. Freight trains stalling on the tracks for extended
periods have cost many Americans their livelihoods. Providing
alternative routes in case of blockages is crucial for our communities.
Grade separations reduce accidents, prevents injuries, and saves
lives. With Union Pacific Railroad's extensive network running through
my district, creating safer crossings that separate rail and automobile
traffic is key to protecting passengers, drivers, and pedestrians
alike.
Just last November, a Union Pacific Railroad train was stalled for
over four hours, causing significant traffic delays. Students were
stranded on school buses, and emergency transports to local hospitals
were delayed due to blocked roadways.
One local resident shared that her mother nearly had to be
airlifted from their home to reach an ambulance waiting on the other
side of the tracks.
The environmental benefits are equally important. When cars are
stuck idling at rail crossings, they burn fuel and generate harmful
emissions. By improving traffic flow through grade separation, we cut
down on pollution and move closer to achieving our environmental goals.
Grade separation infrastructure ensures that emergency vehicles can
bypass road blockages and deliver lifesaving care without delay, making
it a smart investment in both public health and emergency preparedness.
Beyond safety, these projects reflect the will of the people. I
hear from constituents across my district who want safer, more
efficient roads that meet the needs of our growing communities. Grade
separation is one of the most effective strategies to future-proof our
infrastructure and prepare for tomorrow's transportation demands.
Airport towers are equally vital to the safety and prosperity of
our district. The Imperial County Airport, Blythe Airport, Hemet-Ryan
airport, and the Jacqueline Cochran Regional Airport are hubs for
commercial, private, and emergency air traffic.
In a given year, these airports see an average of 150,000 aircraft
operations. Communication between these flights and the air tower is
critical to ensuring the safety of each aircraft operation throughout
the nation's airports.
These towers also play a vital role in helping to direct air
traffic in a way that minimizes risk and ensures that emergency
services can respond quickly when needed.
Whether it's business travel, medical transport, firefighting, or
general aviation, our skies are busier than ever, and well-equipped
towers are essential to maintaining order, preventing collisions,
reducing delays, and managing complex air traffic operations.
Airport towers also play a pivotal role during emergencies,
coordinating search-and-rescue missions, evacuations, and air support
in times of crisis. Investing in their maintenance and expansion
ensures that our region remains ready to respond to any disaster.
For our communities, grade-separated crossings to state-of-the-art
airport towers are the foundation of our safety and preparedness. These
projects aren't just about moving people and goods more efficiently;
they're about building a safer, more secure future for everyone in our
communities.
That's why today, I urge my colleagues on the House Transportation
and Infrastructure Committee to join me in supporting funding for
airport towers, aviation infrastructure, and grade separation projects.
This is not about partisanship, it's about public health, safety,
economic vitality, and national preparedness. Together, we can secure
the investments needed to protect lives, strengthen communities, and
ensure a brighter future for all our constituents.
Thank you.
Prepared Statement of Hon. Glenn Thompson, a Representative in Congress
from the Commonwealth of Pennsylvania
Chairman Graves, Ranking Member Larsen, and Members of the House
Committee on Transportation and Infrastructure:
Thank you for providing me with the opportunity to share my
priorities for the 119th Congress. Representing one of the most rural
districts east of the Mississippi River, access to quality
infrastructure and reliable transit is critical for farmers, small
businesses, manufacturers, and others throughout my district.
Particularly as the Committee approaches the next surface
transportation reauthorization, I appreciate your consideration of the
following requests.
Appalachian Development Highway System
The Appalachian Development Highway System (ADHS) is a network of
33 distinct corridors initiated in 1965 via the Appalachian Regional
Development Act to link the underserved Appalachian region with the
greater interstate system, reduce isolation, and spark economic growth.
The system totals 3,090 miles and connects the 13 Appalachian states
with the Interstate Highway System and a range of domestic and global
markets.
My district, which is critical to various supply chains nationwide,
is home to four unfinished ADHS corridors. While more than 90 percent
of the ADHS is complete or under construction, it is critical Congress
continues to uphold its decades-long commitment to complete the system.
To achieve this goal, I respectfully request ADHS projects continue to
be funded at up to 100 percent federal cost share and the authorization
for these projects be no less than currently authorized levels in the
upcoming surface transportation reauthorization.
Additionally, as you know, the mileage of the ADHS determines
eligibility for ADHS-specific federal funding and cannot be altered
without Congressional direction. I support efforts to ease these
requirements through commonsense reforms, including by allowing States
to apply for a waiver of an ADHS route's mileage limitation if--as
determined through the permitting and environmental review process--it
exceeds the current ADHS mileage limitation.
Workforce Development in Infrastructure
Rebuilding our nation's infrastructure requires the development of
a skilled workforce that can design, build, and maintain that
infrastructure. As Co-Chair of the bipartisan House Career and
Technical Education (CTE) Caucus, I recognize the importance and value
CTE programs offer to individuals, especially those in infrastructure
sectors, and it is important that they have a seat at the table. CTE
programs and apprenticeships are proven strategies that equip
individuals with the education and work-based learning needed for
career success in these high-skill, in-demand industry sectors and
occupations.
Congress recognized CTE as an effective workforce development
strategy when it unanimously passed my Strengthening Career and
Technical Education for the 21st Century Act, reauthorizing the Carl D.
Perkins Career and Technical Education Act in the 115th Congress. Since
that time, we have seen a record number of students enrolled in CTE
programs. We must continue this momentum by including workforce
investments alongside infrastructure spending.
While I was pleased to see some acknowledgement of the importance
of workforce development programs within the Infrastructure Investment
and Jobs Act (IIJA), I remain concerned that CTE programs, and
therefore thousands of highly skilled workers, were largely left out of
these discussions. In the years following IIJA's passage, it is clear
that a skilled workforce is necessary to carry out federal
infrastructure investments.
Therefore, I respectfully request that you include the following in
the upcoming surface transportation reauthorization:
A stipulation that States devote a portion of
infrastructure funds to workforce development programs, including CTE
programs, with the flexibility to invest in such programs as
appropriate for local infrastructure needs. States should coordinate
these investments with the agencies that receive the states' funds from
the Workforce Innovation and Opportunity Act and Carl D. Perkins Career
and Technical Education Act so as not to duplicate efforts.
Dedicated resources for updating the facilities and
equipment used in CTE programs of study in infrastructure sectors to
ensure they are aligned with fast-paced, ever-changing industry
expectations and standards.
Bus Testing Facility Program
As part of authorization of the Safe, Accountable, Flexible,
Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU),
the Bus Testing Facility Program at the Pennsylvania State University--
operated by the Thomas D. Larson Pennsylvania Transportation
Institute--tests new transit bus models for safety, structural
integrity and durability, reliability, performance, maintainability,
noise, and fuel economy. These new bus models are tested before they
are purchased by transit agencies, helping to address problems before
the fleet is built, saving considerable money and time while avoiding
inconveniencing passengers.
Since the beginning of this program, more than 530 new bus models
have been tested, resulting in over 10,500 documented design failures.
In Fiscal Year 2024 alone, the bus testing facility identified 175
deficiencies, including 57 structural, six road calls, and ten severe
safety-related failures. By identifying these failures early in the
production process, the program averted many fleet failures, saving
millions of dollars in maintenance costs, litigation, and lost revenue.
I request the Committee reauthorize this program (49 U.S. Code
Sec. 5318) at no less than the currently authorized levels in the
upcoming surface transportation reauthorization. Without this program,
manufacturers will not be able to sell new buses, transit agencies will
not be able to acquire new buses, and consumers will be left with fewer
options for transportation. Continuing to invest in initiatives like
the Bus Testing Facility Program ensures a safer, more reliable future
for mass transit throughout the country.
Consolidated Rail Infrastructure and Safety Improvements (CRISI)
Program
In 2015, Congress established the Consolidated Rail Infrastructure
and Safety Improvements (CRISI) program to improve the safety,
efficiency, and reliability of the nationwide rail network. Since that
time, the program has ensured necessary rail repairs and safety
enhancements have taken place--often in rural communities, including
those in my district, with projects that have been needed for years. In
addition to these improvements, the CRISI program has funded rail
research that ensures the United States can remain a world leader in
technological innovations that help improve railroad infrastructure and
safety.
With thousands of miles of short line railroad track in my district
providing critical market access and transportation for a variety of
businesses including farmers, energy producers, and manufacturers, I
respectfully request continued support for the CRISI program in the
upcoming surface transportation reauthorization.
Essential Air Service
The Airline Deregulation Act of 1978 made airlines the sole
authority to determine which domestic markets would receive air service
as well as what airfares passengers would be charged. Subsequently, the
Essential Air Service (EAS) Program was established to ensure taxpayers
in small, rural communities had continued connectivity to the entire
National Transportation System by subsidizing commuter and certified
air carriers.
This program is critical in rural America and has provided links to
hub airports at over 175 locations throughout the United States and its
territories that would otherwise lack commercial air service. With
rural airports located in my congressional district, including two
airports participating in the EAS program, I see first-hand the
importance of maintaining this program for all Americans who live in
underserved, rural areas.
Our nation's rural and small communities depend on commercial air
service for transportation, medical supplies, commercial goods, and
access to larger business markets. By continuing regular air service to
these areas, Americans will continue to access necessary medical
services that might only be available in larger cities, as well as
increasing the economic opportunities and visitors to these
communities. I urge the Committee to continue the EAS program, and I
look forward to engaging on potential improvements to the program in
the future.
Thank you again Chairman Graves, Ranking Member Larsen, and Members
of this Committee for allowing me to express my priorities for this
Committee in the 119th Congress. I appreciate your consideration and
look forward to working together on these and other issues.
Prepared Statement of Hon. Norma J. Torres, a Representative in
Congress from the State of California
Thank you, Chairman Graves, Ranking Member Larsen, and
distinguished Members of the Committee. I appreciate the opportunity to
share my priorities with the Committee as you begin this year's Surface
Transportation Reauthorization process.
Thank you for the opportunity to testify on behalf of California's
35th Congressional District, which includes Fontana, Ontario, Pomona,
Upland, Eastvale, Montclair, and Rancho Cucamonga in the Inland
Empire--one of the fastest-growing regions in the nation and a vital
logistics hub. The Alameda Corridor, a major freight artery, runs
directly through my district, underscoring our strategic importance to
the national goods movement.
I am appalled by the recent illegal cuts made by DOGE that are
already having a significant impact on the Department of Transportation
(DOT). These reductions limit DOT's ability to carry out essential
programs, delay critical infrastructure projects and undermine long-
term planning efforts. This not only threatens the safety and
reliability of our transportation networks but also jeopardizes the
economic growth of and job creation tied to federal transportation
investments. Most concerningly, these funding constraints will severely
hamper the development and scope of the next Surface Transportation
Reauthorization. With these cuts, this Administration is not helping
our communities build for the future--it is holding them in the past.
Instead, to meet our region's growing infrastructure needs, I
strongly support full funding for Regional Infrastructure Accelerators
in the Surface Transportation Reauthorization. These accelerators help
communities like mine move forward on projects that improve freight
mobility, expand transit, and enhance safety.
Key Priorities for the Inland Empire:
Freight Infrastructure: The Inland Empire is the most in-
demand industrial and labor market in North America, with 16.1 million
people living within 50 miles of the region's core. This robust
population supports a warehouse/distribution labor force over 140,000
and is forecasted to grow by 17% over the next decade. Modernizing
freight corridors like the Alameda Corridor is essential to maintain
efficient goods movement and reduce bottlenecks.
Pedestrian Safety: In the Inland Empire, we are facing a
troubling rise in pedestrian fatalities. According to the Dangerous by
Design 2024 report, the Riverside-San Bernardino-Ontario metro area
ranks as one of the deadliest in the nation for pedestrians, with at
least 797 pedestrian fatalities between 2018 and 2022. This crisis is
particularly acute in lower-income neighborhoods, where residents rely
more heavily on walking and public transit. Many of these communities
are situated along busy freight corridors, where unsafe road designs
and high-speed traffic significantly increase the risk to pedestrians.
In response, in 2023, I partnered with Congresswoman Bonamici--who was
a pedestrian that was hit by a car a few years ago--to introduce the
Pedestrian Hazard, Awareness, and Safety Expansion (PHASE) Act. This
legislation will combat the rising number of pedestrian fatalities in
my district and across the country. The PHASE Act directs the National
Institute of Standards and Technology (NIST) to work with the
Department of Transportation (DOT) to identify and implement innovative
traffic safety solutions. These efforts include improving traffic
control devices and leveraging new technologies to better alert
drivers, including those operating bicycles--and protect pedestrians
and other vulnerable road users. Additionally, the bill establishes a
new DOT grant program to help cities, municipalities, and tribal
governments fund critical pedestrian safety infrastructure--such as
smarter crosswalks, expanded buffer zones, better lighting, and
upgraded traffic signals. It also calls for a national study to explore
physical design alternatives that can further protect people on foot or
using mobility devices. To truly address this growing crisis, we need
sustained federal investment in pedestrian safety--particularly in
high-risk, underserved communities. Safer sidewalks, crosswalks,
lighting, and traffic-calming measures are not just infrastructure
improvements; they are life-saving interventions. I hope that my bill
would be considered for inclusion in the Surface Transportation
Reauthorization of 2026.
Transit-Oriented Development (TOD): As housing costs soar
and congestion worsens, TOD is a game-changer for the Inland Empire and
other areas around the nation. By building housing, jobs, and services
near transit, we can reduce car dependence, cut emissions, and give
residents more affordable, connected lifestyles. TOD also helps
revitalize commercial corridors, reduce commute times, and attract
long-term investment to communities historically overlooked. TOD can
revitalize underinvested corridors and create mixed-use, walkable
communities that support small businesses and attract private
investment. It also reduces commute times in a region where many
residents spend more than 30 minutes commuting each way.
Wildfire Prevention and Infrastructure Needs: As the
Inland Empire and areas around the nation face increasing wildfire
risks, we must prioritize funding for wildfire prevention
infrastructure, including firebreaks, forest management, and fire
response improvements. Strengthening our region's emergency
communication systems, upgrading evacuation routes, and improving
infrastructure to mitigate the damage from wildfires will better
protect both our communities and our critical infrastructure.
Dig Once Policy: I also urge this Committee to strengthen
the Dig Once policy, which ensures coordination between utility and
transportation projects. When we open a road, we should install
broadband conduit, water lines, and energy infrastructure at the same
time. It saves taxpayer dollars and minimizes disruption to our
communities.
RAISE Grant: Fontana Success Story
As you know, the infrastructure grant programs in the Surface
Reauthorization are crucial to allow our communities to thrive. For
example, the City of Fontana was awarded a $15 million RAISE Grant for
the ``Building A Better-Connected Inland Empire'' project. This
initiative includes street, bike, sidewalk, and trail improvements
along Cherry Avenue and Victoria Street, enhancing safety and
connectivity for residents. The project aims to improve traffic flow,
reduce commute times, and create over 7,500 good-paying jobs in the
community. The RAISE Grant is crucial for this community, as it will
also provide safer walking and biking options in a region where many
residents rely on these modes of transportation. The success of this
grant underscores the need for continued federal support to fund
projects like this, which have a direct, positive impact on the lives
of residents while contributing to the overall prosperity and
connectivity of the Inland Empire.
My District is a national logistics engine with local
infrastructure challenges that require tailored, accelerated solutions.
I urge the Committee to support Regional Infrastructure Accelerators,
pedestrian safety grants, TOD investments, wildfire prevention and
infrastructure needs, and full funding for the RAISE Grant program in
the upcoming Surface Transportation Reauthorization.
Thank you for your time, and I look forward to working with you to
make these critical investments a reality.
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