    [House Hearing, 119 Congress]
    [From the U.S. Government Publishing Office]

                     COMMITTEE ON TRANSPORTATION AND
                        INFRASTRUCTURE MEMBER DAY
    =======================================================================

                                    (119-36)

                                    HEARING

                                   BEFORE THE

                                  COMMITTEE ON
                       TRANSPORTATION AND INFRASTRUCTURE
                            HOUSE OF REPRESENTATIVES

                        ONE HUNDRED NINETEENTH CONGRESS

                                 SECOND SESSION

                                   __________

                                JANUARY 14, 2026

                                   __________

                           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
    62-880 PDF                  WASHINGTON : 2026
    -----------------------------------------------------------------------------------

                 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
    John Garamendi, California           Daniel Webster, Florida
    Henry C. ``Hank'' Johnson, Jr., Georgiaomas Massie, Kentucky
    Andre Carson, Indiana                Scott Perry, Pennsylvania
    Dina Titus, Nevada                   Brian Babin, Texas
    Jared Huffman, California            David Rouzer, North Carolina
    Julia Brownley, California           Mike Bost, Illinois
    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
    Maxwell Frost, Florida               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
                                         Vacancy

                                    CONTENTS

                                                                       Page

    Summary of Subject Matter........................................   vii

                     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...........................................     4

                                MEMBER TESTIMONY

    Hon. Andrea Salinas, a Representative in Congress From the State
      of Oregon, oral statement......................................     5
        Prepared statement...........................................     6
    Hon. Nikki Budzinski, a Representative in Congress From the State
      of Illinois, oral statement....................................     7
        Prepared statement...........................................     8
    Hon. Delia C. Ramirez, a Representative in Congress From the
      State of Illinois, oral statement..............................     9
        Prepared statement...........................................    11
    Hon. Jennifer A. Kiggans, a Representative in Congress From the
      Commonwealth of Virginia, oral statement.......................    12
        Prepared statement...........................................    13
    Hon. Jim Costa, a Representative in Congress From the State of
      California, oral statement.....................................    15
        Prepared statement...........................................    16
    Hon. Tim Moore, a Representative in Congress From the State of
      North Carolina, oral statement.................................    19
        Prepared statement...........................................    20
    Hon. Rashida Tlaib, a Representative in Congress From the State
      of Michigan, oral statement....................................    21
        Prepared statement...........................................    23
    Hon. James C. Moylan, a Delegate in Congress From the Territory
      of Guam, oral statement........................................    25
        Prepared statement...........................................    26
    Hon. Marcy Kaptur, a Representative in Congress From the State of
      Ohio, oral statement...........................................    27
        Prepared statement...........................................    29
    Hon. John W. Mannion, a Representative in Congress From the State
      of New York, oral statement....................................    30
        Prepared statement...........................................    31
    Hon. Donald G. Davis, a Representative in Congress From the State
      of North Carolina, oral statement..............................    32
        Prepared statement...........................................    33
    Hon. Pramila Jayapal, a Representative in Congress From the State
      of Washington, oral statement..................................    35
        Prepared statement...........................................    36
    Hon. Sylvia R. Garcia, a Representative in Congress From the
      State of Texas, oral statement.................................    37
        Prepared statement...........................................    39
    Hon. Harriet M. Hageman, a Representative in Congress From the
      State of Wyoming, oral statement...............................    40
        Prepared statement...........................................    42
    Hon. Kevin Mullin, a Representative in Congress From the State of
      California, oral statement.....................................    43
        Prepared statement...........................................    45
    Hon. Robert J. Wittman, a Representative in Congress From the
      Commonwealth of Virginia, oral statement.......................    46
        Prepared statement...........................................    47
    Hon. Raul Ruiz, a Representative in Congress From the State of
      California, oral statement.....................................    48
        Prepared statement...........................................    49
    Hon. Vicente Gonzalez, a Representative in Congress From the
      State of Texas, oral statement.................................    50
        Prepared statement...........................................    52
    Hon. Jared Moskowitz, a Representative in Congress From the State
      of Florida, oral statement.....................................    53
        Prepared statement...........................................    54
    Hon. Ed Case, a Representative in Congress From the State of
      Hawaii, oral statement.........................................    55
        Prepared statement...........................................    57
    Hon. John W. Rose, a Representative in Congress From the State of
      Tennessee, oral statement......................................    58
        Prepared statement...........................................    59
    Hon. Ben Cline, a Representative in Congress From the
      Commonwealth of Virginia, oral statement.......................    60
        Prepared statement...........................................    61
    Hon. Emily Randall, a Representative in Congress From the State
      of Washington, oral statement..................................    62
        Prepared statement...........................................    64
    Hon. Earl L. ``Buddy'' Carter, a Representative in Congress From
      the State of Georgia, oral statement...........................    65
        Prepared statement...........................................    66
    Hon. Jamie Raskin, a Representative in Congress From the State of
      Maryland, oral statement.......................................    67
        Prepared statement...........................................    68
    Hon. Steve Cohen, a Representative in Congress From the State of
      Tennessee, oral statement......................................    69
        Prepared statement...........................................    71
    Hon. Marie Gluesenkamp Perez, a Representative in Congress From
      the State of Washington, oral statement........................    73
        Prepared statement...........................................    74
    Hon. Andy Biggs, a Representative in Congress From the State of
      Arizona, oral statement........................................    75
        Prepared statement...........................................    77
    Hon. Mike Flood, a Representative in Congress From the State of
      Nebraska, oral statement.......................................    79
        Prepared statement...........................................    80
    Hon. Eric Sorensen, a Representative in Congress From the State
      of Illinois, oral statement....................................    83
        Prepared statement...........................................    85
    Hon. Lateefah Simon, a Representative in Congress From the State
      of California, oral statement..................................    85
        Prepared statement...........................................    86
    Hon. Jill N. Tokuda, a Representative in Congress From the State
      of Hawaii, oral statement......................................    87
        Prepared statement...........................................    89
    Hon. Brad Sherman, a Representative in Congress From the State of
      California, oral statement.....................................    91
        Prepared statement...........................................    92
    Hon. Lois Frankel, a Representative in Congress From the State of
      Florida, oral statement........................................    93
        Prepared statement...........................................    94
    Hon. John R. Moolenaar, a Representative in Congress From the
      State of Michigan, oral statement..............................    95
        Prepared statement...........................................    96
    Hon. Jahana Hayes, a Representative in Congress From the State of
      Connecticut, oral statement....................................    97
        Prepared statement...........................................    98
    Hon. Dan Newhouse, a Representative in Congress From the State of
      Washington, oral statement.....................................    99
        Prepared statement...........................................   100
    Hon. Jack Bergman, a Representative in Congress From the State of
      Michigan, oral statement.......................................   101
        Prepared statement...........................................   102
    Hon. Michael Cloud, a Representative in Congress From the State
      of Texas, oral statement.......................................   103
        Prepared statement...........................................   104

                           SUBMISSIONS FOR THE RECORD

    Letter of December 1, 2025, to Hon. Sam Graves, Chairman, and
      Hon. Rick Larsen, Ranking Member, Committee on Transportation
      and Infrastructure, from Hon. Jim Costa and Hon. Pete Stauber,
      Members of Congress, Submitted for the Record by Hon. Jim Costa    18
    Articles About Interstate 11, Arizona HOV Lanes, and Desalination
      Projects, Submitted for the Record by Hon. Andy Biggs..........    77
    Letter of December 5, 2025, to Hon. Sam Graves, Chairman, and
      Hon. Rick Larsen, Ranking Member, Committee on Transportation
      and Infrastructure, from Hon. Jill N. Tokuda and Hon. Nicholas
      J. Begich III, Members of Congress, Submitted for the Record by
      Hon. Jill N. Tokuda............................................    90
    Report entitled, ``U.S.A. Build Initiative: Surface
      Transportation Authorization Bill,'' by the Los Angeles County
      Metropolitan Transportation Authority, Submitted for the Record
      by Hon. Brad Sherman...........................................    91
    Letter of June 5, 2025, to Hon. Sam Graves, Chairman, and Hon.
      Rick Larsen, Ranking Member, Committee on Transportation and
      Infrastructure, from Hon. Shomari Figures and Hon. Nikki
      Budzinski, New Democrat Coalition, Submitted for the Record by
      Hon. Norma J. Torres...........................................   122
    Prepared Statements From the Following Members of Congress:
        Hon. Gabe Amo, a Representative in Congress From the State of
          Rhode Island...............................................   107
        Hon. Gilbert Ray Cisneros, Jr., a Representative in Congress
          From the State of California...............................   108
        Hon. Jasmine Crockett, a Representative in Congress From the
          State of Texas.............................................   109
        Hon. Chuck Edwards, a Representative in Congress From the
          State of North Carolina....................................   111
        Hon. Ron Estes, a Representative in Congress From the State
          of Kansas..................................................   111
        Hon. Susie Lee, a Representative in Congress From the State
          of Nevada..................................................   112
        Hon. Ted Lieu, a Representative in Congress From the State of
          California.................................................   113
        Hon. Mary E. Miller, a Representative in Congress From the
          State of Illinois..........................................   114
        Hon. Joe Neguse, a Representative in Congress From the State
          of Colorado................................................   114
        Hon. Scott H. Peters, a Representative in Congress From the
          State of California........................................   115
        Hon. Brittany Pettersen, a Representative in Congress From
          the State of Colorado......................................   117
        Hon. Terri A. Sewell, a Representative in Congress From the
          State of Alabama...........................................   118
        Hon. Norma J. Torres, a Representative in Congress From the
          State of California........................................   119

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

                                January 9, 2026

        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, January 14, 2026, 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.'' 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, Water Resources
    Development Act Reauthorization, 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: improved 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; 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) (P.L. 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, JANUARY 14, 2026

                      House of Representatives,
        Committee on Transportation and Infrastructure,
                                                Washington, DC.
        The committee met, pursuant to call, at 10:06 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 DocumentsTI@mail.house.gov.
        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. Before delivering my statement, I do want to
    take a moment to honor our colleague and friend, Congressman
    Doug LaMalfa. For nearly a decade, Congressman LaMalfa served
    on this committee as a valued and very thoughtful Member. He
    made this committee a better place to serve. He was a tireless
    advocate for rural Americans, and his voice will be missed as
    we continue our work to address the needs of our transportation
    infrastructure. We continue to pray for his wife, his children,
    and family as they face this very unexpected tragedy. If we
    can, I would like to pause for just a moment of silence to
    honor our friend, Doug.
        [A moment of silence.]
        Mr. Graves. Thank you. Moving on to today's business, I
    look forward to hearing Members share their transportation and
    infrastructure priorities for the second session of the 119th
    Congress.
        The T&I Committee is coming off a very busy 2025. Our work
    started with reconciliation, which included the historic
    investments in the Coast Guard and the $12.5 billion
    downpayment to modernize our Nation's air traffic control
    system. The committee also passed, on a bipartisan basis, a
    pipeline safety reauthorization; the FEMA Act of 2025, which
    reforms our approach to emergency management; and the Coast
    Guard Authorization Act, which was signed into law last month
    as part of the National Defense Authorization Act. Finally, we
    closed out the year with the House passage of the PERMIT Act,
    legislation that would greatly improve permitting under the
    Clean Water Act.
        Looking ahead to this year, we have multiple legislative
    priorities that the committee must reauthorize, including our
    surface transportation programs. The committee has already been
    hard at work on the surface transportation bill, which we plan
    to mark up early this year.
        In addition to the year's surface bill, we have also begun
    work on the next Water Resources Development Act, or WRDA. The
    portal for Members' WRDA priorities was opened on Monday and is
    going to remain open throughout the rest of this month, so I
    encourage Members to work with their staff and get those
    priorities submitted.
        Again, thank you all for being here today to testify on the
    transportation and infrastructure needs of your districts.
        [Mr. Graves' prepared statement follows:]

    Prepared Statement of Hon. Sam Graves of Missouri, Chairman, Committee
                      on Transportation and Infrastructure
        Before delivering my statement, I want to take this moment to honor
    our colleague and friend, Congressman Doug LaMalfa. For nearly a
    decade, Congressman LaMalfa served on this Committee as a valued and
    thoughtful Member.
        He made this committee a better place to serve. He was a tireless
    advocate for rural Americans, and his voice will be missed as we
    continue our work to address the needs of our transportation
    infrastructure. We continue to pray for his wife, children, and family
    as they face this unexpected tragedy.
        Moving on to today's business, I look forward to hearing Members
    share their transportation and infrastructure priorities for the second
    session of the 119th Congress.
        The T&I Committee is coming off a very busy 2025. Our work started
    with reconciliation, which included historic investments in the Coast
    Guard and a $12.5 billion downpayment to modernize our nation's air
    traffic control system. The Committee also passed, on a bipartisan
    basis, a pipeline safety reauthorization; the FEMA Act of 2025, which
    reforms our approach to emergency management; and the Coast Guard
    Authorization Act, which was signed into law late last month as part of
    the National Defense Authorization Act. Finally, we closed out last
    year with House passage of the PERMIT Act, legislation that greatly
    improves permitting under the Clean Water Act.
        Looking ahead to this year, we have multiple legislative priorities
    that the Committee must reauthorize, including our surface
    transportation programs. The Committee has already been hard at work on
    the next surface transportation bill, and we plan to mark it up early
    this year.
        In addition to this year's surface bill, we have also begun work on
    the next Water Resources Development Act (WRDA). The portal for
    Members' WRDA priorities was opened on Monday and will remain open
    throughout the rest of this month, so I encourage Members to work with
    their staff to get those priorities submitted.
        Again, thank you all for being here today to testify on the
    transportation and infrastructure needs in your districts.

        Mr. Graves. And I now recognize Rick for an 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.
        First, welcome to the T&I Committee's 2026 Member Day
    hearing.
        Before I start too, I want to take a moment to remember
    Doug. I knew Doug as a fierce advocate for his constituents.
    You always did know where he stood on issues, and that earned
    him my respect and the respect of the members of this
    committee. We are going to miss his presence and his bipartisan
    efforts to help rural Americans, and my condolences, as well,
    are with his family.
        This hearing is an important opportunity for our colleagues
    who are not on the committee to advocate for the specific needs
    of their own districts and to share the priorities that are
    most pressing to their constituents. Over 30 Members from both
    sides of the aisle have signed up to speak before the committee
    today.
        As Chair Graves and I have often noted, the work of this
    committee transcends the red team versus blue team mentality
    that permeates much of Washington, DC. We are here to solve
    problems and to create economic opportunities for every
    American, and the high level of participation from Members from
    both parties is a testament to that shared mission.
        The enthusiasm of Members seeking to testify today is not
    surprising. Thanks to the Bipartisan Infrastructure Law,
    sustained investments are rebuilding roads, bridges, rail,
    transit, and water systems in every corner of the country.
    These investments have resulted in the American Society of
    Civil Engineers raising the Nation's overall infrastructure
    grade to--are you ready for this--to a C from a C minus 4 years
    ago. As I have noted in previous testimony--like my son got a C
    minus in an engineering class, and he wasn't able to advance.
    So moving to a C is something else.
        No sector this time received a D minus for the first time
    since the first report card was issued in 1998, but clearly,
    there is a lot more work to do. And while the progress is
    encouraging, a C is not the final goal, and we shouldn't be
    satisfied with it for our national infrastructure. That is why
    the committee is committed to passing a bipartisan surface
    transportation bill that will continue to improve our
    infrastructure and transportation systems.
        The committee will also take up the Water Resources
    Development Act this year to continue to invest in the Nation's
    waterways, flood mitigation infrastructure, and ecosystem
    restoration efforts. We have started receiving proposals for
    the bill through our Member submission portal which opened
    earlier this week. And the testimony our colleagues deliver
    today will no doubt aid us in crafting legislation that creates
    jobs, improves safety and accessibility, and benefits the
    communities that we represent.
        So I want to thank the chair for holding this hearing and
    for his continued commitment to working in a bipartisan manner.
    Making sure Members can directly advocate for the districts is
    an important part of this process. And I want to thank all the
    Members ahead of time who made the time to come before the
    committee today, and I am eager to hear your testimony.
        And with that, I 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 Transportation and Infrastructure Committee's 2026
    Member Day Hearing.
        Before I start, I just want to take a moment to remember Doug
    LaMalfa. I knew Doug as a fierce advocate for his constituents. You
    always knew where he stood on the issues, and that earned him my
    respect and the respect of the members of this committee. The T&I
    Committee will miss his presence and bipartisan efforts to help rural
    Americans. My condolences are with his family.
        This hearing is an important opportunity for our colleagues not on
    the T&I Committee to advocate for the specific needs of their districts
    and share the priorities most pressing to their constituents.
        Over 30 members, both Democrats and Republicans, have signed up to
    speak before the Committee today. As Chairman Graves and I often note,
    the work of this Committee transcends the ``red team versus blue team''
    mentality that permeates much of Washington, DC. We are here to solve
    problems and create economic opportunities for every American. The high
    level of participation from Members from both parties today is a
    testament to that shared mission.
        The enthusiasm of Members seeking to testify today is not
    surprising. Thanks to the Bipartisan Infrastructure Law (BIL),
    sustained investments are rebuilding roads, bridges, rail, transit and
    water systems in every corner of the country.
        These investments have resulted in the American Society of Civil
    Engineers raising the nation's overall infrastructure grade to a ``C''
    from a ``C-'' four years ago, with no sector receiving a ``D-'' for the
    first time since their first report card was issued in 1998. While this
    progress is encouraging, a ``C'' is not the final goal, and we
    shouldn't be satisfied with it for our national infrastructure.
        That is why our Committee is committed to passing a bipartisan
    surface transportation bill that will continue to improve our
    infrastructure and transportation systems.
        The Committee will also take up a Water Resources Development Act
    this year to continue to invest in the nation's waterways, flood
    mitigation infrastructure and ecosystem restoration efforts. We have
    started receiving proposals for the bill through our Member Submission
    Portal which opened earlier this week.
        The testimony our colleagues deliver today will no doubt aid us in
    crafting legislation that creates jobs, improves safety and
    accessibility, and benefits the communities we represent.
        Thank you, Chairman Graves, for holding this hearing and for your
    continued commitment to working in a bipartisan manner. Making sure
    Members can directly advocate for their districts is an important part
    of the 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. Thanks, Rick.
        I don't have to explain the lighting system to you all. I
    think you all got it figured out.
        I would ask unanimous consent that the witnesses' full
    statements be included in the record.
        And without objection, that is so ordered.
        Your written testimony has been made a part of the record,
    so I would please ask that you try to limit your oral remarks
    to 5 minutes.
        Given the number of Members that are 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.
        And without objection, that is so ordered.
        And with that, Representative Salinas, you are recognized.

    TESTIMONY OF HON. ANDREA SALINAS, A REPRESENTATIVE IN CONGRESS
                        FROM THE STATE OF OREGON

        Ms. Salinas. Well, thank you, Chairman Graves, Ranking
    Member Larsen, and to the committee for all your good work. And
    I am excited to be here to be able to share Oregon's Sixth
    District priorities.
        As I know Ranking Member Larsen is quite aware, the I-5
    corridor is the most important transportation artery across the
    Pacific Northwest. Access to I-5 is essential for economic
    development, allowing businesses to get their goods to market.
        In my district, one of the most important projects
    undertaken in recent years is the Newberg-Dundee Bypass. This
    highway improvement is a critical link to bring existing and
    anticipated economic development to this rural region by
    creating a safer, more efficient connection between these rural
    communities and I-5. My local stakeholders estimate that
    finishing this project could create over 6,000 new
    manufacturing jobs alone by improving the movement of goods on
    the west side of the Willamette Valley to the heart of my
    district through Interstate 5. It will also provide significant
    safety improvements by moving freight traffic off of our local
    roads.
        The corridor is part of Oregon's critical rural freight
    network used by more than 3,000 trucks a day. From 2018 to
    2022, this corridor experienced 141 crashes, including 11 fatal
    or serious injury crashes, highlighting the urgent need for
    these safety improvements.
        While increasing the capacity to transport goods to I-5 was
    critical, it is not the sole goal. The highway itself also
    needs upgrades to improve capacity and seismic resiliency. We
    have those earthquakes out in the West. The I-5 Boone Bridge
    crosses the Willamette River in Wilsonville, just south of
    Portland, and is a critical link for freight moving up and down
    the west coast. The bridge is part of Oregon's designated
    Seismic Lifeline Route, and is at serious risk of failure in a
    Cascadia Subduction Zone earthquake. More than 126,000
    vehicles, including an average of 17,000 trucks, cross the
    bridge each day. We must replace the bridge to adapt to
    economic growth in the region and ensure the safety of our
    communities from natural disasters.
        We also desperately need to improve the junction of Highway
    51 and Oregon 22, which is the primary route for tourism and
    freight to the Oregon coast and for people to access that
    amazing pinot noir wine that everyone loves. According to
    Oregon Department of Transportation statistics, this junction
    saw 154 crashes between 2016 and 2022, with 10 resulting in
    fatalities. Not only is the junction itself dangerous, it
    provides critical access to Salem's regional trauma center for
    residents of Polk and Yamhill Counties, who deserve those safe
    and accessible roadways when every second really matters.
        All of these projects have strong financial support from
    local and State governments, but they cannot get over the
    finish line without Federal support. As your committee prepares
    to advance the multiyear surface transportation reauth, I urge
    you to consider the impact on projects just like these, and
    offer your strong support for the Federal partnerships that
    actually make them possible.
        Federal competitive grant programs are essential tools for
    projects like these, but they are often oversubscribed and
    underfunded. Programs like BUILD and Mega can help make these
    projects pencil out. I encourage you to consider providing as
    much flexibility as possible for these funding opportunities to
    allow the Department of Transportation to tailor its support to
    the specific needs of the project.
        Rural grants are especially important. This program is
    designed to help projects in rural areas that are also often
    overlooked. Importantly, Rural grants can cover up to 100
    percent of the project costs. This flexibility allows large
    projects to move forward in underresourced communities like
    mine. Unfortunately, the Rural program has seen significantly
    more demand than it can support. I urge you to consider
    drastically expanding this program to maximize investments in
    the communities that need them most.
        I look forward to offering my help as the committee moves
    forward with the surface transportation reauth, and I
    appreciate the opportunity to share some of my projects. I am
    happy to take questions. Thank you.
        [Ms. Salinas' prepared statement follows:]

    Prepared Statement of Hon. Andrea Salinas, a Representative in Congress
                            From the State of Oregon
        Chair Graves, Ranking Member Larsen, thank you for the opportunity
    to inform the Committee's work on critical infrastructure issues and to
    share the major needs from Oregon's Sixth District.
        As I know Ranking Member Larsen is aware, the I-5 corridor is the
    most important transportation artery across the Pacific Northwest.
    Access to I-5 is essential for economic development, allowing
    businesses to get their goods to market.
        In my district, one of the most important projects undertaken in
    recent years is the Newberg-Dundee Bypass. This highway improvement is
    a critical link to bring existing and anticipated economic development
    to the region by creating a safer, more efficient connection between
    these rural communities and I-5. My local stakeholders estimate that
    finishing this project could create over 6,000 new manufacturing jobs
    alone, by improving the movement of goods on the west side of the
    Willamette Valley in the heart of my district, to Interstate Five.
        It will also provide significant safety improvements by moving
    freight traffic off local roads. The corridor is part of Oregon's
    Critical Rural Freight Network used by more than 3,000 trucks a day.
    From 2018 to 2022, this corridor experienced 141 crashes, including 11
    fatal or serious-injury crashes, highlighting the urgent need for
    safety improvements.
        While increasing the capacity to transport goods to Interstate Five
    was critical, it is not the sole goal. The highway itself also needs
    upgrades to improve capacity and seismic resiliency. The I-5 Boone
    Bridge crosses the Willamette River in Wilsonville, just south of
    Portland, and is a critical link for freight moving up and down the
    west coast. The bridge is part of Oregon's designated Seismic Lifeline
    Route and is at serious risk of failure in a Cascadia Subduction Zone
    earthquake.
        More than 126,000 vehicles, including an average of 17,000 trucks,
    cross the bridge each day. We must replace the bridge to adapt to
    economic growth in the region and ensure the safety of our communities
    from natural disasters.
        We also desperately need to improve the junction of Hwy 51 and OR-
    22 which is the primary route for tourism and freight to the Oregon
    Coast. According to Oregon Department of Transportation Statistics,
    this junction saw 154 crashes between 2016 and 2022, with 10 resulting
    in fatalities.
        Not only is the junction itself dangerous, it provides critical
    access to Salem's regional trauma center for residents of Polk and
    Yamhill counties who deserve safe and accessible roadways when every
    second counts
        All of these projects have strong financial support from local and
    state governments, but they can't get over the finish line without
    federal support.
        As your committee prepares to advance a multi-year surface
    transportation reauthorization, I urge you to consider the impact on
    projects like these and offer your strong support for the federal
    partnerships that make them possible.
        Federal competitive grant programs are essential tools for projects
    like these, but they are often oversubscribed and under-funded.
    Programs like BUILD and MEGA can help make these projects pencil out. I
    encourage you to consider providing as much flexibility as possible for
    these funding opportunities to allow DOT to tailor its support to the
    specific needs of the project.
        RURAL grants are especially important. This program is designed to
    help projects in rural areas that are often overlooked. Importantly,
    RURAL grants can cover up to a hundred percent of the project cost.
    This flexibility allows large projects to move forward in under-
    resourced communities.
        Unfortunately, the RURAL program has seen significantly more demand
    than it can support. I urge you to consider drastically expanding this
    program to maximize investments in the communities that need them the
    most.
        I look forward to offering my help as the Committee moves forward
    with surface transportation reauthorization, and I appreciate the
    opportunity to share these critical priorities from my District.
        Thank you.

        Mr. Graves. Moving on, Representative Budzinski.

    TESTIMONY OF HON. NIKKI BUDZINSKI, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF ILLINOIS

        Ms. Budzinski. Thank you, Chairman Graves, and thank you to
    Ranking Member Larsen for this opportunity today in front of
    the T&I Committee.
        As we look toward the 2026 reauthorization of the Water
    Resources Development Act, or WRDA, I want to take this
    opportunity to highlight the life-changing impact this
    legislation has on the Metro East region in Illinois.
        First I want to thank the committee for developing a strong
    bipartisan WRDA in 2024.
        The Thomas R. Carper Water Resources Development Act
    included several of my requests to rehabilitate the
    infrastructure in communities that have suffered from
    devastating flooding, sewage backups, and stormwater overflows
    for far too long. The 2024 WRDA laid a vital foundation for the
    Metro East in three key areas.
        First, increased capacity. The 2024 WRDA boosted the Army
    Corps of Engineers authorization of their work in the Metro
    East from $100 million to $150 million, ensuring that Army
    Corps had the resources needed to make generational investments
    in our most vulnerable communities, including Cahokia Heights
    and East St. Louis.
        Second, modernized scope. The 2024 package included
    stormwater management as an eligible activity for the Corps in
    St. Clair and Madison Counties, aligning Federal law with the
    actual needs of our region.
        Third, strategic planning. The 2024 WRDA authorized a
    general reevaluation report, or a GRR, for the Corps' activity
    in Metro East and a feasibility study for the Spring Lake
    detention pond, a project first recommended in 2009 that is
    essential for flood resilience and protecting local homes.
        The House of Representatives built on this foundation just
    last week. In the fiscal year 2026 energy and water
    appropriations bill, I worked with Senator Duckworth to secure
    a $7.3 million investment to rebuild Cahokia Heights' east
    interceptor sewer. This interceptor sewer is the spine of the
    community's wastewater system. When an interceptor of this
    scale fails, as it has for years in Cahokia Heights, the entire
    system backs up into streets, yards, and homes. The project was
    made possible specifically because of the increased
    authorizations we secured in the 2024 WRDA.
        Additionally, I partnered with Senator Durbin to secure
    $500,000 to begin the first phase of the general reevaluation
    report for East St. Louis and the vicinity. This study is the
    roadmap we need to accurately chart a path toward total
    infrastructure renewal across the Metro East. The general
    reevaluation report was specifically authorized and expedited
    in WRDA 2024.
        While we made significant strides on our work in the Metro
    East, it is far from finished. Just last week, the Associated
    Press documented the ongoing crisis in Cahokia Heights, where
    persistent stormwater and sewer backups have buckled floors,
    cracked walls, and destroyed belongings in homes. Beyond the
    property damage, residents of the community face the public
    health risks of living with raw sewage and untreated runoff in
    their own homes.
        At the same time, we are seeing the administration pull
    back on promises that were made by the Federal Government to
    our most vulnerable communities. It is more important than ever
    for Congress and this committee to honor our responsibilities
    to these communities. As we move forward, I am committed to
    continuing to unify Federal, State, and local partners to
    ensure that the people of the Metro East are no longer left
    behind.
        Thank you again for your commitment to developing a strong
    bipartisan WRDA in 2026. I appreciate this opportunity to
    testify before you today. I look forward to continuing our work
    together on these important issues, and I stand ready to work
    alongside this committee, the Army Corps, and the local
    communities I represent to ensure we continue on a strong path
    forward.
        Thank you very much, and I yield back.
        [Ms. Budzinski's prepared statement follows:]

        Prepared Statement of Hon. Nikki Budzinski, a Representative in
                      Congress From the State of Illinois
        Dear Chairman Graves and Ranking Member Larsen,
        Thank you for the opportunity to testify before the House Committee
    on Transportation & Infrastructure. As we look toward the 2026
    reauthorization of the Water Resources Development Act (WRDA), I want
    to take this opportunity to highlight the life-changing impact this
    legislation has on the Metro East region of Illinois.
        First, I want to thank the Committee for developing a strong,
    bipartisan WRDA in 2024. The Thomas R. Carper Water Resources
    Development Act included several of my requests to rehabilitate the
    infrastructure in communities that have suffered from devastating
    flooding, sewage backups, and stormwater overflows for far too long.
        The 2024 WRDA laid a vital foundation for the Metro East in three
    key ways:
        1.  Increased Capacity: The 2024 WRDA boosted the U.S. Army Corps
    of Engineers' (USACE) authorization for their work in the Metro East
    from $100 million to $150 million, ensuring the Corps has the resources
    needed to make generational investments in our most vulnerable
    communities--including Cahokia Heights and East St. Louis.
        2.  Modernized Scope: The 2024 package included ``stormwater
    management'' as an eligible activity for the USACE in St. Clair and
    Madison Counties, aligning federal law with the actual needs of our
    region.
        3.  Strategic Planning: The 2024 WRDA authorized a General
    Reevaluation Report (GRR) for the USACE's activities in the Metro East
    and a feasibility study for the Spring Lake detention pond--a project
    first recommended in 2009 that is essential for flood resilience and
    protecting local homes.

        The House of Representatives built on this foundation just last
    week. In the Fiscal Year 2026 Energy & Water Appropriations bill, I
    worked with Senator Duckworth to secure $7.3 million to rebuild Cahokia
    Heights' East Interceptor Sewer. This interceptor sewer is the
    ``spine'' of the community's wastewater system. When an interceptor of
    this scale fails--as it has for years in Cahokia Heights--the entire
    system backs up into streets, yards, and homes. This project was made
    possible specifically because of the increased authorizations we
    secured in the 2024 WRDA.
        Additionally, I partnered with Senator Durbin to secure $500,000 to
    begin the first phase of the General Reevaluation Report for East St.
    Louis and Vicinity. This study is the roadmap we need to accurately
    chart our path toward total infrastructure renewal across the Metro
    East. The General Reevaluation Report was specifically authorized and
    expedited in WRDA 2024.
        While we have made significant strides, our work in the Metro East
    is far from finished. Just last week, the Associated Press documented
    the ongoing crisis in Cahokia Heights, where persistent stormwater and
    sewer backups have ``buckled floors, cracked walls and destroyed
    belongings'' in homes. Beyond the property damage, residents of the
    community face the public health risks of living with raw sewage and
    untreated runoff in their own homes.
        At the same time, we are seeing the Administration pull back on
    promises that were made by the federal government to our most
    vulnerable communities. It is more important than ever for Congress and
    this Committee to honor our responsibility to these communities. As we
    move forward, I am committed to continuing to unify federal, state, and
    local partners to ensure that the people of the Metro East are no
    longer left behind.
        Thank you again for your commitment to developing a strong,
    bipartisan WRDA in 2026, and I appreciate the opportunity to testify
    before you today. I look forward to continuing our work together on
    these important issues, and I stand ready to work alongside the
    Committee, the Army Corps, and the local communities I represent to
    ensure we continue on a strong path forward. Please do not hesitate to
    contact me or my staff with any questions or concerns.

        Mr. Graves. Thank you.
        Representative Ramirez.

        TESTIMONY OF HON. DELIA C. RAMIREZ, A REPRESENTATIVE IN
                  CONGRESS FROM THE STATE OF ILLINOIS

        Mrs. Ramirez. Thank you, Chair Graves and Ranking Member
    Larsen, for convening today's Member hearing day.
        I grew up in the Humboldt Park community of Chicago, where
    I witnessed the struggles of the community, especially among
    Latino and Black residents, to secure stable housing, access to
    reliable transportation, engage essential services, and raise a
    family with the rising cost of living. It was actually in my
    community that I first understood the power of infrastructure
    to shape our lived experiences positively, and when we don't
    invest in it, negatively. You see, I know that investing in our
    infrastructure is an investment in the safety and well-being of
    our communities and the economic development of our region and
    the thriving futures of our families.
        To give you a couple of positive examples, we know just how
    essential public transportation is in our districts. In
    Illinois 3, public transit connects residents to high-quality
    jobs, public amenities, and local businesses from DuPage County
    to downtown Chicago and beyond. When public transportation
    provides reliable, affordable, and accessible service, the
    benefits go beyond economic development and opportunity. We can
    achieve cleaner environments, better family health outcomes,
    and safer communities.
        This is why I am proud to have secured $8 million in
    Federal funds from the Department of Transportation's Rail
    Crossing Elimination Program to support the separation of train
    traffic from pedestrians and cars in the Franklin Park
    community in my district, a project that will improve the
    safety and mobility for local residents in my district.
        When we invest in public transportation, Chairman, we have
    the opportunity to strengthen green, resilient infrastructure
    and expand choice and equity in transportation systems. And
    yet, despite concrete evidence of the benefits of our
    investment in communities, the list of critical infrastructure
    projects in Illinois that require our support remains pretty
    extensive.
        We have over 1 million lead water service lines that must
    be replaced to protect the health of Illinois communities;
    400,000 of those are in the city of Chicago alone. Nine percent
    of our bridges, located mainly in rural communities, are in
    dire need of repairs. And my district is desperately in need of
    additional funding to address rail and road security concerns
    to protect our families and our infrastructure.
        Our investments in transportation and infrastructure yield
    manifold benefits. We know this. They provide essential,
    foundational stability that enables our neighbors across the
    Nation to fully engage in the life of their communities. They
    fortify our structural and economic resilience in changing and
    often volatile times. They safeguard our health and well-being
    and prevent disasters and catastrophes that claim precious
    lives. And they also support workforce development across our
    districts.
        That is why today I am just so concerned about the state of
    our infrastructure in our country, particularly in light of
    some of the recent ongoing actions to attack infrastructure
    projects and abandon our most vulnerable communities.
        Tax breaks for billionaires, billions spent on
    criminalizing immigrants, and millions spent on ad campaigns
    that televise agendas instead of investments is not what we
    need. Reckless and irresponsible cuts to transportation and
    infrastructure aren't saving American people money in the long
    run, they are actually taking away from opportunity to be more
    accessible, to make us safer, and to lower cost of living.
        Again, Chairman, infrastructure shapes our lived
    experiences positively and negatively. It shapes the
    possibilities for our families. It shapes economic access. We
    have the responsibility to ensure working people have what they
    need to thrive. And so I urge that we reject the idea that
    transportation and infrastructure programs and investments
    should be subject to partisan games or political retribution.
    Instead, I think we have an opportunity to do the bipartisan
    work to embrace the benefit of community investments that
    protect the possibilities available to districts like mine, our
    districts around the country.
        With that, Chairman, I thank you for your time, and I yield
    back.
        [Mrs. Ramirez's prepared statement follows:]

       Prepared Statement of Hon. Delia C. Ramirez, a Representative in
                      Congress From the State of Illinois
        Thank you, Chair Graves and Ranking Member Larsen, for convening
    today's Member Hearing Day.
        For those of you who don't know me, I'm the daughter of hardworking
    Guatemalan immigrants, Maria Elvira and Luis Ramirez, who sacrificed
    everything to give me a chance at a life they never had.
        I grew up in the Humboldt Park community of Chicago, where I
    witnessed the struggles of my community, especially among Latino and
    Black residents, to secure stable housing, access reliable
    transportation, engage essential services, and raise a family with
    rising costs of living.
        It was in my community that I first understood the power of
    infrastructure to shape our lived experiences, positively and
    negatively.
        You see, I know that investing in our infrastructure is an
    investment in:
          the safety and well-being of our communities,
          the economic development of our region,
          and thriving futures for our families.

        To give you a positive example:
        We know just how essential public transportation is in our
    districts. In IL-03, public transit connects residents to high-quality
    jobs, public amenities, and local businesses, from DuPage County to
    downtown Chicago and beyond. When public transportation provides
    reliable, affordable, and accessible service, the benefits go beyond
    economic development and opportunity. We can achieve cleaner
    environments, better family health outcomes, and safer communities.
        This is why I am proud to have secured $8 million in federal funds
    from the Department of Transportation's Rail Crossing Elimination
    program to support the separation of train traffic from pedestrians and
    cars in the Franklin Park community in my district--a project that will
    improve safety and mobility for local residents in my district.
        When we invest in public transportation, we have the opportunity to
    strengthen green, resilient infrastructure and expand choice and equity
    in our transportation systems.
        And yet, despite concrete evidence of the benefits of investment in
    our communities, the list of critical infrastructure projects in
    Illinois that require our support remains extensive. We have over 1
    million lead water service lines that must be replaced to protect the
    health of Illinois communities--400,000 in the City of Chicago alone.
    Nine percent of our bridges, located mainly in rural communities, are
    in dire need of repairs. And my district is desperately in need of
    additional funding to address rail and road security concerns to
    protect our families, our environment, and our infrastructure.
        Our investments in transportation and infrastructure yield manifold
    benefits:
          They provide essential, foundational stability that
    enables our neighbors across the nation to fully engage in the life of
    their communities.
          They fortify our structural and economic resilience in
    changing and often volatile times.
          They safeguard our health and wellbeing and prevent
    disasters and catastrophes that claim precious lives.
          And they support workforce development across our
    districts.

        That is why I am deeply concerned about the state of infrastructure
    in our country, particularly in light of the recent, ongoing actions of
    the Trump Administration to attack infrastructure projects and abandon
    our most vulnerable communities.
        Tax breaks for billionaires, billions spent on criminalizing
    immigrants, and millions spent on ad campaigns to televise their
    authoritarian agenda are not the investments we need.
        Reckless and irresponsible cuts to transportation and
    infrastructure aren't saving the American people money in the long run,
    aren't making opportunity more accessible, aren't making us safer, and
    aren't lowering our cost of living.
        Again, infrastructure shapes our lived experiences, positively and
    negatively. It shapes the possibilities for our families. It shapes
    economic access. We have the responsibility to ensure working people
    have everything they need to thrive. And so I urge you to reject the
    idea that transportation and infrastructure programs and investments
    should be subject to partisan games, political retribution, or bigoted
    fearmongering.
        Instead, let's embrace the universal benefit of community
    investment and protect the possibilities available to communities and
    districts like mine.
        Thank you, and I yield back.

        Mr. Graves. Representative Kiggans.

      TESTIMONY OF HON. JENNIFER A. KIGGANS, A REPRESENTATIVE IN
               CONGRESS FROM THE COMMONWEALTH OF VIRGINIA

        Mrs. Kiggans of Virginia. Mr. Chair, Ranking Member, and
    members of the committee, thank you for holding this Members
    Day and for the opportunity to raise issues that are inherently
    local to my district and Virginia's Second Congressional
    District down in Hampton Roads, but also national in
    consequence. The work of this committee directly affects
    whether communities can build housing, modernize
    infrastructure, move people safely, and support our national
    defense. I want to highlight several examples from Virginia's
    Second Congressional District that show why Federal policy
    decisions made here matter across the country.
        First I want to address the role of the United States Army
    Corps of Engineers and the continued regulatory uncertainty
    surrounding ``waters of the United States,'' or WOTUS. In my
    district, housing development and critical infrastructure
    projects were significantly delayed under the prior WOTUS rule.
    Although the Supreme Court's decision in the Sackett v. EPA
    case was intended to restore clarity and limit Federal
    jurisdiction, that clarity did not trickle down to the folks on
    the ground.
        Instead, landowners, local governments, and developers in
    my district and across the country experienced continued
    uncertainty, overly broad assertions of Federal authority,
    inconsistent application, and insufficient guidance from
    Federal agencies. The result has been delayed housing, stalled
    infrastructure projects, and increased costs in a region
    already facing housing affordability challenges and workforce
    shortages.
        Permitting requires predictability. When communities cannot
    determine whether a project will trigger Federal jurisdiction,
    projects stall, costs rise, and communities suffer. That is not
    environmental stewardship, it is regulatory paralysis. And this
    challenge is not unique to Virginia. States and localities
    across the country are dealing with the same uncertainty. I
    appreciate that the current administration has been laying the
    groundwork for new rulemaking to update and replace the prior
    WOTUS framework. A rule that faithfully reflects Sackett,
    respects statutory limits, and restores a clear partnership
    with States is essential.
        But Congress' role does not end when a new rule is issued.
    We must ensure that the revised WOTUS rule is implemented
    properly, consistently, and in good faith by the Corps and the
    EPA so that communities can finally receive the certainty they
    have been promised.
        Second, I want to address aviation safety and the air
    traffic control workforce. Virginia's Second Congressional
    District is home to Naval Air Station Oceana, the east coast
    master jet base. As a former naval aviator, I understand
    firsthand how critical safe, reliable airspace operations are,
    not only for commercial aviation, but for military readiness
    and training. Over the course of this Congress, I worked
    alongside my colleagues on the House Armed Services Committee
    to advance legislative efforts focusing on improving airspace
    safety, strengthening coordination between military and
    civilian aviation, and ensuring our aviation infrastructure can
    safely support both readiness and commercial operations.
        I appreciate the committee's work, along with the
    President's call to action to advance a $12.5 billion
    investment through the Working Families Tax Cut to begin
    modernizing aging air traffic control systems and support
    controller staffing and training. However, I was disappointed
    to see that funding specifically dedicated to air traffic
    control tower replacement and improvements was removed prior to
    final passage.
        This past year, I had the privilege to meet with and visit
    the local FAA Norfolk air traffic control tower. I was
    astonished to see the poor conditions of an aging tower that
    our controller workforce currently performed their duties on a
    daily basis, and I respectfully urge the committee to continue
    examining this issue as we move forward, because modernizing
    our air traffic control system, including our towers, and
    supporting the controller workforce is essential to aviation
    safety, economic activity, and national defense.
        Finally, I want to highlight the Coast Guard Parity Act. As
    a Navy veteran, I deeply understand the value and sacrifice of
    military service. Yet today, the Coast Guard remains the only
    branch of our Armed Forces without full parity in separation
    policies. This legislation would ensure that enlisted Coast
    Guard members with 18 or more years of service are not
    involuntarily separated before qualifying for retirement,
    aligning Coast Guard standards with those of every other
    service branch. This strengthens morale, improves readiness and
    retention, and honors long-serving coastguardsmen who perform
    critical missions in maritime safety, border security, and
    disaster response. For coastal districts like mine, this is a
    local issue, but it is also a national issue of fairness and
    readiness.
        Across all these issues--permitting certainty, aviation
    safety, and military parity--the common theme is the importance
    of ensuring that Federal policies work effectively for the
    communities they are intended to serve. I appreciate the
    committee's leadership in these areas, and I look forward to
    continuing to work together to promote certainty, safety, and
    fairness for communities in Virginia and across the Nation.
        Thank you, and I yield back.
        [Mrs. Kiggans of Virginia's prepared statement follows:]

      Prepared Statement of Hon. Jennifer A. Kiggans, a Representative in
                   Congress From the Commonwealth of Virginia
        Chairman, Ranking Member, and Members of the Committee, thank you
    for holding this Member Day and for the opportunity to raise issues
    that are deeply local to my district, but national in consequence.
        The work of the Transportation and Infrastructure Committee
    directly affects whether communities can build housing, modernize
    infrastructure, move people safely, and support our national defense. I
    want to highlight several examples from Virginia's Second Congressional
    District that show why federal policy decisions made here matter across
    the country.
        First, I want to address the role of the United States Army Corps
    of Engineers and the continued regulatory uncertainty surrounding
    Waters of the United States, or WOTUS.
        In my district, housing development and critical infrastructure
    projects were significantly delayed under the prior WOTUS rule.
    Although the Supreme Court's decision in Sackett v. EPA was intended to
    restore clarity and limit federal jurisdiction under the Clean Water
    Act, that clarity did not reach the ground.
        Instead, landowners, local governments, and developers experienced
    continued uncertainty, overly broad assertions of federal authority,
    inconsistent application, and insufficient guidance from federal
    agencies. The result was delayed housing, stalled infrastructure
    projects, and increased costs in a region already facing housing
    affordability challenges and workforce shortages.
        Clean Water Act permitting requires predictability. When regulated
    communities cannot determine whether a project will trigger federal
    jurisdiction, projects stall, costs rise, and communities suffer. That
    is not environmental stewardship, it is regulatory paralysis. And this
    challenge is not unique to Virginia. States and localities across the
    country are dealing with the same uncertainty.
        I appreciate that the current Administration has begun laying the
    groundwork for new rulemaking to update and replace the prior WOTUS
    framework. A rule that faithfully reflects Sackett, respects statutory
    limits, and restores a clear partnership with states is essential.
        But Congress' role does not end when a new rule is issued. We must
    ensure that any revised WOTUS rule is implemented promptly,
    consistently, and in good faith by the Corps and EPA, so that
    communities finally receive the certainty they have been promised.
        Second, I want to address aviation safety and the air traffic
    control workforce.
        Virginia's Second Congressional District is home to Naval Air
    Station Oceana, the Navy's East Coast Master Jet Base. As a former
    naval aviator, I understand firsthand how critical safe, reliable
    airspace operations are, not only for commercial aviation, but for
    military readiness and training.
        Over the course of this Congress, I have worked alongside my
    colleagues on the House Armed Services Committee to advance legislative
    efforts focused on improving airspace safety, strengthening
    coordination between military and civilian aviation, and ensuring our
    aviation infrastructure can safely support both readiness and
    commercial operations.
        I appreciate the Committee's work, along with the President's call
    to action, to advance a $12.5 billion investment through the Working
    Families Tax Cut to begin modernizing aging air traffic control systems
    and support controller staffing and training.
        However, I was disappointed to see that funding specifically
    dedicated to air traffic control tower replacement and improvements was
    removed prior to final passage. This past year I had the privilege to
    meet with and visit the local FAA Norfolk Air Traffic Control Tower. I
    was astonished to see the poor conditions of an aging tower that our
    controller workforce currently perform their duties on a daily basis
    in. I respectfully urge the Committee to continue examining this issue
    as we move forward, because modernizing our air traffic system,
    including our towers, and supporting the controller workforce is
    essential to aviation safety, economic activity, and national defense.
        Finally, I want to highlight the Coast Guard Parity Act.
        As a Navy veteran, I deeply understand the value and sacrifice of
    military service. Yet today, the Coast Guard remains the only branch of
    our Armed Forces without full parity in separation policies.
        This legislation would ensure that enlisted Coast Guard members
    with 18 or more years of service are not involuntarily separated before
    qualifying for retirement, aligning Coast Guard standards with those of
    every other service branch.
        This strengthens morale, improves retention, and honors long-
    serving Coast Guardsmen who perform critical missions in maritime
    safety, border security, and disaster response. For coastal districts
    like mine, this is a local issue, but it is also a national issue of
    fairness and readiness.
        Across all of these issues, permitting certainty, aviation safety,
    and military parity, the common theme is the importance of ensuring
    that federal policies work effectively for the communities they are
    intended to serve.
        I appreciate the Committee's leadership in these areas and look
    forward to continuing to work together to promote certainty, safety,
    and fairness for communities in Virginia and across the nation.

        Mr. Graves. Thank you.
        Representative Costa.

    TESTIMONY OF HON. JIM COSTA, A REPRESENTATIVE IN CONGRESS FROM
                        THE STATE OF CALIFORNIA

        Mr. Costa. Thank you very much, Mr. Chairman and Ranking
    Member, for holding this Members Day meeting. I think it is
    important. Members truly, I think, have a better idea about
    best investments for infrastructure in their district.
        I would like unanimous consent to submit a memo that I
    addressed to the committee reflecting the priorities for my
    congressional district in the San Joaquin Valley, as well as a
    separate letter that I sent to the chair and the ranking member
    involving air traffic control towers.
        Mr. Graves. Without objection.
        [Mr. Costa's memo (prepared statement) and air traffic
    control tower letter follow this oral testimony.]
        Mr. Costa. All right. Thank you very much, Mr. Chairman. I
    want to confine my comments to a couple of areas in
    infrastructure, water, and transportation. And under the
    jurisdiction of this committee, obviously, there are important
    opportunities to, in fact, improve the qualities from a grade C
    to hopefully someday a B and an A, as the ranking member
    alluded to, in terms of the fact that we all believe that
    investments in America's infrastructure are the best
    investments that we can possibly make for long-term economic
    benefits.
        On the transportation area, I would like to focus on State
    Route 152 as a component project, not only for transportation,
    but also for water. Funding the improvement of the 152 will
    allow us to increase the reservoir, San Luis Reservoir, B.F.
    Sisk, to an additional 130,000 acre-feet. That would be
    important in terms of water supply for the people of California
    and the people of the valley.
        In addition to that, I support additional efforts to ensure
    that we reauthorize the RIDE FAST Act, which reauthorizes the
    Intercity Passenger Rail Grant Program to fund construction for
    ready projects that involve intercity rail service around the
    country, whether it is on the east coast, the west coast, or
    somewhere in between.
        Let me also then focus on the WRDA funding, with one
    exception here.
        Let me walk back here to the air traffic control tower. As
    this committee knows, there are two kinds of control towers in
    this country: those owned by the FAA and those owned by usually
    municipalities or airport districts. I have a air control tower
    in our district that not only supports commercial aviation, but
    the Air National Guard unit of the 144th. The air traffic
    controllers tell me that we should donate this to the
    Smithsonian Museum, because it is a part of air transportation
    of the 1950s. But the fact is, we need to make the improvements
    for the TRACON system and air traffic control that are over 50
    years old. So I would like to have the committee focus on the
    prioritization for non-FAA-owned air traffic control towers so
    that we can move those along. And I am not the only one in this
    category.
        Let me now move over to WRDA projects. We talked about
    increasing storage for water systems in California. Pine Flat
    Dam spillway, if we are able to raise that by 12 feet, would
    increase 120,000 acre-feet of storage capacity. The approval of
    this WRDA project on the list, I think, has a great deal of
    merit. The Redbank and Fancher Creek projects would advance
    managed aquifer recharge. This not only reduces flood risks for
    downstream communities, but also provides us to recharge our
    underground aquifer.
        Similar, with a project on raising Buchanan Dam, that will
    also provide up to 50,000 acre-feet of recharge for an area
    that we need to focus on.
        And in addition to that, we have an updated water control
    manual for Terminus Dam, which was last updated in 2005. When
    we update these manuals, we increase the ability to manage
    flood control risk, as well as actually water supply, all
    important goals as we look at the water needs of the people of
    the San Joaquin Valley. As we say, where water flows, food
    grows, and this is a part of an effort to increase our water
    supply and our flexibility with a lot of other challenges that
    we face there.
        So the important effort in terms of investing in our
    infrastructure and water for the long-term needs, as well as
    our transportation needs, whether they be air, rail, or simply
    providing more money to increase the efficiency and the
    effectiveness of moving goods and services throughout our
    congressional districts, I think, are what we are all here
    about, and I think there is strong bipartisan support for.
        I yield back the balance of my time, and I thank the
    committee, and will continue to work with both staffs, minority
    and majority staff, to hopefully be successful. Thank you.
        [Mr. Costa's prepared statement follows:]

    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 for 2026 and for the Water Resources
    Development Act (WRDA) of 2026. It is critical we continue to work in a
    bipartisan fashion to address our nation's infrastructure needs.
                                    Aviation
        As the Committee considers aviation priorities this year, I urge
    consideration of 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, in addition to serving as the base for the 144th
    Fighter Wing of the California Air National Guard. FAT's TRACON system
    and air traffic control tower are over 30 years old--beyond their
    useful life--and is in desperate need of improvements to ensure safe
    and efficient operation of the airspace. As the committee considers
    aviation priorities, I urge prioritization of policy changes that
    enable airports like FAT to access federal resources for air traffic
    control tower modernization and replacement.
                            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 increase produce rail and transit service. My bill, the RIDE
    FAST Act, would reauthorize this critical program to ensure investments
    in passenger rail are made. It is imperative our passenger AND freight
    rail systems are both addressed. Our nation must have both a safe and
    reliable rail system for the movement of goods and people.
                                 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 is a national security issue, 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, such as the SHIP IT Act, that enhances supply chain
    efficiencies. This bill would help improve our trucking system by
    enhancing the recruitment and retention of our trucking workforce,
    streamlining the Commercial Driver's License process, incentivizing new
    truck drivers to enter the workforce through targeted and temporary tax
    credits, and allowing a modest increase in the Gross Vehicle Weight
    limit. These provisions would ensure the supply chain is able to
    withstand disruptions and improve the flow of goods across the United
    States.
                       State Route 152 and B.F. Sisk Dam
        As the Committee considers the Surface Transportation
    Reauthorization, I urge support for language that prioritizes multi-use
    federal infrastructure that benefits both increasing water resources
    and the reduction of transportation bottlenecks. This language would
    help expedite California's State Route 152 improvements--a component of
    the project to expand B.F. Sisk Reservoir. I, along with several
    bipartisan members of the California Delegation, recently submitted
    language to direct the Department of Transportation to partner and
    coordinate with other federal agencies to cover the transportation
    aspects of federally supported projects with transportation formula
    funds. This language would clarify that California State agencies can
    and should provide funds to raise SR-152 to accommodate the raised
    water level in B.F. Sisk Dam. I urge the Committee to support such
    language to enhance transportation and water resources in the San
    Joaquin Valley.
                 Water Resources Development Act (WRDA) of 2026
        As the Committee works through the development of WRDA 2026, I urge
    collaboration with the Army Corps of Engineers to formulate requests
    that help to expedite and implement existing projects in a timely
    manner.
        Pine Flat Dam has been operating since 1954 with a capacity of 1
    million acre-feet of water. While the dam was originally created with
    flood control as its main objective, the boom-and-bust cycle of rain
    and snowfall in California has necessitated increasing the tools in our
    water toolbox and thus has led to the current proposal to raise Pine
    Flat Dam. Since its authorization in WRDA 2022, incremental progress
    has been made on the proposal to raise the dam's spillway by 12 feet,
    creating an additional 120,000 acre-feet of storage. I urge the
    Committee and the Corps to work in tandem to implement Sec. 1203(a)(10)
    of WRDA 2024, as well as explore additional options to continue to
    expedite the feasibility study associated with the raise. This critical
    project will help to reduce flooding risks, as well as fortify a
    reliable water supply for local communities.
        Historic drought throughout California has led to the over-drafting
    of critical aquifers, causing subsidence which in turn reduces the
    water table and negatively impacts the reliability of water deliveries.
    Prolonged drought, which has often been followed by excessive
    precipitation, has demonstrated the need to not only reduce the risk of
    flooding, but to conserve water for future use. The Redbank and Fancher
    Creek Project have been engaging with the Corps to advance Managed
    Aquifer Recharge following the passage of Sec. 8108(b) in WRDA 2022 to
    advance a reliable water supply, while also reducing flooding risks for
    downstream communities, in addition to farmers, ranchers, and dairymen
    and women. I urge the Committee to support efforts to expediate the
    feasibility study associated with this project.
        In Sec. 1203 of WRDA 2024, the Committee added multiple projects,
    including the Pine Flat Dam Raise, to its list of projects that, if
    justified, should be slated for ``Expedited Completion''. I urge the
    Committee to do the same for the Chowchilla Community Water Resiliency
    Project, which consists of the raise, increase, and reoperation of the
    Buchanan Dam. Raising Buchanan Dam will create up to 50,000 acre-feet
    of additional storage, and will be used for beneficial downstream uses,
    including direct and indirect groundwater recharge.
        Finally, I urge the committee to support efforts by the Kaweah
    Delta Water Conservation District to initiate an update of the water
    control manual for Terminus Dam. The current manual does not reflect
    today's weather patterns, local water needs, or the operational
    capacity. The most recent update occurred in 2005, and continuing to
    operate under an outdated manual limits the ability to manage both
    flood risk and water supply effectively. Thus, I urge the Committee to
    include language that expedites the studies associated with the update
    to the Terminus Dam water control manual.
        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. Thank you, again, for the
    opportunity to share these priorities on behalf of California's 21st
    District.

    Letter of December 1, 2025, to Hon. Sam Graves, Chairman, and Hon. Rick
    Larsen, Ranking Member, Committee on Transportation and Infrastructure,
        from Hon. Jim Costa and Hon. Pete Stauber, Members of Congress,
                   Submitted for the Record by Hon. Jim Costa
                                                      December 1, 2025.
    The Honorable Sam Graves,
    Chair,
    Committee on Transportation and Infrastructure, U.S. House of
            Representatives, Washington, DC 20515.
    The Honorable Rick Larsen,
    Ranking Member,
    Committee on Transportation and Infrastructure, U.S. House of
            Representatives, Washington, DC 20515.
        Dear Chairman Graves and Ranking Member Larsen:
        As the committee works diligently to craft a surface transportation
    reauthorization bill this year, we urge you to consider moving an
    additional package to modernize air traffic control towers across our
    nation. For far too long, air traffic control towers have been
    overlooked and are in desperate need of repair, and even total
    reconstruction. Air traffic control towers are key to our national
    security, and major airports in our districts serve as a hubs for
    civilian, national guard, and military travel. The committee has a
    unique opportunity to make a once-in-a-lifetime investment and
    guarantee the safety of our skies for future generations.
        The Government Accountability Office in September 2024 put forth a
    report titled ``Air Traffic Control: FAA Actions Are Urgently Needed to
    Modernize Aging Systems,'' and the second sentence stated: ``Last year,
    FAA determined that 51 of its 138 systems are unsustainable, citing
    outdated functionality, a lack of spare parts, and more.'' Further, the
    report states, ``Over half of these unsustainable systems are
    especially concerning, but FAA has been slow to modernize.'' \1\ It is
    critical to ensure the most at-risk systems are being prioritized to
    ensure the safety of the National Airspace System, including locally
    owned, FAA-operated towers.
    ---------------------------------------------------------------------------
        \1\ Government Accountability Office, Air Traffic Control: FAA
    Actions Are Urgently Needed to Modernize Aging Systems, (Washington DC:
    GAO, 2024). https://www.gao.gov/products/gao-24-107001
    ---------------------------------------------------------------------------
        The confusion over funding mechanisms for federal, contract, and
    locally owned towers remains a barrier to local communities ensuring
    the safety of their air traffic. Locally owned towers have not
    previously qualified for federal funding until the Infrastructure
    Investment and Jobs Act's (IIJA) Airport Terminal Program. This program
    presented a unique five-year opportunity for locally owned towers to
    compete for funding. The demand for this program has far exceeded its
    capacity.
        As you continue to negotiate bipartisan legislative packages to
    address the nation's infrastructure needs, we respectfully request your
    full consideration of an air traffic control modernization package. We
    also request a comprehensive review of the IIJA's Airport Terminal
    Program and the inclusion of a similar program or funding mechanism for
    locally owned towers in this package. We look forward to continuing to
    work with you in a bipartisan fashion on this matter.
                Sincerely,
    Jim Costa,
      Member of Congress.
    Pete Stauber,
      Member of Congress.

        Mr. Taylor [presiding]. We will now hear from
    Representative Moore.

    TESTIMONY OF HON. TIM MOORE, A REPRESENTATIVE IN CONGRESS FROM
                      THE STATE OF NORTH CAROLINA

        Mr. Moore of North Carolina. Thank you, Mr. Chairman,
    Ranking Member. Good to see you all this morning. And I want to
    echo the comments made by my colleagues, really. Thank you all
    for taking time to hear from nonmembers of the committee about
    these needs that we have around the country.
        I represent the 14th District in western North Carolina.
    Our region was one of the areas that was significantly impacted
    by Hurricane Helene back in 2024. A little bit of good news we
    just got out of the White House just a little bit ago is that
    today, $34.7 million has been released to deal with the DOT for
    bridge repair, fixing a lot of that that was destroyed. So that
    is some really great news that we are celebrating today to help
    us recover in that.
        My district, like so much of the United States, is a fast-
    growing area, which is indeed a blessing. But also with that
    come challenges, and transportation and infrastructure are one
    of those key things. You have to have water, sewer, roads. I
    can tell you that our State has invested billions and billions
    of dollars to make sure that we are doing all that we can as a
    State to keep up with this growth, to expand it, and I
    appreciate this administration, I appreciate this Congress, Mr.
    Chairman, for continuing those efforts to make sure that
    Federal funds are coming to North Carolina and the other 49
    States to ensure that we continue to have a growing, strong
    economy, and we have the infrastructure to support it.
        One of the first things that I did when I came into office
    this last year was to file a bill to designate this stretch of
    U.S. 74 as a future interstate. Now, there are a lot of things
    that come before this committee that cost money. This one
    doesn't cost much. This is basically a designation of some road
    signs. Chairman Taylor, you and I could probably go out there
    one weekend, rent some equipment, and put these signs up if we
    need to. I mean, it is that cheap. We probably couldn't do it
    as well as the other guys, but that is what we are talking
    about.
        [Chart.]
        Mr. Moore of North Carolina. So I have a map right here,
    because I am not going to assume that everybody here knows
    where Kings Mountain, North Carolina, is. That's my hometown.
    But we are talking about a stretch off of Interstate 85 as it
    crosses into South Carolina of U.S. Highway 74 that goes all
    the way around the city of Kings Mountain. It goes all the way
    over to a town called Columbus in Polk County. And so this is
    up in the mountains of North Carolina as you get here, and it
    ties back into Interstate 26.
        Right now, this road is not designated as an interstate,
    even though most of it is built to interstate standards. There
    are a few portions that need to be finished. There is about a
    4-mile stretch right here that you can see in Cleveland County
    known as the Shelby Bypass that is presently under
    construction. And then there is a stretch right here around the
    town of Lattimore, which is about probably 3 or 4 miles, as
    well, that has to be finished up, it just has to have
    controlled access. It is already four lanes.
        But the reason this needs to be designated as an interstate
    is principally for economic development purposes and, really,
    to give better information to the motoring public, because this
    is, by all accounts, there and there, interstate quality. Why
    this is important? We have one county right here, Rutherford
    County. When they have site selection or other companies that
    are looking to locate there, they want to know how close are
    you to an interstate. Well, there is not a single interstate
    that shows up through that county. But as you can see, there is
    an interstate-quality road. Same as you get over into Polk
    County.
        So for little to no funds, this Congress can designate this
    as a future interstate, which would allow it to show up on your
    map functions and all that as essentially an interstate. It
    helps these rural communities, which are always trying to
    recruit more and more industry, and to have that advantage
    where the folks realize when they locate a business that there
    is actually access to an interstate road.
        And so we don't care what number you put on it. We don't
    care what it is called. But we have asked that Congress change
    the law to designate this as a future interstate. And then, of
    course, once this little piece there and this little piece
    there are finished, which should be in the next couple of
    years, fully as an interstate at that point, as a spur or
    however they are designated. It may seem like a trivial matter
    in the big scheme of things, of the things that we in Congress
    deal with, but I promise you in our region of the State, this
    is a big deal because it will open this area up to a tremendous
    amount of additional economic development. My understanding is
    that is going to be included in a provision that is going
    through, and I wanted you to see exactly what I was talking
    about. And I thank you in advance, this committee's work on
    that.
        And I will just say, moving forward, western North Carolina
    does continue to recover from Hurricane Helene. This was an
    absolutely just generational disaster that I hope we never see
    repeated. But our communities are resilient, our folks are
    working hard, and I appreciate the efforts of this
    administration and this Congress to help western North Carolina
    as we rebuild, and I appreciate the great work of this
    committee to help further that as well.
        And 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
        Mr. Chairman, I'm here today because my constituents are facing
    daily infrastructure challenges that can be remedied by this committee.
    From overdue highway upgrades to further Helene Recovery efforts,
    Western North Carolina needs more investment and federal support to
    keep our communities connected.
        That's why the very first bill I introduced when I came to Congress
    last year would designate U.S. Route 74 from in Columbus, North
    Carolina, to Kings Mountain, as a future interstate.
        Kings Mountain is my hometown--I've traveled U.S. 74 more times
    than I could even begin to count, and I know my constituents in
    Cleveland and Rutherford Counties could say the same. People use it to
    get to work and to school, it's essential for commerce, emergency
    services, and daily life.
        Despite how important this road is, it's been overlooked for far
    too long. Traffic and safety concerns keep growing, but the investment
    and modernization just haven't followed.
        That's the problem we ran into in Shelby years ago--the old route
    sent heavy traffic straight through town, slowing everything down and
    creating real safety issues for drivers and pedestrians.
        When I was Speaker of the North Carolina House, we got to work on
    the Shelby Bypass to fix that. So now, we've got a safer, faster route
    that's already making a real difference for folks in Cleveland County.
    Traffic flows better, and it's helped take pressure off downtown
    Shelby.
        But that's just one stretch. Designating U.S. 74 as a future
    interstate allows us to keep building on that progress and bring this
    entire corridor up to the standard that my constituents deserve.
        We need to take this next step unlock those new economic
    opportunities across Polk, Rutherford, Cleveland, and Gaston counties.
        Right now, Rutherford County does not have an interstate within its
    county lines, which has limited its ability to attract manufacturing
    and commercial investment.
        My bill would help change that and provide an essential east-west
    connection linking Asheville to Charlotte.
        The bill is fully supported by the North Carolina Department of
    Transportation, and the future interstate designation will allow NC DOT
    to place signs along the corridor and ensure the road meets interstate
    standards.
        This is a long-needed designation for Western North Carolina that I
    hope the Committee can include in the Surface Transportation
    Reauthorization package.
        Mr. Chairman, while improving U.S. 74 will help us build for the
    future, we can't ignore what folks in Western North Carolina are still
    dealing with in the aftermath of Hurricane Helene.
        I've visited our communities in Lake Lure and Chimney Rock--these
    families and business owners are still picking up the pieces. They've
    come a long way, but roads and bridges are still gone. There's still
    critical infrastructure to be rebuilt.
        In the immediate aftermath of this tragedy, the Biden
    administration's FEMA failed Western North Carolinians. I'll never
    forget a phone call I received during my very first week in office. A
    young mother with four children told my staff her FEMA hotel voucher
    had expired, and she didn't know if her family would have a place to
    sleep that night in freezing temperatures.
        She had done everything right. She called FEMA asking for an
    extension, but was told they couldn't make a decision because they
    didn't have the staff to conduct a home inspection to confirm her house
    was still uninhabitable. My team stepped in and made the calls
    necessary to make sure her family wasn't put out in the cold.
        But the truth is, that story wasn't unique. Under the Biden
    administration, too many North Carolinians who lost everything fell
    through the cracks, while at the same time, they were funneling over a
    billion dollars into housing and transportation for illegal migrants.
        That's a complete betrayal of Western North Carolina and FEMA's
    core mission.
        Since coming to Congress, I've made it a priority to change that.
    I'm proud to work with this administration to not only get Hurricane
    Helene victims the support they deserve but ensure this never happens
    again.
        I look forward to working with this committee--Republicans and
    Democrats--to get recovery efforts that still need attention back on
    track, and reform how FEMA responds in the immediate aftermath of a
    disaster.
        Our federal government can and must do better, and I'm ready to
    work with you to make sure it does.
        Thank you, Mr. Chairman, and I yield back.

        Mr. Taylor. Thank you, Representative Moore. Next we will
    hear from Representative Tlaib.

     TESTIMONY OF HON. RASHIDA TLAIB, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF MICHIGAN

        Ms. Tlaib. Yes, thank you so much, Chairman Taylor and
    Ranking Member Larsen, for this opportunity. It is so
    incredibly important to always bring our districts into this
    work, and so I appreciate again your ability to accept this
    testimony and request for help.
        We all know there is no safe level of lead exposure.
    Millions of Americans across our Nation are still drinking
    water with significant lead levels, and our children are
    particularly vulnerable. Our State and local governments do not
    have the resources and capacity to address this lead crisis
    without significant Federal support.
        Our work to rapidly replace every lead service line in
    America is reaching a critical moment. Updated estimates put
    the total cost of full lead service line replacement at nearly
    $75 billion. And while we have some progress, at least $60
    billion more is urgently needed to finish the job. But instead
    of surging funds, congressional appropriations actually just
    cut $125 million in lead service line replacement funding in
    the interior appropriations package recently. This, of course,
    is an insult to so many of us that have been, again, trying to
    sound the alarms about the access to clean water and the
    importance of it.
        Of course, you all know I founded the Get the Lead Out
    Caucus, where I had 65 Members in 2025 that all supported,
    again, not only lead service line removal, but doubling the
    previous year's support. So I am asking again for us to really,
    truly move in bipartisan support. Everyone deserves access to
    clean water.
        Next, Mr. Chair and Ranking Member, we all know the Low-
    Income Household Water Assistance Program, LIHWAP, created in
    2021, was a lifeline for many of our families that kept water
    flowing during the worst of the pandemic. But its funding has
    run out, and families face increasingly unaffordable water
    bills and have few places to turn for help. The cost of water,
    we know, has continued to increase.
        We have Federal assistance, as you both know, for gas and
    electricity, but no permanent program for water. Our families
    can't live without access to water. I still remember a couple
    in their seventies using a recycled white bucket, putting snow
    in it to melt so they can use it to flush their toilet. We know
    millions of neighbors across our Nation, again, who are facing
    water shutoffs simply because they just cannot afford their
    rising bills. Safe, accessible, and affordable drinking water
    is essential to our public health, and many water utilities
    cannot afford to maintain this infrastructure without the
    Federal assistance.
        Next, Mr. Chair and Ranking Member, in 2024, after years of
    lobbying, including ghostwritten letters of support from
    lawmakers accepting campaign donations, the State of Michigan,
    unfortunately, with the Ambassador Bridge in Detroit--I don't
    know if all of you know, it is privately owned, it is one of
    the most critical trade corridors in the Nation. But what folks
    don't realize is the State of Michigan regrettably made a
    decision to loosen restrictions on hazmat transportation across
    the bridge over community objections in both Detroit and
    Windsor, Ontario. In the aftermath of the East Palestine, Ohio,
    rail disaster, there is rightfully a lot of community concern
    about loosening those restrictions.
        What I am asking the committee is to please look at Federal
    agencies in charge of enforcing hazardous materials regulation,
    which include Customs and Border Patrol and PHMSA. Lack of
    resources of aggressive enforcement that safeguards our public
    health, again, I think, is a disregard to the community's
    concern. So 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 Ambassador Bridge and others like it. Please
    know that one of my residents said there is always enforcement
    for people, but not companies, so let's try to change that.
        Next, Mr. Chair, I would like to talk about the fact that
    Detroit Metro Airport desperately needs us to support the
    highest level of funding for Federal Aviation Administration's
    Airport Noise Compatibility Planning, referred to as part 150.
    I know you have heard it. You have heard it from your residents
    if you have an airport. So I know that there are Republicans
    and Democrats and Independents and others who have heard. So
    why not come together and do a robust funding for part 150 to
    allow not only Detroit Metro and airports like it across the
    country to really update their noise mitigation plans more
    frequently to adjust to changing weather patterns, as we know,
    airline trends, and in Detroit Metro's case, the Cleveland/
    Detroit Metroplex project. We need again an updated noise
    mitigation plan, and we need some support for that. Again, we
    know this will in turn protect our residents from pollution and
    any disruptions to everyday lives, and again, also help local
    governments respond to the residents' concerns.
        With that, Mr. Chair, Ranking Member, thank you so much for
    listening to the concerns of my constituents.
        [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.
       Lead Service Line Replacement and Support for Water Infrastructure
        There is no safe level of lead exposure. Millions of Americans are
    still drinking water with significant lead levels, and our children are
    particularly vulnerable. Our state and local governments do not have
    the resources and capacity to address this lead crisis without
    significant federal support.
        Our work to rapidly replace every lead service line in America is
    reaching a critical moment. Updated estimates put the total cost of
    full lead service line replacement near $75 billion, and while we have
    made some progress, at least $60 billion more is urgently needed to
    finish the job. But instead of surging funding, Congressional
    appropriators actually just cut $125 million in lead service line
    replacement funding in the Interior appropriations package. This is an
    insult to every one of our communities struggling for access to clean
    water.
        In 2025, 65 Members signed onto a letter led by the Get The Lead
    Out Caucus supporting funding for lead service line removal, more than
    doubling the previous years' support. There is broad, bipartisan
    support throughout Congress for getting the lead out of our drinking
    water systems, and the time to act is now.
        Moreover, the benefits of removing lead pipes and reducing lead
    levels in tap water significantly exceed the costs. These benefits
    include protecting about a million infants from low birthweight-related
    complications, preventing thousands of children from suffering from
    ADHD, and avoiding 1,500 fatal heart attacks. Reducing lead levels in
    tap water also will reduce the damage to Americans' kidneys and immune,
    reproductive, and nervous systems.
        Lastly, the fight to eliminate lead in drinking water is directly
    related to the worsening condition of our water infrastructure. The
    EPA's water funding programs are set to expire this September. Without
    continuing to fully fund and invest in our federal water infrastructure
    programs, we cannot win the fight against poisonous drinking water.
        I urge the Committee to make lead service line replacement one of
    its highest priorities for 2026 and reauthorize and fund federal water
    infrastructure programs at levels exceeding IIJA funding.
                              Water Affordability
        The Low-Income Household Water Assistance Program (LIHWAP) created
    in 2021 was a lifeline for families that kept water flowing during the
    worst of the pandemic, but its funding has run out and families facing
    increasingly unaffordable water bills have few places to turn for help.
        We have a federal assistance program for gas and electricity, but
    no permanent program for water. Our families can't live without access
    to water. Millions of our neighbors across the country have their water
    shut off simply because they cannot afford their rising bills. Safe,
    accessible, and affordable drinking water is essential to public
    health, and many water utilities cannot afford to maintain their
    infrastructure.
        The federal government must rapidly increase water assistance to
    households and public water utilities so that every low-income
    household has the safe, reliable water they need to live and thrive.
    Thousands of my Michigan families depend on water assistance, and
    thousands more are still waiting for help, as available support falls
    well short of the need. I will soon reintroduce my Half Century Update
    for Water Access and Affordability Act (H.R. 10150 in 118th Congress)
    to create a permanent low-income water assistance program.
        I look forward to working with the Committee to advance water
    affordability assistance legislation in 2026 and beyond.
                     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 travels 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.
        In 2024, after years of lobbying, including ghost-written 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. Furthermore,
    with the impending opening of the new, state-of-the-art Gordie Howe
    International Bridge, the Ambassador Bridge is now functionally
    obsolete.
        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 the Canadian oil company Enbridge's Line 6B dumped a
    million gallons of heavy crude oil into the Kalamazoo River. As
    Enbridge continues to operate its Line 5 pipeline through the Straits
    of Mackinac in the Great Lakes, despite fierce political and legal
    opposition from State and Tribal officials, 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. Taylor. Thank you, Representative Tlaib. We will now
    hear from Representative Moylan.

    TESTIMONY OF HON. JAMES C. MOYLAN, A DELEGATE IN CONGRESS FROM
                         THE TERRITORY OF GUAM

        Mr. Moylan. Chairman Taylor and Ranking Member Larsen,
    thank you for having me today to talk about two critical issues
    that impact my constituents from Guam.
        Affordability is at the top of my agenda here in Congress,
    and I have two measures of great concern. And when I talk about
    them, for example, the Jones Act exemption and also air
    cabotage exemption, there is a perception that I do not want to
    protect American industries, and that is not the case.
        So first let's discuss air cabotage. It greatly impacts
    Guam and the Commonwealth of the Northern Mariana Islands. This
    is a big problem. Our residents, our military servicemembers,
    and their families all feel the financial strain. It is
    extremely expensive. It costs several thousands of dollars for
    us to travel to the mainland. And this has been going on for
    quite a long time. And with our military buildup and the
    families that are coming on over, they are going to feel the
    impact as well.
        There was a time when Guam hosted multiple American
    airlines. Competition kept prices down and ultimately gave
    consumers flexibility. Unfortunately, that is not the case
    today. The reality of our market does not allow that to happen.
        But there is a solution. Together with my friend from CNMI,
    we introduced H.R. 1536, the Pacific Island Flights
    Alternatives Act, or PIFAA, to allow foreign carriers, foreign
    carriers which are our allies in the Indo-Pacific from Japan,
    South Korea and the Philippines, a limited--a limited--air
    cabotage exemption to help relieve tremendous financial burden
    on our constituents. PIFAA would allow foreign carriers from
    these countries, our allies, for example, to service Guam and
    the CNMI in their international journeys elsewhere in the U.S.
    Allowing this limited exemption would bring competition back to
    our markets and lower prices for consumers.
        The second issue I want to raise with you is the high cost
    of energy in Guam. For a typical consumer on the island, the
    average utility bill ranges from $300 to over $700 monthly.
    Guam's newly constructed Ukudu powerplant has outfitted pipes
    and infrastructure for LNG, but to date still relies on oil
    imports for energy.
        The United States is the largest LNG exporter in the world,
    yet there is not a single American-made vessel that can
    transport LNG. Because of the Jones Act rule for U.S. vessels,
    it is not economically feasible for Hawaii, Guam, or other
    noncontiguous areas to use American LNG.
        There is a solution, and this is why I am co-leading H.R.
    3167, the Noncontiguous Energy Relief and Access Act of 2025,
    with Resident Commissioner Hernandez to open American LNG
    markets to noncontiguous areas of the United States. American
    LNG vessels will not be on the water for another 8 years. We
    cannot afford to wait that long while the military buildup on
    Guam is happening right now.
        Addressing the lack of LNG in Guam should be the starting
    point for tackling a host of shipping challenges caused by the
    Jones Act. Together with Congressman Case of Hawaii, we have
    introduced H.R. 665, the Noncontiguous Shipping Competition
    Act; H.R. 666, the Noncontiguous Shipping Reasonable Rate Act;
    and H.R. 667, the Noncontiguous Shipping Relief Act. This slate
    of bills lowers shipping costs, improves reliability, and makes
    our supply chains resilient.
        Mr. Chairman, Guam has been advocating for these issues for
    years. An increasingly strategic part of the United States,
    Guam needs the resources to grow and develop while ensuring
    affordability is not lost in that effort.
        I want to thank you for your leadership on the committee,
    and I am looking forward to working with you to address these
    critical issues impacting everyday Americans in all corners of
    the United States.
        I yield back.
        [Mr. Moylan's prepared statement follows:]

    Prepared Statement of Hon. James C. Moylan, a Delegate in Congress From
                             the Territory of Guam
        Chairman Graves, Ranking Member Larsen, thank you for having me
    today to talk about issues that impact my constituents. Affordability
    is at the top of my agenda here in Congress.
        When I talk about the Jones Act and cabotage, there is a perception
    that I do not want to protect American industries. That is not the
    case. Air cabotage is something that impacts Guam and the Commonwealth
    of the Northern Mariana Islands. Our residents, our military
    servicemembers, and their families all feel the financial strain.
        There was a time when Guam hosted multiple American airlines.
    Competition kept prices down and ultimately gave consumers flexibility.
    Unfortunately, that is not the case today. The reality of our market
    does not allow that to happen.
        Together with my friend from the CNMI, we introduced H.R. 1536, the
    Pacific Island Flights Alternatives Act, or PIFAA, to allow foreign
    carriers from Japan, South Korea, and the Philippines a limited air
    cabotage exemption to help relieve the tremendous financial burden on
    our constituents. PIFAA would allow foreign carriers from these
    countries, for example, to service Guam and CNMI in their international
    journeys elsewhere in the U.S. Allowing this limited exemption would
    bring competition back to our markets and lower prices for consumers.
        The second issue I want to raise with you is the high cost of
    energy in Guam. For a typical consumer on the island, the average
    utility bill ranges from $300 to over $700 monthly. Guam's newly
    constructed Ukudu power plant has outfitted pipes and infrastructure
    for LNG, but to date still relies on oil imports for energy.
        The United States is the largest LNG exporter in the world, yet
    there is not a single American-made vessel that can transport LNG.
    Because of the Jones Act rule for US vessels, it is not economically
    feasible for Hawaii, Guam, and other noncontiguous areas to use
    American LNG.
        This is why I am co-leading H.R. 3167, the Noncontiguous Energy
    Relief and Access Act of 2025 with Resident Commissioner Hernandez to
    open American LNG markets to the noncontiguous areas of the United
    States. American LNG vessels will not be on the water for another 8
    years. We cannot afford to wait that long while the military buildup of
    Guam is happening now.
        Addressing the lack of LNG in Guam should be the starting point for
    tackling a host of shipping challenges caused by the Jones Act.
    Together with Congressman Case of Hawaii, we have introduced H.R. 665,
    the Noncontiguous Shipping Competition Act, H.R. 666, the Noncontiguous
    Shipping Reasonable Rate Act, and H.R. 667, the Noncontiguous Shipping
    Relief Act. This slate of bills lowers shipping costs, improves
    reliability, and makes our supply chains resilient.
        Mr. Chairman, Guam has been advocating on these issues for years.
    As an increasingly strategic part of the United States, Guam needs the
    resources to grow and develop while ensuring that affordability is not
    lost in that effort.
        I want to thank you for your leadership on this committee, and I am
    looking forward to working with you to address these critical issues
    impacting everyday Americans in all corners of the United States.
        I yield back.

        Mr. Taylor. Thank you, Representative Moylan. And now we'll
    hear from the great State of Ohio and Representative Kaptur.

     TESTIMONY OF HON. MARCY KAPTUR, A REPRESENTATIVE IN CONGRESS
                         FROM THE STATE OF OHIO

        Ms. Kaptur. Thank you, Chairman Taylor and Ranking Member
    Larsen. It is a great pleasure to be with you.
        I represent the largest watershed in the entire Great Lakes
    in western Ohio, Ohio's Ninth District along Lake Erie from
    Defiance through Toledo to Sandusky and surrounding rural
    counties across Ohio's northwest quadrant. These are port
    communities, manufacturing and agricultural communities, both
    urban and rural. And for us, transportation infrastructure is
    not an abstract. It determines whether freight moves, whether
    multimodal transport is available so workers can get to their
    jobs safely, and whether our region can compete and prosper
    against penny-wage foreign industrial competition, and,
    frankly, coastal competition from our Atlantic, Pacific and
    gulf coasts.
        Critical discretionary grant programs like RAISE are
    designed to ensure mid-sized cities and rural communities can
    compete for infrastructure investments that would otherwise be
    out of reach. Funded by Congress, these great opportunities are
    awarded through competitive, merit-based processes. But since
    May of 2025, serious concerns have emerged about how the RAISE
    program is being executed after awards were already announced.
        In Toledo, for example, delayed RAISE funding has adversely
    impacted development with rising costs impacting projects,
    freight movement, rail and port access, safety, and multimodal
    connectivity. For example, the Reconnect Junction and Downtown
    Communities project was awarded $20 million in the RAISE
    program to safely reconnect neighborhoods divided by interstate
    infrastructure, yet it has been placed on hold.
        Once a project is competitively selected, it ought to be
    awarded. And therefore, I urge the committee to continue its
    oversight of RAISE implementation, including the status of
    unobligated awards and the reasons for these administrative
    delays.
        I want to go through several specific issues in addition
    that are important to us in terms of infrastructure priorities,
    asking the committee to address the plight of mid-sized city
    airport service, which has lost significant business to
    gigantic hubs. We have to find solutions for medium-sized
    cities.
        Also, our Great Lakes region faces challenges with a
    massive overground volume shift with the opening of the $6
    billion Gordie Howe Bridge in Canada that meets Detroit. In
    that vein, investment in the Great Lakes St. Lawrence Seaway
    Development Corporation may be a portal your committee can
    consider to meet these new, complex, multimodal challenges
    along the I-75, I-90 corridors to catch the future all the way
    from Canada down to opening up shipments from the Miami Valley.
    I know that Chairman Taylor knows exactly where that is.
        Please let me support a strong WRDA bill. The Army Corps of
    Engineers does such a great job, as well, to meet our Nation's
    needs for harbor maintenance, port development, flood control,
    and environmental restoration across our landlocked heartland.
    For those of us in northwest Ohio, these challenges are not
    abstract. Communities in our district within the Western Lake
    Erie Basin see firsthand how aging water and wastewater
    systems, eroding coastlines, and recurring flood risks affect
    our families, and we will be preparing several proposals
    dealing with critical infrastructure, reinforcing seawalls,
    shoreline stabilization, other flood control elements while
    improving water quality, wildlife habitat, and recreational
    opportunities. And I respectfully urge the committee's careful
    consideration of these forthcoming requests in the WRDA bill.
        Finally, I implore your committee to please work on
    upgrading both passenger and freight rail service and freight
    rail safety across northern Ohio and Indiana. Many across our
    Nation have seen troubling headlines in recent years about
    serious rail accidents. And boy, have we had them in Sandusky,
    in Fremont, and East Palestine, Ohio. And while these accidents
    drew headlines--and those are main lines--it is policy
    solutions that will help us to lessen the frequency of these
    incidents and protect the communities I represent.
        Serious consideration also should be given to extending
    Indiana's and Illinois' South Shore Line from Chicago through
    Indiana all the way eastward through Cleveland, Ohio, in that
    northern corridor. That is just a magnificent system that
    avoids the main line and all of the problems the main lines
    cause us.
        So finally, rail, Federal highways, and federally dredged
    ports are the spine of our multimodal northern Ohio economy. I
    look forward to working with all of you. Thank you for
    receiving all these Members. This bill is so important to our
    present and future. Thank you.
        [Ms. Kaptur's prepared statement follows:]

     Prepared Statement of Hon. Marcy Kaptur, a Representative in Congress
                             From the State of Ohio
        Chairman, Ranking Member, and Members of the Committee--thank you
    for the opportunity to testify today.
        I represent the largest watershed in the Great Lakes--Ohio's Ninth
    District along Lake Erie--from Defiance through Toledo to Sandusky--and
    the surrounding rural counties across Ohio's Northwest quadrant. These
    are port communities, manufacturing and agricultural communities, both
    urban and rural. For us, transportation infrastructure is not
    abstract--it determines whether freight moves, whether multi modal
    transport is available so workers get to their jobs safely, and whether
    our region can compete and prosper against penny wage foreign
    industrial regimented competition and, frankly, coastal competition
    from our Atlantic, Gulf, and Pacific coasts.
        Critical discretionary grant programs like RAISE are designed to
    ensure mid-sized cities and rural communities can compete for
    infrastructure investments that would otherwise be out of reach. Funded
    by Congress, these great opportunities are awarded through competitive,
    merit-based processes. But since May, 2025, serious concerns have
    emerged about how the RAISE program is being executed after awards were
    already announced.
        Across our country--including in Northwest Ohio--communities that
    were publicly awarded RAISE grants now face prolonged delays,
    additional administrative reviews, and uncertainty at the obligation
    stage. Projects that went through the full competitive process are
    sitting in limbo, without clear timelines or explanations.
        These delays have real consequences.
        In Toledo, delayed RAISE funding has adversely affected development
    with rising costs impacting projects, freight movement, rail and port
    access, safety, and multimodal for connectivity. For example, the
    Reconnect Junction and Downtown Communities project was awarded a $20
    Million RAISE grant to safely reconnect neighborhoods divided by
    interstate infrastructure--yet it has been placed on indefinite hold.
        Local governments cannot absorb the costs of such uncertainty.
    Construction costs rise especially due to tariffs, contracts are
    disrupted, and financial exposure increased as federal commitments
    stall.
        Rural communities are especially vulnerable. Smaller jurisdictions
    often lack the fiscal capacity to carry out projects while waiting
    indefinitely. Delay can mean outright cancellation.
        That is not what Congress intended, or, quite frankly, what the law
    prescribes.
        Once a project is competitively selected and publicly announced,
    communities should be able to rely on that commitment. Businesses
    shouldn't have the rug pulled out from under them. Predictability and
    follow-through are essential to the credibility of federal
    discretionary grant programs.
        Previously awarded RAISE grants should be obligated in a timely,
    predictable manner. Local sponsors deserve clear communication and
    confidence that federal commitments will be honored.
        Therefore, I urge the Committee to continue its oversight of RAISE
    implementation, including the status of unobligated awards and the
    reasons for administrative delays.
        Our communities are ready to build and drive our economic success.
    They have done their part. Now the Federal government must do theirs.
    This Committee is critical to making that happen.
        I also must urge your Committee to attend to addressing the plight
    of midsize city airport service, which has lost significant business to
    gigantic hubs. Our region also faces issues with a major transport
    volume shift with the opening of the new Gordie Howe Bridge that
    connects Detroit to Canada. In that vein, investment in the Great Lakes
    St. Lawrence Seaway Development Corporation may be a portal your
    Committee can enable faster to meet multimodal challenges along the I-
    75-I-90 corridors.
        Please let me support a strong WRDA bill. As is this Committee's
    tradition, bipartisan cooperation is essential to producing legislation
    that empowers the Army Corps of Engineers to do what they do best:
    apply their engineering expertise and federal resources in partnership
    with local communities to meet our Nation's need for harbor
    maintenance, port development, flood control, and environmental
    restoration--including across the land locked American Heartland.
        For those of us in Northwest Ohio, these challenges are not
    abstract. Communities in my district within the Western Lake Erie Basin
    see firsthand how aging water and wastewater systems, eroding
    shorelines, and recurring flood risks affect our families, businesses,
    and our region's economic vitality. I am preparing several study and
    project requests for WRDA to strengthen critical infrastructure;
    reinforce seawalls, shoreline stabilization, other flood control
    elements; while improving water quality, wildlife habitat, and
    recreational opportunities in the Western Lake Erie Basin.
        I respectfully urge the Committee's careful consideration of these
    forthcoming requests and your support for including them as you develop
    the WRDA 2026 bill.
        Finally, I implore your Committee to work on upgrading both
    passenger rail service, and freight rail safety across northern Ohio.
        Many across our nation have seen troubling headlines in recent
    years about rail accidents, and derailments in Sandusky, Fremont, and
    East Palestine, Ohio. While these accidents drew headlines, it is
    policy solutions that will help to lessen the frequency of these
    incidents, and protect the communities I represent and others like them
    from coast to coast.
        Rail, Federal highways, and Federally dredged ports, are the spine
    of our multimodal northern Ohio economy. I look forward to working with
    the Committee to continue investing in modern rail infrastructure that
    helps move our people, our goods, and ensures safety in the years
    ahead.
        Thank you for the opportunity to testify before you today.

        Mr. Taylor. Thank you, Representative Kaptur. We will now
    hear from Representative Mannion.

    TESTIMONY OF HON. JOHN W. MANNION, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF NEW YORK

        Mr. Mannion. Thank you, Mr. Chairman, and thank you to
    Ranking Member, as well, for holding today's hearing and giving
    me the opportunity to testify before you. I would also like to
    thank my home State colleagues Congressman Jerry Nadler,
    Congressman Pat Ryan, and Congresswoman Laura Gillen for their
    hard work on this committee on behalf of New Yorkers.
        I represent the 22nd Congressional District which includes
    the city of Utica and also the city of Syracuse, a city that I
    have lived in and loved my entire life. Syracuse and
    communities across central New York and the Mohawk Valley are
    expecting a real surge in population growth and economic
    activity, driven in part by historic private-sector investments
    like Micron Technology's decision to locate in our region. This
    is the largest private investment in the history of our
    country, and continues the legacy of central New York as it
    relates to innovation and research and technology.
        As our region grows, Federal infrastructure investments
    will be critical to ensuring our transportation networks can
    keep pace with growing demand and unlock the full potential of
    that economic expansion. One reason why Micron selected the
    region is because of our extensive transportation systems,
    along with our fantastic workforce, educational institutions,
    and the generation of clean energy.
        Traveling across the district I have heard clearly from
    local leaders about the importance of cutting redtape so that
    projects can begin and be completed. However, I have also heard
    of deep concerns about the reliability, or lack thereof, of
    Federal infrastructure investment in meeting the challenge of
    moving people and goods efficiently. It is through that prism
    that we view the Trump administration's $30 million clawback of
    Federal funding previously awarded to the city of Syracuse for
    the I-81 corridor project. Like many other projects around this
    country, funding was terminated by the administration after
    being appropriated by Congress to support a project with strong
    bipartisan support and backing.
        I remind all of us that these dollars that were
    appropriated in a previous Congress came with a Republican
    majority.
        So the reimagining of Interstate I-81 is one of the largest
    and most consequential infrastructure projects currently
    underway in the United States and extremely important to my
    region and my State, yet those dollars were stripped away,
    taking away the power of the purse from Congress. These funds
    were intended to rebuild aging roads, reconnect critical
    utilities, and restore opportunity in a community long divided
    by an elevated highway that cut through an African-American
    neighborhood that was thriving in the late 1950s and early
    1960s.
        Reversing decades of disinvestment required certainty,
    partnership, and followthrough. Abruptly withdrawing Federal
    support undermines local planning efforts and erodes public
    trust that the Federal Government can be relied upon as a good
    partner to keep its commitments. It also sets a dangerous
    precedent that projects can unilaterally be terminated simply
    because they were signed into law by a previous administration
    or terminated for purely political purposes.
        As we discuss the future of these surface transportation
    programs, I also urge the committee to protect cost-effective
    project labor agreements. When we invest billions of taxpayer
    dollars, we must ensure we are getting the best possible
    product. PLA projects protect that Federal investment by
    ensuring that we have topnotch, highly skilled labor on the
    job, minimizing costly errors, and ensuring our infrastructure
    is built to last.
        As the members of this committee know, transportation is an
    extremely local issue. I urge you to reaffirm your commitment
    to projects like I-81 and ensure that State and local
    flexibility is maintained to address the unique needs of
    communities across this country. I look forward to working with
    the committee to ensure Federal transportation policy continues
    to reflect those values, and I thank you again for the
    opportunity to appear before you today.
        I yield back.
        [Mr. Mannion's prepared statement follows:]

        Prepared Statement of Hon. John W. Mannion, a Representative in
                      Congress From the State of New York
        Thank you, Chairman Sam Graves and Ranking Member Rick Larsen, for
    holding today's hearing and for giving me the opportunity to testify
    before you.
        I'd also like to thank my home state colleagues, Congressman
    Jerrold Nadler, Congressman Pat Ryan, and Congresswoman Laura Gillen,
    for their hard work on this Committee on behalf of New Yorkers.
        I represent New York's 22nd Congressional District, which includes
    Utica and Syracuse, a city that I've lived in and loved my entire life.
        Syracuse and communities across Central New York and the Mohawk
    Valley are experiencing a real surge in population growth and economic
    activity, driven in part by historic private-sector investments like
    Micron Technology's decision to locate in our region.
        As our region grows, federal infrastructure investments will be
    critical to ensuring our transportation networks can keep pace with
    growing demand and unlock the full potential of that economic
    expansion.
        Traveling across the district, I have heard clearly from local
    leaders about the importance of cutting red tape so that projects can
    begin and be completed faster. However, I have also heard deep concerns
    about the reliability, or lack thereof, of federal infrastructure
    investment in meeting the challenge of moving people and goods
    efficiently.
        It is through that prism that we view the Trump Administration's
    $30 million clawback of federal funding previously awarded to the City
    of Syracuse for the I-81 Corridor project.
        Like many other projects across the country, this funding was
    terminated by the Administration after being appropriated by Congress
    to support a project with strong bipartisan backing and national
    significance. The reimagining of Interstate 81 is one of the largest
    and most consequential infrastructure projects currently underway in
    the United States and extremely important to my state.
        These funds were intended to rebuild aging roads, reconnect
    critical utilities, and restore opportunity in a community long divided
    by an elevated highway that cut through a neighborhood of color.
        Reversing decades of disinvestment requires certainty, partnership,
    and follow-through. Abruptly withdrawing federal support undermines
    local planning efforts and erodes public trust that the federal
    government can be relied upon to keep its commitments.
        It also sets a dangerous precedent: that projects can unilaterally
    be terminated simply because they were signed into law by a previous
    Administration.
        As we discuss the future of these surface transportation programs,
    I also urge the Committee to protect cost-effective project labor
    agreements. When we invest billions of taxpayer dollars, we must ensure
    we are getting the best possible product. PLAs protect that federal
    investment by ensuring we have top-notch, highly skilled labor on the
    job, minimizing costly errors and ensuring our infrastructure is built
    to last.
        As the Members of this Committee know, transportation is an
    extremely local issue. I urge you to reaffirm your commitment to
    projects like I-81 and ensure that state and local flexibility is
    maintained to address the unique needs of communities across the
    country.
        I look forward to working with the Committee to ensure federal
    transportation policy continues to reflect those values, and I thank
    you again for the opportunity to appear before you today.
        I yield back.

        Mr. Ezell [presiding]. The gentleman yields. The Chair
    recognizes my friend, Representative Davis from North Carolina.

    TESTIMONY OF HON. DONALD G. DAVIS, A REPRESENTATIVE IN CONGRESS
                    FROM THE STATE OF NORTH CAROLINA

        Mr. Davis of North Carolina. Thank you so much, Mr. Chair,
    and also to our ranking member, for allowing me to come and
    speak about eastern North Carolina, the issues that impact us.
        Since I entered Congress, my top priorities for highway
    infrastructure development include I-87, I-587, and I-42. These
    require Federal funding and will help transform eastern North
    Carolina and prepare one of our Nation's most economically
    distressed areas for a brighter and more prosperous future. I
    want to work with this committee to accomplish this and put the
    American dream back within reach for our families.
        Much of eastern North Carolina is rural and has significant
    infrastructure needs. Broadband will significantly enhance the
    lives of families and businesses across eastern North Carolina,
    while also ensuring our healthcare system can continue
    operating. We cannot have a situation where our emergency
    services, first responders, and telecommunicators cannot
    contact each other due to a lack of broadband service on rural
    roads.
        I strongly desire to work with this committee to find ways
    to expand rural access and ensure rural infrastructure projects
    factor in broadband needs in our local communities. An
    essential part of that deployment is ensuring that economic
    development grants are usable for those needs. Further, our
    local mayors and county officials need to be able to access
    these funds by simplifying the burdensome, overly complicated
    application process.
        And we must also not lose sight of an opportunity to take
    care of our United States Coast Guard. Spanning the
    jurisdiction of three committees, the Coast Guard is a vital
    Armed Force that supports our armed services in safeguarding
    our national security and performing essential search and
    rescue operations. North Carolina's First Congressional
    District is the home of the United States Coast Guard Base
    Elizabeth City, an installation that hosts an aviation
    logistics and technical training center, along with over 2,000
    Active Duty and civilian personnel.
        While towns and cities hosting installations all strive to
    provide the most welcoming environments for our Coast Guard
    personnel, only a select few have been named a Great American
    Defense Community, and that is including Elizabeth City, which
    earned the title in 2024. But we cannot rest on our laurels.
    Infrastructure at Coast Guard Base Elizabeth City and other
    installations is aging, which is why I supported the work of
    this committee to help pass the Coast Guard Reauthorization Act
    of 2025 which funds Coast Guard operations and makes critical
    investments in U.S.-build requirements, helping to bolster our
    domestic shipbuilding industry, an essential part of
    northeastern North Carolina's economy.
        The legislation also includes a study on Coast Guard
    training facility infrastructure, including the training center
    at Coast Guard Base Elizabeth City, to ensure that shoreside
    and land-based facilities are meeting high standards.
        Beyond addressing the top priorities for our Coast Guard,
    other significant issues for eastern North Carolina include
    hurricanes, tropical storms, and flooding. I last testified
    before this committee for its Member Day hearing on April 18,
    2023. Since then, North Carolina has experienced destructive
    impacts of Hurricane Helene, as you heard from my colleague
    earlier. We saw devastation across western North Carolina
    communities--homes, businesses, roads, and more washed away in
    the blink of an eye. We still have a long way to go in
    rebuilding after the hurricane, but North Carolinians have
    rebuilt before and will do it again.
        Hurricane Helene and the aftermath showed us that FEMA has
    an important role to play, and there are important changes that
    need to be made. We need to move upstream and not downstream
    for solutions. That is why I am proud to support and cosponsor
    H.R. 4669, the FEMA Act of 2025.
        I want to thank Chairman Graves and the ranking member for
    working together in a bipartisan way, introducing this
    legislation. Thank you, Mr. Chair, and I yield back.
        [Mr. Davis of North Carolina's prepared statement follows:]

        Prepared Statement of Hon. Donald G. Davis, a Representative in
                   Congress From the State of North Carolina
        Thank you, Chairman Graves, Ranking Member Larsen, for allowing me
    to speak on issues that matter to eastern North Carolina.
        Since I entered Congress, one of my top priorities has been
    expanding broadband and improving affordability.
        Much of eastern North Carolina is rural and has significant
    infrastructure needs.
        Broadband will significantly improve the lives of families and
    businesses across eastern North Carolina while also ensuring our
    healthcare system can continue operating.
        We cannot have a situation where our emergency services, first
    responders, and telecommunicators cannot contact each other due to a
    lack of broadband service on a rural road.
        I want to work with this Committee to find ways to expand rural
    access and ensure rural infrastructure projects factor in broadband
    needs in our local communities.
        An essential part of that deployment is ensuring that economic
    development grants are usable for those needs.
        Further, our local mayors and county officials need to be able to
    access these grants by simplifying the burdensome, overly complicated
    application process.
        And we must also not lose sight of an often overlooked part of your
    committee's work: the United States Coast Guard.
        Spanning the jurisdiction of three committees, the Coast Guard is a
    vital armed force that supports our armed services in safeguarding our
    national security and performing essential search and rescue
    operations.
        North Carolina's First Congressional District is home to United
    States Coast Guard Base Elizabeth City, an 880-acre installation that
    hosts an aviation logistics and technical training center, along with
    over 2,000 active duty and civilian personnel.
        While towns and cities hosting installations all strive to provide
    the most welcoming environment for Coast Guard personnel, only a select
    few have been named a Great American Defense Community, including
    Elizabeth City, which earned the title in 2024.
        But we cannot rest on our laurels.
        Infrastructure at Coast Guard Base Elizabeth City and other
    installations is aging, which is why I supported the work of this
    committee to help pass the Coast Guard Reauthorization Act of 2025,
    which funds Coast Guard operations and makes critical investments in
    U.S.-build requirements, helping to bolster our domestic shipbuilding
    industry, an essential part of Northeastern North Carolina's economy.
        The legislation also includes a study on Coast Guard training
    facility infrastructure, including the training center at Coast Guard
    Base Elizabeth City, to ensure that shoreside and land-based facilities
    are meeting high standards.
        Beyond addressing top priorities for our Coast Guard, other
    significant issues for eastern North Carolina include hurricanes,
    tropical storms, and flooding.
        I last testified before this Committee for its Member Day hearing
    on April 18th, 2023.
        Since then, North Carolina has experienced the destructive impacts
    of Hurricane Helene.
        We saw devastation across western North Carolina communities.
        Homes, businesses, roads, and more, washed away in the blink of an
    eye.
        We still have a long way to go in rebuilding after the hurricane,
    but North Carolinians have rebuilt before, and we will do so again.
        Hurricane Helene and the aftermath showed us that FEMA and how it
    operates need changes and fast.
        We need to move ``upstream,'' not ``downstream,'' for solutions.
        That is why I am proud to cosponsor H.R. 4669, the FEMA Act of
    2025.
        I want to thank Chairman Graves and Ranking Member Larsen for
    working together in a bipartisan way and introducing this legislation.
        This bill will address so many of the problems that countless North
    Carolinians are facing.
        I stand ready to work with you to get this legislation across the
    finish line.
        Eastern North Carolina knows hurricanes, tropical storms, and
    flooding all too well.
        In the east, it is not a question of if, but when.
        We need these reforms to FEMA before the next catastrophic weather
    event strikes North Carolina.
        To that end, I urge this committee to pursue true commonsense
    policies across transportation and infrastructure needs that can
    improve the lives of eastern North Carolinians and the American people.
        Thank you, Mr. Chairman, and I yield back.

        Mr. Ezell. The gentleman yields back. The Chair recognizes
    Representative Jayapal for 5 minutes. Thank you.

    TESTIMONY OF HON. PRAMILA JAYAPAL, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF WASHINGTON

        Ms. Jayapal. Thank you, Chairman Ezell and Ranking Member
    Carson. Thank you for this opportunity to share the concerns of
    Washington State's Seventh Congressional District. I would like
    to raise three key priorities for the remainder of the 119th
    Congress: first, supporting our air traffic controller
    workforce; second, reauthorization and robust funding for rail,
    ferry, and bridge infrastructure programs; and third, fighting
    the dissolution of the Resilient Columbia Basin Agreement.
        First, this last year has laid bare how urgently
    investments are needed in the Nation's air traffic controller
    workforce, both to achieve full staffing levels and to ensure
    their health and well-being. There are 25 certified
    professional controllers and two in training at the SeaTac
    Airport Tower. And as in many places across the country, it is
    simply not enough. These jobs are already incredibly stressful
    and demanding, and all of this is undermined and exacerbated by
    understaffing and mandatory overtime. More than 41 percent of
    controllers nationwide work 10-hour days, 6 days a week. These
    are impossible conditions to do any job well, let alone one
    that is important for public safety.
        The 2024 FAA reauthorization bill did include many
    provisions aimed at improving controller hiring, training, and
    staffing to help reduce the strain on our controller workforce
    and reduce fatigue. However, as the FAA works to implement
    these provisions, the vast majority of the air traffic control
    facilities remain critically understaffed. I urge the committee
    to continue to address air traffic controller fatigue, reduce
    burdens on controllers and understaffed air traffic
    controllers, address insufficient pay for those that are in the
    training pipeline, and prioritize the well-being of our
    aviation workforce.
        Second, ensuring strong infrastructure remains a top
    priority as the Greater Seattle area continues to grow. Sound
    Transit has been the Nation's largest recipient of low-interest
    U.S. infrastructure loans to build mass transit and is in the
    midst of the largest transit system expansion in the country.
    For over 30 years, the Capital Investment Grant program has
    been the backbone of the Federal Government's commitment
    towards transit investment. This is true for Sound Transit's
    capital projects in my district in West Seattle and Ballard,
    which will soon enter the CIG pipeline.
        Investing in robust rail and transit infrastructure is
    essential to reducing congestion and improving traffic
    conditions in Seattle, in particular, as we prepare to host the
    2026 World Cup. I strongly urge the committee to ensure our
    public transit agencies receive the necessary funding to meet
    the demands of our constituents, to prioritize programs that
    improve our rail system, and remove unnecessary restrictions
    that are limiting our funding.
        In addition, I urge you to increase support for bridge
    infrastructure improvements. In my district, Seattle's Ship
    Canal Bridge is a strong example of the need for Federal bridge
    investments. Nearly 200,000 vehicles use the double-deck, 12-
    lane bridge daily, and it is part of a major T1 freight route
    carrying over 45 million tons of freight per year. In 2022, the
    State closed parks under the bridge as chunks of concrete
    literally fell off of it. The nearby University Bridge was
    stuck upright for 2 days due to mechanical issues. Investing in
    bridge funding in communities like ours that have bridges all
    over the district is absolutely critical to safety, earthquake
    resilience, and the regional economy in my district.
        I also urge the committee to support increased funding for
    the Electric or Low-Emitting Ferry Pilot Program. We are very
    proud in our State that we have the largest ferry system in the
    country and the second largest in the world. Locally, we say,
    you know you are from here if a ferry is part of your commute.
        Ferries are essential across the Puget Sound. It is
    literally our highway for so many of our constituents. They
    transport residents to important medical appointments, get
    people to jobs every day, link affordable housing on the west
    side of the Puget Sound to job hubs on the east side, promote
    tourism for small businesses, hotels, and restaurants. They are
    a critical way of our life. And yet, we know that the
    Washington State Ferries is also one of the biggest
    contributors of greenhouse gas emissions and needs
    modernization. So we want to support Washington State Ferries'
    effort to rebuild and modernize the ferry fleet by
    transitioning to hybrid-electric power.
        Finally and quickly, I urge the committee to fight the June
    2025 dissolution of the Resilient Columbia Basin Agreement
    between the Federal Government, including the Army Corps,
    Tribes, and States of Washington and Oregon, for the management
    and restoration of the Columbia River Basin. This is a historic
    agreement that ended a decades-long legal fight and addressed
    both environmental protections and critical energy needs for
    the region.
        I thank you for your attention, and I yield back.
        [Ms. Jayapal's prepared statement follows:]

        Prepared Statement of Hon. Pramila Jayapal, a Representative in
                     Congress From the State of Washington
        Chairman Graves and Ranking Member Larsen, thank you for this
    opportunity to share the concerns of Washington's 7th Congressional
    District.
        I would like to raise three key priorities for the remainder of the
    119th Congress: supporting our air traffic controller workforce;
    reauthorization and robust funding for rail, bridge, and ferry
    infrastructure programs; and fighting the dissolution of the Resilient
    Columbia Basin Agreement.
        First, the last year has laid bare how urgently investments are
    needed in the nation's air traffic controller workforce, both to
    achieve full staffing levels and to ensure their health and wellbeing.
    There are 25 Certified Professional Controllers and 2 in training at
    SeaTac tower--and, as in many places across the country--it is not
    enough. These jobs are already incredibly stressful and demanding. All
    of this is exacerbated by understaffing and mandatory overtime.\1\ More
    than 41 percent of controllers nationwide work 10-hour days, six days a
    week.\2\ These are impossible conditions to do any job well, let alone
    one that is so important for public safety.
    ---------------------------------------------------------------------------
        \1\ https://www.nationalacademies.org/news/2025/06/actions-from-
    federal-government-needed-to-alleviate-air-traffic-controller-staffing-
    shortages-at-many-facilities-says-new-report
        \2\ https://www.natca.org/2025/06/18/national-academies-of-
    sciences-report-doubles-down-on-failed-controller-staffing-model/
    ---------------------------------------------------------------------------
        The 2024 FAA Reauthorization Bill included many provisions aimed at
    improving controller hiring, training, and staffing to help reduce the
    strain on our controller workforce and reduce fatigue. However, as the
    FAA works to implement these provisions, the vast majority of air
    traffic control facilities remain critically understaffed. I urge the
    Committee to continue to address air traffic controller fatigue, reduce
    burdens on controllers in understaffed air traffic towers, and
    prioritize the wellbeing of our aviation workforce.
        Second, ensuring strong infrastructure remains a top priority as
    the greater Seattle area continues to grow. Sound Transit has been the
    nation's largest recipient of low-interest U.S. infrastructure loans to
    build mass transit and is in the midst of the largest transit system
    expansion in the country. For over 30 years, the Capital Investment
    Grant (CIG) program has been the backbone of the federal government's
    commitment towards transit investment. This is true for Sound Transit's
    capital projects to West Seattle and Ballard, which will soon enter the
    CIG pipeline. Investing in robust rail and transit infrastructure is
    essential to reducing congestion and improving traffic conditions in
    Seattle, in particular as we prepare to host the 2026 World Cup. I
    strongly urge the committee to continue to prioritize programs to
    improve our rail system and remove these unnecessary restrictions on
    funding.
        In addition, I urge you to increase support for bridge
    infrastructure improvements. Seattle's Ship Canal Bridge is a strong
    example of the need for federal bridge investments. Nearly 200,000
    vehicles use the double-deck 12-lane bridge daily and it is part of a
    major T1 freight route carrying over 45 million tons of freight per
    year. In 2022, the state closed parks under the bridge as chunks of
    concrete fell off it. The nearby University Bridge was stuck upright
    for two days due to mechanical issues. Investing in bridge funding is
    critical to safety, earthquake resiliency, and the regional economy in
    my district.
        I also urge the Committee to support increased funding for the
    Electric or Low Emitting Ferry Pilot Program. Washington State has the
    largest ferry system in the country and the second largest in the
    world. Locally, we say you know you're from here when a ferry is part
    of your daily commute. Ferries are essential across Puget Sound. They
    transport residents to important medical appointments and get people to
    and from their jobs every day. Ferries link affordable housing on the
    west side of Puget Sound to job hubs on the east side. They promote
    tourism for small businesses, hotels, and restaurants. Ferries are
    critical to our way of life, yet Washington State Ferries is one of the
    biggest contributors of greenhouse gas emissions. It is critical to
    support Washington State Ferries' effort to rebuild and modernize their
    ferry fleet by transitioning to hybrid electric power.
        Finally, I urge the Committee to fight the June 2025 dissolution of
    the Resilient Columbia Basin Agreement between the federal government,
    including the Army Corps; tribes; and the states of Washington and
    Oregon for the management and restoration of the Columbia River Basin.
    This historic agreement ended a decades long legal fight and addressed
    both environmental protections and critical energy needs for the
    region. Breaking up this historic agreement will harm efforts to
    protect salmon and recover endangered Southern Resident killer whale
    populations, jeopardize energy stability and production, and abandon
    our commitments to Tribal Nations.
        Thank you.

        Mr. Ezell. The gentlelady yields back. The Chair recognizes
    Representative Garcia for her 5 minutes.

        TESTIMONY OF HON. SYLVIA R. GARCIA, A REPRESENTATIVE IN
                    CONGRESS FROM THE STATE OF TEXAS

        Ms. Garcia of Texas. Thank you, Mr. Chairman. And thank
    you, too, to the ranking member and all the members of this
    committee for setting this opportunity for those of us who have
    projects that are dear to our hearts to be considered during
    your deliberations this year.
        I am here today to speak for Houston and Texas' 29th
    Congressional District. My district sits at the crossroads of
    global commerce, freight rail traffic, and recurring natural
    disasters. In Houston, rail lines run through our
    neighborhoods, past our schools, and across our roads, and the
    scale of disruption is extraordinary. Texas 29 leads the Nation
    for blocked railroad crossing incidents every year from 2021 to
    2025, and each year my district recorded at least twice--
    twice--as many blocked crossings as the next closest district
    in the country. In 2025 alone, we had 3,134 blocked crossing
    incidents. In the same 5 years, 5 people were killed and 15
    were injured in grade crossing incidents.
        These are thousands of moments when communities in my
    district are stranded, streets frozen, traffic backed up, and
    emergency services delayed.
        These are not random numbers. These are children, workers,
    seniors, neighbors, and families who unfairly pay the price for
    unsafe rail crossings and unreliable infrastructure. One of
    those children was Sergio Rodriguez, a 15-year-old student who
    was tragically killed on his walk to Milby High School in my
    district when he attempted to cross the tracks to get to
    school.
        In Texas, students who live within 2 miles of school do not
    receive bus service, and about 40 percent of the campuses of
    the Houston Independent School District are located next to
    rail crossings. So when our kids have to walk but we fail to
    secure the crossings they use each day, we frankly have failed
    our children. We have failed in protecting them and making sure
    they can get safely to school.
        This is why I continue to push for my bill, H.R. 6790, the
    Don't Block Our Communities Act, or D-BLOC, to give the Federal
    Railroad Administration the authority to investigate repeated
    blocked crossings and enforce accountability on freight
    carriers that block intersections longer than 10 minutes. The
    bill is simple. It limits blocked crossings to 10 minutes,
    except in emergencies. It requires the Federal Railroad
    Administration to investigate repeated incidents and gives the
    authority to penalize freight offenders.
        My rail priorities also include Federal support for grade
    separations, rail signal modernization, storm-resilient rail
    infrastructure, emergency access reliability, and rail safety
    education for communities living beside freight corridors. Now,
    that sounds like a lot, but every single one of these
    priorities will critically improve the life for my constituents
    and the Greater Houston community.
        To begin, grade separations are not optional in Houston;
    they save lives. We have made progress locally. Texas created a
    $350 million grant program for grade separations, and the city
    of Houston secured $10 million for a pedestrian bridge to
    address the safety issues at that high school where Sergio was
    killed. But local funding cannot solve the problems alone,
    because it, frankly, is freight rail negligence that is the
    cause. We need Federal leadership to match Houston's urgency.
        That brings me to disaster readiness. Houston is one of the
    most disaster-prone regions in America. Our city sits on the
    gulf coast, where hurricanes, tropical storms, and flash
    flooding are annual realities. Hurricane Harvey caused $125
    billion in damage, historic flooding, and submerged entire
    neighborhoods. I urge this committee to fund mitigation efforts
    like the Galveston Bay Barrier System, commonly known as the
    Ike Dike, to help build local infrastructure.
        In addition, our infrastructure must work during disasters.
    When a hurricane and flooding hit the neighborhoods I
    represent, families need clear routes, reliable emergency
    relief access, and uninterrupted aid coming to affected
    communities. We need the help from FEMA. Any talk of
    eliminating FEMA for us would be nonsense. Instead, we see that
    the administration slashes FEMA's disaster workforce, and we
    really need it now as we really engage in many of these events.
        Houston doesn't have the privilege to look the other way.
    We need an efficient and effective FEMA, fully staffed, ready,
    and funded. So today I ask this committee to support my D-BLOC
    bill, expand Federal funding for grade separations, rail signal
    modernization, reinforce FEMA disaster workforce capacity, and
    critical investments like the Ike Dike. My district doesn't
    need or have any time for pity. We need solutions, funding, and
    accountability, and action.
        Thank you, and I yield back.
        [Ms. Garcia of Texas' prepared statement follows:]

       Prepared Statement of Hon. Sylvia R. Garcia, a Representative in
                        Congress From the State of Texas
        Thank you, Chairman Graves, Ranking Member Larsen, and colleagues.
        I'm here today to speak for Houston and Texas's 29th Congressional
    District. My district sits at the crossroads of global commerce,
    freight rail traffic, and recurring natural disasters.
        In Houston, rail lines run through our neighborhoods, past our
    schools, and across our roads. And the scale of disruption is
    extraordinary.
        Texas-29 leads the nation for blocked railroad crossing incidents
    every year from 2021 to 2025. And each year, my district recorded at
    least twice as many blocked crossings as the next closest district in
    the country (Texas-18). In 2025 alone, we had 3,134 blocked crossing
    incidents.
        In the same five years, five people were killed, and 15 were
    injured in grade-crossing incidents.
        These are thousands of moments where communities in Texas-29 are
    stranded, streets frozen, traffic backed up, and emergency services
    delayed.
        These are not random numbers. These are children, workers, seniors,
    neighbors, and families who unfairly pay the price for unsafe rail
    crossings and unreliable infrastructure.
        One of those children was Sergio Rodriguez, a 15-year-old student
    who was tragically killed on his walk to Milby High School when
    attempting to cross the tracks to get to school.
        In Texas, students who live within 2 miles of school do not receive
    bus service, and about 40 percent of campuses are located near rail
    crossings. When we ask kids to walk but fail to secure the crossings
    they use each day, we have failed at protecting them.
        This is why I continue to push for my bill, H.R. 6790, the ``Don't
    Block Our Communities Act,'' or the D-BLOC Act, to give the Federal
    Railroad Administration (FRA) the authority to investigate repeated
    blocked crossings and to enforce accountability on freight carriers
    that block intersections longer than 10 minutes.
        This bill is simple, yet significant:
        It limits blocked crossings to 10 minutes, except in emergencies.
        It requires the Federal Railroad Administration to investigate
    repeated incidents, and gives it the authority to penalize repeated
    freight offenders.
        My rail priorities also include federal support for grade
    separations, rail signal modernization, storm-resilient rail
    infrastructure, emergency access reliability, and rail safety education
    for communities living beside freight corridors.
        That sounds like a lot, but every single one of these priorities
    will critically improve daily life for my constituents and the greater
    Houston community.
        To begin, grade separations are not optional in Houston--they save
    lives.
        We've made progress locally. Texas created a $350 million grant
    program for grade separations, and Houston secured $10 million for a
    pedestrian bridge near Milby High School. But local funding cannot
    solve national freight rail negligence alone.
        We need federal leadership to match Houston's urgency.
        That brings me to disaster readiness.
        Houston is one of the most disaster-prone regions in America.
        Our city sits on the Gulf Coast, where hurricanes, tropical storms
    and flash flooding are annual realities.
        Hurricane Harvey caused $125 billion in damage, historic flooding,
    and submerged entire neighborhoods.
        I urge this Committee to explore mitigation efforts, like the
    Galveston Bay Barrier System, also known as the ``Ike Dike,'' to help
    build local infrastructure.
        In addition, our infrastructure must work during disasters.
        When a hurricane and flooding hit the neighborhoods I represent,
    families need clear routes, reliable emergency relief access, and
    uninterrupted aid coming to affected communities, with the help of the
    Federal Emergency Management Agency.
        These priorities are ever more pressing as we continue to see the
    impacts of climate change and the increase in frequency and intensity
    of extreme weather events.
        Instead, we see the current administration slash FEMA's disaster
    workforce capacity, including surge and CORE staffing that hurricane-
    prone districts like mine rely on for rapid federal deployment.
        Houston doesn't have the privilege to look the other way. We need
    an efficient and effective FEMA, fully staffed, ready, and funded.
        So today, I ask this Committee to support:
          The passage of the D-BLOC Act to empower the Federal
    Railroad Administration to investigate and issue penalties;
          Expanded federal funding for grade-separation projects
    and rail safety education;
          Rail signal modernization;
          Reinforced FEMA disaster workforce capacity, especially
    for hurricane-prone districts;
          And critical investments in disaster-ready
    infrastructure, including in Texas's Galveston Bay Barrier System.

        My district doesn't need or have the time for pity. We need
    solutions, funding, accountability, and action.
        Thank you, I yield back.

        Mr. Ezell. The gentlelady yields back. The Chair recognizes
    Ms. Hageman for 5 minutes.

       TESTIMONY OF HON. HARRIET M. HAGEMAN, A REPRESENTATIVE IN
                   CONGRESS FROM THE STATE OF WYOMING

        Ms. Hageman. Thank you, Chairman Ezell and Ranking Member
    Carson and members of the committee. I am grateful for the
    opportunity to testify before the committee on the importance
    of trucking in Wyoming, and to highlight a few issues that I
    believe necessitate further congressional action.
        Despite Wyoming's rural nature, my State hosts a
    considerable amount of truck traffic, and is a vital corridor
    for the flow of goods from America's heartland to communities
    across the Nation. It is truly an understatement to say that a
    massive amount of essential resources and commodities,
    including affordable, reliable energy products and agricultural
    goods from Wyoming and beyond are trucked across our highways
    every single day. Wyoming's stretch of I-80 alone sees an
    average daily traffic count of around 13,000 vehicles, with
    trucks making up nearly 50 percent. This commercial traffic, in
    addition to supporting America's supply chains and powering the
    Nation, brings in valuable revenue and forges connectivity for
    small businesses and communities throughout the State of
    Wyoming.
        While the significance of the trucking industry cannot be
    overstated, increased traffic poses its share of challenges.
    According to a study released in September 2025 by the Truck
    Safety Coalition based on 2023 per capita data, Wyoming ranks
    highest in fatal truck crashes, with 7 per 100,000 people. Data
    from the Wyoming Department of Transportation revealed that
    between 2018 and 2022, there were 4,106 total crashes involving
    commercial motor vehicles, with approximately 90 percent of
    these originating from out-of-State drivers.
        Many of these accidents can be traced back to the
    treacherous nature of our roadways and the unpredictability of
    Wyoming's weather, which creates risks for even the most
    skilled CDL drivers. To that end, ensuring that we are limiting
    the issuance of CDLs to individuals who are properly vetted,
    trained, and prepared to react and respond in high-risk
    situations is critical to maintaining safety on our roadways.
        One such prerequisite that should always remain uniform
    among CDL holders is the ability to be proficient in the
    English language and to place out of service those drivers who
    are not. Being able to read, write, and speak English
    proficiently is a fundamental safety matter that impacts
    everyone who travels on our roadways. Across Wyoming, we
    frequently utilize variable message signage that displays
    important warnings or instructions to drivers, including for
    high winds, winter road conditions, black ice, and accidents
    ahead. Failure to read and understand these messages can have
    disastrous consequences.
        While this proficiency standard has historically been the
    case under preexisting Federal regulations, prior
    administrations have sought to loosen these practices and
    weaken enforcement, directly threatening the safety of American
    motorists. Fortunately, under President Trump and Secretary
    Duffy's leadership, this basic safety prerequisite, along with
    consistent enforcement, has been restored. It is essential,
    however, that we codify this progress to ensure these safety
    measures cannot be rolled back on the basis of political
    motivations, which is precisely why I co-introduced Connor's
    Law with Representative Dave Taylor.
        Also of importance is how current Federal policy undermines
    economic opportunities for 18- to 20-year-old CDL holders.
    Under existing Federal regulations, these drivers are permitted
    to operate in intrastate commerce, but are prohibited from
    doing so interstate. This regulatory requirement excludes a
    valuable segment of the driver community from regional supply
    chains, particularly for rural agricultural communities along
    State lines, while making it increasingly cumbersome to attract
    prospective drivers into this career field.
        Furthermore, these prohibitions can oftentimes make little
    sense, as a qualified 18- to 20-year-old driver in Wyoming can
    make a treacherous, multihundred-mile trip across Wyoming in
    varying terrain, but is forbidden from hauling a shipment just
    a few miles across our six different State lines. To address
    this, I introduced the ROUTE Act, which permits qualified 18-
    to 20-year-old CDL holders the ability to operate in interstate
    commerce, as long as they remain within 150 air-miles of their
    normal work reporting location. My legislation seeks to take a
    measured approach to granting regulatory relief, supporting
    border communities and bolstering regional supply chains, and
    helping to grow the next generation of professional drivers.
        Finally, with regard to surface transportation
    reauthorization, I want to shift gears briefly to urge the
    committee to prioritize flexibility for State and local
    communities to use highway dollars through formula funding
    while modernizing outdated bureaucratic restrictions that delay
    the completion of vital infrastructure projects.
        To wrap up, these are just a few Wyoming priorities that
    address safety, support supply chains, enable workforce
    development, and promote hard infrastructure. Once again, thank
    you for allowing me the opportunity to testify, and I look
    forward to working with each of you on these matters.
        [Ms. Hageman's prepared statement follows:]

      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 testify before you for the
    Committee's Member Day hearing on the importance of trucking in Wyoming
    and to highlight a few issues that I believe necessitate further
    Congressional action.
        Despite Wyoming's rural nature, my state hosts a considerable
    amount of truck traffic and remains a vital corridor for the flow of
    goods from America's heartland to communities across the nation. It is
    truly an understatement to say that a massive amount of essential
    resources and commodities, including affordable, reliable energy
    products and agricultural goods from Wyoming and beyond, are trucked
    across our highways every day. Wyoming's stretch of I-80 alone sees an
    average daily traffic count of around 13,000 vehicles, with trucks
    making up nearly 50%.\1\ This increased traffic, in addition to
    supporting America's supply chains and powering the nation, brings in
    valuable revenue and forges connectivity for small businesses and
    communities throughout Wyoming.
    ---------------------------------------------------------------------------
        \1\ https://wyoleg.gov/InterimCommittee/2023/08-2023052511-
    01WYDOTTalkingPointsI-80.pdf
    ---------------------------------------------------------------------------
        While the significance of the trucking industry cannot be
    overstated, increased traffic poses its share of challenges. According
    to a study released in September 2025 by the Truck Safety Coalition,
    based on 2023 per capita data, Wyoming ranks highest in fatal truck
    crashes, with seven per 100,000.\2\ Data from the Wyoming Department of
    Transportation revealed that, between 2018-2022, there were 4,106 total
    crashes involving commercial motor vehicles, with approximately 90% of
    these originating from out-of-state drivers. Many of these accidents
    can be traced back to the treacherous nature of our roadways and the
    unpredictability of Wyoming's weather, which creates risks for even the
    most skilled CDL holders. To that end, ensuring that we are limiting
    the issuance of CDLs to individuals who are properly vetted, trained,
    and prepared to react and respond in high-risk situations is critical
    to maintaining safety on our roadways.
    ---------------------------------------------------------------------------
        \2\ https://trucksafety.org/wp-content/uploads/2025/09/Deadliest-
    Truck-Crash-States-2023.jpg
    ---------------------------------------------------------------------------
        One such prerequisite that should always remain uniform among CDL
    holders is the ability to be proficient in the English language, and to
    place out of service those drivers who are not. Being able to read,
    write, and speak English proficiently is a fundamental safety matter
    that impacts everyone who travels on our roadways. Across Wyoming, we
    frequently utilize variable message signage that displays important
    warnings or instructions to drivers, including for high winds, winter
    road conditions, black ice, and accidents ahead. Failure to read and
    understand these messages can have disastrous consequences. While this
    proficiency standard has historically been the case under preexisting
    federal regulations, prior Administrations have sought to loosen these
    practices and weaken enforcement, directly threatening the safety of
    American motorists. Fortunately, under President Trump and Secretary
    Duffy's leadership, this basic safety prerequisite, along with
    consistent enforcement, has been restored.\3\ It is essential, however,
    that we codify this progress to ensure these safety measures cannot be
    rolled back on the basis of political motivations, which is precisely
    why I co-introduced Connor's Law with Representative Dave Taylor.
    ---------------------------------------------------------------------------
        \3\ https://www.whitehouse.gov/presidential-actions/2025/04/
    enforcing-commonsense-rules-of-the-road-for-americas-truck-drivers/
    ---------------------------------------------------------------------------
        Also of importance is how current federal policy undermines
    economic opportunities for 18- to 20-year-old CDL holders. Under
    existing federal regulations, these drivers are permitted to operate in
    intrastate commerce but are prohibited from doing so interstate. This
    regulatory requirement excludes a valuable segment of the driver
    community from regional supply chains, particularly for rural,
    agricultural communities along state lines, while making it
    increasingly cumbersome to attract prospective drivers into the career
    field. Furthermore, these prohibitions can oftentimes make little
    sense, as a qualified 18- to 20-year-old driver in Wyoming can make a
    treacherous multi-hundred-mile trip across Wyoming in varying terrain,
    but is forbidden from hauling a shipment just a few miles across our 6
    different state lines. To address this, I introduced the ROUTE Act,
    which permits qualified 18- to 20-year-old CDL holders the ability to
    operate in interstate commerce so long as they remain within 150 air
    miles of their normal work reporting location. My legislation seeks to
    take a measured approach to granting regulatory relief, supporting
    border communities and bolstering regional supply chains, and helping
    to grow the next generation of professional drivers, all while
    balancing the need for safety.
        Finally, and with regard to Surface Transportation Reauthorization,
    I want to shift gears briefly and urge that the Committee prioritize
    flexibility for State and local communities to utilize highway dollars
    through formula funding while modernizing outdated bureaucratic
    restrictions that delay the completion of vital infrastructure
    projects. Building on this point, I have introduced legislation to
    expand transferability flexibility and update National Environmental
    Policy Act categorical exclusions for projects with limited federal
    financial assistance to reflect changes in inflation.
        To wrap up, these are just a few Wyoming priorities that address
    safety, support supply chains, enable workforce development, and
    promote hard infrastructure. Once again, thank you for allowing me the
    opportunity to testify, and I look forward to working with each of you
    as we consider our next Surface Transportation Reauthorization. Should
    you have any additional questions, please do not hesitate to contact me
    and my staff at any point.

        Mr. Ezell. The gentlelady yields. The Chair recognizes
    Representative Mullin for 5 minutes.

     TESTIMONY OF HON. KEVIN MULLIN, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF CALIFORNIA

        Mr. Mullin. Thank you, Mr. Chairman, Ranking Member. Thank
    you for the opportunity to testify about my priorities within
    the committee's jurisdiction.
        There is broad bipartisan agreement that we are in the
    midst of a severe housing crisis. At the same time, across the
    country, roughly 276,000 acres of government-owned land sit in
    transit-rich urban areas, prime locations for housing. Yet
    local and State governments face regulatory barriers when they
    try to redevelop many of these parcels, because they were
    previously acquired with Federal dollars that have outdated
    strings attached to those dollars.
        To take just one example, in my district, a mostly vacant
    parking lot near a transit station which was purchased by our
    transportation agency decades ago with FHWA funds. It could be
    redeveloped into housing--both the local agency and FHWA
    support this initiative--but FHWA does not currently have the
    authority to approve it.
        I am proud to lead H.R. 3459, the Empty Lots to Housing
    Act, supported by several T&I Committee members. This
    bipartisan effort would extend to FHWA the authority the
    Federal Transit Administration already has to allow local
    agencies to dispose of underutilized properties. I respectfully
    request that you include Empty Lots to Housing in the upcoming
    surface transportation reauthorization.
        Second, I want to touch on a railroad safety issue, a major
    issue in my district. Each year, hundreds of Americans are
    killed or injured in accidents at railway crossings,
    underscoring the need for new, cost-effective solutions to
    protect drivers, pedestrians, and rail workers. The gold
    standard for preventing collisions is full grade separation.
    While effective, these projects, as you know, are enormously
    expensive and slow to complete, leaving dangerous crossings
    unaddressed in the meantime.
        New technology-driven approaches can offer a faster and
    more cost effective path to improving safety. In my district
    along the San Francisco Bay, Caltrain has piloted a system that
    uses lidar, cameras, and AI to identify hazards at crossings in
    real time, and alert engineers, dispatchers, and law
    enforcement to potential threats, helping prevent collisions
    before they occur. Implemented for just a few hundred thousand
    dollars, this pilot costs a fraction of the nearly $1 billion
    estimate for grade separation at the same site, and was
    deployed within months, not years.
        While tech-driven solutions are not a substitute for full
    grade separation, they can provide meaningful safety
    improvements in the meantime and where road reconstruction is
    out of reach. To that end, I respectfully request the inclusion
    of H.R. 3647, the Study on AI for Enhanced Crossing Safety Act,
    or the SAFE CROSS Act, to be included in the surface
    transportation reauthorization, as well. This bill would study
    this cost-effective approach to rail crossing safety and
    identify ways to expand its adoption.
        Additionally, I would like to work with the committee to
    find ways to expand eligibility for existing rail safety grant
    programs to include such cost-effective approaches which can
    help stretch Federal dollars further and save lives more
    quickly.
        Lastly, to switch gears yet again, as you know, ports rely
    on dredging projects to ensure shipping vessels can reach their
    facilities. However, some ports, including one in my district,
    have faced uncertainty around project timelines or outright
    delays. This disrupts supply chains and costs both ports and
    their customers hundreds of thousands, or even millions of
    dollars. This ultimately leads to higher prices for consumers.
        While ports rely heavily on these projects to operate, they
    are not always adequately consulted in the contract process,
    given adequate information, or promptly informed when there are
    delays. To address these issues, I am proud to co-lead H.R.
    6276, the Dredging Coordination Improvement Act, with
    Representative Mike Ezell. This bipartisan bill would clarify
    how the Army Corps works with stakeholders and maintenance
    dredging projects by requiring it to consult with relevant
    stakeholders, prioritizing commercial and navigation dredging,
    require prompt communication with non-Federal sponsors, and
    require transparency around capability numbers.
        I worked closely with the Corps to develop this
    legislation. I believe these modest provisions will merely
    clarify what the Corps says should already be happening. This
    legislation is needed to ensure everyone is on the same page
    across districts. I respectfully request that you include the
    Dredging Coordination Improvement Act in the upcoming WRDA for
    2026.
        Thank you again to you and your staff for your work on
    these important issues over the next several months. With that
    I yield back. Thank you, sir.
        [Mr. Mullin's prepared statement follows:]

     Prepared Statement of Hon. Kevin Mullin, a Representative in Congress
                          From the State of California
        Chairman Graves, Ranking Member Larsen, thank you for the
    opportunity to testify about my priorities within the Committee's
    jurisdiction for the 119th Congress.
              1. Dredging Coordination Improvement Act (H.R. 6276)
        As you know, the U.S. Army Corps of Engineers conducts routine
    maintenance dredging around the country to allow large ships to
    traverse waters that are naturally too shallow for them to pass.
    Dredging has also become even more important over time as the size of
    cargo and passenger ships has been increasing. More than 400 ports and
    25,000 miles of navigation channels are dredged on a regular basis.
        Ports rely on the completion of dredging projects to ensure
    shipping vessels can reach their facilities. However, in some cases,
    ports--including one in my district--have faced uncertainty around
    project timelines or outright delays, sometimes lasting many months.
    This disrupts supply chains and costs both ports and their customers,
    such as shipping companies, hundreds of thousands--or even millions--of
    dollars. Ports lose out on customers and revenue, and, when land-based
    transport is a viable alternative, their customers have to scramble to
    put trucks on the road or lose out on revenue. This is expensive for
    everyone involved, needlessly clogging roadways and leading to higher
    prices for consumers.
        The Corps generally contracts with dredging companies to perform
    this maintenance work, and it makes the ultimate decision about which
    channels to prioritize for dredging. However, while ports, as non-
    Federal sponsors, rely heavily on these projects to operate, they are
    not always adequately consulted in the contract scoping or planning
    process, and are sometimes left in the dark when there are foreseeable
    delays. Some non-Federal sponsors also lack access to the Corps's
    ``capability numbers,'' which is information needed to identify funding
    sources for the completion of projects.
        To address these issues, I am proud to co-lead the bipartisan
    Dredging Coordination Improvement Act (H.R. 6276) with Rep. Mike Ezell.
    This bill would clarify how the Army Corps works with stakeholders in
    maintenance dredging projects by requiring it to
          Consult with relevant stakeholders--the non-Federal
    sponsor at a minimum--on the scope and timeline of maintenance dredging
    projects;
          Prioritize to the extent practicable maintenance dredging
    in waters used for commercial and navigation before dredging in waters
    used primarily for other activities, such as recreation;
          Communicate promptly with non-Federal sponsors when there
    are changes to the performance timeline of projects; and
          Make capability numbers (i.e., the amount of available
    funds) for dredging activities available to non-Federal sponsors so
    they can plan ahead.

        I respectfully request that you include the Dredging Coordination
    Improvement Act in the upcoming Water Resources Development Act for
    2026.
                    2. Empty Lots to Housing Act (H.R. 3459)
        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.
        One important way to tackle this crisis is to repurpose
    underutilized land for housing. Across the country, roughly 276,000
    acres of government-owned land sit in transit-rich urban areas--prime
    locations for housing. Yet local and state governments face regulatory
    barriers when they try to redevelop many of these parcels because they
    were previously acquired with Federal dollars that have outdated
    strings attached. Many of these sites are ideally located near highways
    and public transportation but sit underutilized as vacant parking lots.
    Redeveloping these tracts for housing could help create transit-
    oriented communities while easing the housing shortage.
        Congress has recently taken steps to address this issue. Section
    6609 of the FY22 National Defense Authorization Act authorized the
    Federal Transit Administration (FTA) to enable local governments to
    repurpose sites acquired with FTA funding for housing development. In
    FY24, Congress also directed the Federal Highway Administration (FHWA)
    to work with state and local governments to do the same, but the agency
    has been unable to act because it lacks an authority parallel to that
    of FTA.
        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. It 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.
        Empty Lots to Housing Act (H.R. 3459) is a bipartisan effort that
    would extend the same authority granted to the FTA to the FHWA. I am
    proud to co-lead this bipartisan bill with Rep. Chuck Edwards. The bill
    would enable state and local governments to transfer underutilized
    properties that were previously acquired with FHWA funds to nonprofits
    or other qualified entities to build transit-oriented development,
    reserving some units for affordable housing (consistent with FTA's
    parallel authority).
        I respectfully request that you include Empty Lots to Housing Act
    in the Surface Transportation Reauthorization.
                         3. SAFE CROSS Act (H.R. 3647)
        Each year, hundreds of Americans are killed or injured in
    collisions at railway crossings. In 2024, there were 2,261 such
    collisions nationwide, resulting in 262 fatalities and 763 injuries.
    Though collisions have dropped dramatically over the decades, recent
    years have seen the annual total hover around 2,000, underscoring the
    need for new, cost-effective solutions to protect drivers, pedestrians,
    and rail workers.
        The gold standard for preventing collisions is full grade
    separation--raising or lowering a roadway or rail line so the two no
    longer intersect. While effective, these projects are enormously
    expensive and slow to complete. Grade separations can cost hundreds of
    millions of dollars and take years or even decades to plan, fund, and
    construct, leaving dangerous crossings unaddressed in the meantime.
        New, technology-driven approaches can offer a faster and more
    affordable path to improving safety. In the San Francisco Bay Area,
    Caltrain has piloted a system that uses lidar, cameras, and artificial
    intelligence to detect patterns of use and identify hazards at
    crossings in real time. The system can then alert train engineers,
    dispatchers, and law enforcement to potential threats--helping prevent
    collisions before they occur. Implemented for just $300,000, the pilot
    cost a fraction of the $889 million estimated for a grade separation at
    the same site and was deployed within months, not years. While tech-
    driven solutions are not a substitute for full grade separation, they
    can provide meaningful safety improvements in the interim and where
    road reconstruction is out of reach.
        To assess whether such technologies can enhance safety nationwide,
    the Study on AI For Enhanced Crossing Safety (SAFE CROSS) Act (H.R.
    3647) directs the Federal Railroad Administration to:
          Study the potential safety benefits of AI-enabled sensors
    at rail crossings;
          Conduct a cost-benefit analysis comparing AI-based and
    traditional safety measures, including grade separations; and
          Identify best practices for implementing AI-enabled
    sensors across the U.S. rail network.

        By promoting the use of modern, AI-driven safety technology, the
    SAFE CROSS Act would make at least some of America's rail crossings
    safer, ultimately saving lives. Please consider including this bill in
    the forthcoming Surface Transportation Reauthorization.
        Thank you again to you and your staff for your work on these
    important issues over the next several months.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Wittman for 5 minutes.

       TESTIMONY OF HON. ROBERT J. WITTMAN, A REPRESENTATIVE IN
               CONGRESS FROM THE COMMONWEALTH OF VIRGINIA

        Mr. Wittman. Chairman Ezell, Ranking Member Carson, thanks
    again for the opportunity today to present to you some of the
    issues that we are dealing with there in Virginia's First
    District.
        We are blessed and we have magnificent natural resources,
    hundreds of miles of shoreline along the Chesapeake Bay. And
    for our communities, they are lifelines to local economies. You
    take an example like the Little Wicomico River, which is right
    there near the mouth of the Rappahannock River as it--excuse
    me, the Potomac River--as it meets the Chesapeake Bay, a
    critical place for local economy. It is connected to commercial
    fishermen, to boaters, to our economy. It is an important part
    of the history there, the culture, the economy. All those
    things play an important part in where the river finds itself
    today and its impact on the locality.
        For Northumberland County, this is a lifeline. This is the
    way that commercial watermen transact business. It is a way,
    too, that organizations, volunteer organizations--we have a
    group of volunteer citizens that answer distress calls from
    boaters, a group called Smith Point Sea Rescue. When a distress
    call goes out, they get there faster than the U.S. Coast Guard
    can get there, because the Coast Guard is at distance. The
    challenge for them is that the inlet there at the Little
    Wicomico River is starting to shoal in. It is starting to
    accumulate sediment. So on low tide, many times, it is
    impossible for them to get out.
        If you are a waterman and you have to transact business--my
    son is a commercial fisherman. His colleagues there in the
    area, if they have to transact business and try to get out
    during certain tidal conditions, they can't get out. That would
    be like getting in your car, trying to go to work each day and
    not being able to go to work because of those conditions. It is
    incredibly important that we do this maintenance dredging. It
    is a fairly small project, but an incredibly important project
    for that region.
        So my ask is for the committee to make sure that we include
    that in the provisions in this year's transportation bill and
    WRDA. Those things are incredibly important. And while it seems
    little on the scale, for a county like Northumberland, where
    massive parts of the economy are tied to the Chesapeake Bay,
    this truly is about the success or failure of people that are
    answering the distress calls of boaters, about the success or
    failure of people that rely on the water for their living. So
    my ask is a simple one, but one that is incredibly important
    for our region. And I look forward to continuing to work with
    the committee to provide any additional information that you
    all need to make sure that we are able to get this simple but
    critically important project underway.
        Mr. Chairman, Ranking Member, thanks again, and I
    appreciate your service.
        [Mr. Wittman's prepared statement follows:]

       Prepared Statement of Hon. Robert J. Wittman, a Representative in
                   Congress From the Commonwealth of Virginia
        Chairman Graves, Ranking Member Larsen, Members of the Committee--I
    am grateful to join you today to share more about Virginia's First
    District.
        Virginia's First District is full of natural resources that play
    important roles in the culture, economy, history, and recreation of our
    communities.
        Of note, the Little Wicomico River is located at the junction
    between the Potomac River and the Chesapeake Bay and serves as a
    lifeline for Northumberland County's watermen, boaters, and local
    businesses.
        Today, it is in clear need of maintenance dredging.
        Over time, sediment has built up--narrowing the channel, making
    navigation more difficult and limiting reliable access to docks,
    marinas, and working waterfronts, while also disrupting natural tidal
    flow.
        As an avid outdoorsman, I've seen firsthand how well-maintained
    waterways support both access and conservation--allowing watermen to
    work safely, recreational boaters to navigate with confidence, and
    marine habitats to remain productive.
        As I continue to work with this Committee, the Administration, and
    stakeholders--both state and local, I want to thank you for allowing me
    the opportunity to raise this important issue to you today.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Ruiz for 5 minutes.

    TESTIMONY OF HON. RAUL RUIZ, A REPRESENTATIVE IN CONGRESS FROM
                        THE STATE OF CALIFORNIA

        Dr. Ruiz. Thank you, Mr. Chairman, Ranking Member, members
    of the committee. Thank you for the opportunity to speak today.
        Like millions of Americans, I would wager that everyone in
    this room has attended a Major League Baseball game, a football
    game, or a concert. Yet currently, aviation safety doesn't
    consistently ensure their protection. That is why I am proud to
    have introduced the Protecting Outdoor Concerts Act of 2025,
    commonsense legislation to close that gap and keep people safe.
        Under current law, the Federal Aviation Administration
    already issues temporary flight restrictions, TFRs, around
    major sporting events like NFL games, Major League Baseball
    games, NCAA Division 1 football, and other large stadium sports
    events with a threshold of 30,000 people or more. These
    restrictions prevent manned aircraft and unmanned aircraft
    systems like drones flying in defined airspace around these
    venues 1 hour before until 1 hour after the event, specifically
    to protect people on the ground and in the air.
        But here is the inconsistency, Mr. Chairman: that
    protection does not currently extend to outdoor concerts or
    music festivals, even when they draw the same or more people,
    or even more than a sold-out NFL game. Let me draw your
    attention to this graph.
        [Chart.]
        Dr. Ruiz. This is the threshold for those protections.
    These are sporting events. These are concerts. Taylor Swift, a
    typical concert with 70,000 people, Taylor Swift record
    concert, 96,000 people. Coachella Stagecoach weekend with
    150,000 people, yet these people are not protected by the law
    and safety. So under current law, low-flying aircraft and
    drones are restricted during sporting events, but the same
    protections don't automatically apply when a stadium hosts a
    concert, leaving concertgoers unprotected. This bill closes
    that gap.
        To put this in real terms, imagine a scenario where a major
    pop star--let's say Taylor Swift--were to perform at the same
    outdoor Kansas City Chiefs stadium where her fiance, Travis
    Kelce, just finished a game earlier that day, okay? An NFL game
    in a stadium like this routinely draws 65,000 to 70,000 fans,
    and a sold-out Taylor Swift concert can exceed 70,000
    attendees, with her most notable concert having 96,000 people
    in attendance. One might say the stadium is already in its
    ``Taylor's Version'' era, meaning tens of thousands of people
    could be gathered in the same venue under the same conditions,
    but receive very different safety protections under current FAA
    rules.
        Under current rules, the crowd at the football games
    benefit from an FAA-issued TFR with restricted airspace above
    them from an hour before kickoff until an hour after the game
    ends. But once the game is over and the field is turned over to
    a concert audience of 60,000 or more, the same amount of people
    or more, there is no guarantee that the same temporary flight
    protections apply to that crowd of concertgoers, artists,
    staff, and nearby residents, even though the risks from
    airborne threats like drones or low-flying aircraft remain the
    same.
        This bill would correct that discrepancy so that concerts,
    festivals, and other large outdoor gatherings with 30,000 or
    more people receive the same baseline airspace protections that
    major sporting events do today.
        Why is this important to me? It is especially important in
    my district, where annual events like the Coachella Valley
    Music and Arts Festival and Stagecoach Festival attract
    hundreds of thousands of attendees over multiple weekends, and
    currently lack a clear statutory pathway for FAA to issue these
    TFRs to protect my constituents and the concertgoers in my
    district under uniform standards.
        By directing the FAA to issue or revise regulations for
    TFRs over qualifying outdoor concerts and festivals, this
    legislation enhances public safety and gives law enforcement
    and event organizers clear tools to secure the airspace, and
    aligns with the treatment of these events with longstanding
    protections already afforded to major sporting events.
        I look forward to working with the committee, especially
    those Swifties that I see laughing very hard on the staff
    behind you, to move this bill forward and to closing this
    safety gap for concertgoers, workers, artists, and communities
    across our country.
        Thank you, and I yield back.
        [Dr. Ruiz's prepared statement follows:]

    Prepared Statement of Hon. Raul Ruiz, a Representative in Congress From
                            the State of California
        Chair, Ranking Member, and Members of the Committee, thank you for
    the opportunity to speak today.
        Like millions of Americans, I would wager that everyone in this
    room has attended a major league baseball game, a football game, or a
    concert. Yet current aviation safety laws don't consistently ensure
    their protection.
        That's why I am proud to have introduced the Protecting Outdoor
    Concerts Act of 2025, commonsense legislation to close that gap and
    keep people safe.
        Under current law, the Federal Aviation Administration already
    issues temporary flight restrictions, what we call TFRs, around major
    sporting events like NFL games, Major League Baseball games, NCAA
    Division I football, and other large stadium events.
        These restrictions prevent manned aircraft and unmanned aircraft
    systems, like drones, from flying in defined airspace around these
    venues one hour before until one hour after the event, specifically to
    protect people on the ground and in the air.
        But here is the inconsistency: that protection does not currently
    extend to outdoor concerts or music festivals, even when they draw the
    same or more people or more than a sold-out NFL game.
        Under current law, low-flying aircraft and drones are restricted
    during sporting events, but the same protections don't automatically
    apply when a stadium hosts a concert, leaving concertgoers unprotected.
    This bill closes that gap.
        To put this in real terms: imagine a scenario where a major pop
    artist, say, Taylor Swift, were to perform at the same outdoor football
    stadium where her fiance, Travis Kelce, just finished a game earlier
    that day.
        An NFL game in a stadium like this routinely draws 65,000 to 70,000
    fans, and a sold-out Taylor Swift concert can exceed 70,000 attendees,
    with her most notable concert having 96,000 people in attendance.
        One might say the stadium is already in its Taylor's Version era.
        Meaning tens of thousands of people could be gathered in the same
    venue, under the same conditions, but receive very different safety
    protections under current FAA rules.
        Under current rules, the crowd at the football game benefits from
    an FAA-issued TFR with restricted airspace above them from an hour
    before kickoff until an hour after the game ends.
        But once the game is over and the field is turned over to a concert
    audience of 60,000 or more, there is no guarantee that the same
    temporary flight protections apply to that crowd of concertgoers,
    artists, staff, and nearby residents, even though the risks from
    airborne threats like drones or low-flying aircraft remain the same.
        This bill would correct that discrepancy so that concerts,
    festivals, and other large outdoor gatherings with 30,000 or more
    people receive the same baseline airspace protections that major
    sporting events do today.
        This is especially important in my district, where annual events
    like the Coachella Valley Music and Arts Festival and Stagecoach
    Festival attract hundreds of thousands of attendees over multiple
    weekends and currently lack a clear statutory pathway for FAA to issue
    these temporary flight restrictions under uniform standards.
        By directing the FAA to issue or revise regulations for TFRs over
    qualifying outdoor concerts and festivals, this legislation enhances
    public safety, gives law enforcement and event organizers clear tools
    to secure the airspace, and aligns the treatment of these events with
    longstanding protections already afforded to major sporting events.
        I look forward to working with the Committee to move this bill
    forward and to closing this safety gap for concertgoers, workers,
    artists, and communities across our country.
        Thank you.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Gonzalez for 5 minutes.

        TESTIMONY OF HON. VICENTE GONZALEZ, A REPRESENTATIVE IN
                    CONGRESS FROM THE STATE OF TEXAS

        Mr. Vicente Gonzalez of Texas. Thank you, Chairman Graves
    and Ranking Member Larsen, for holding today's Member hearing.
        As you prepare your agenda for the second session of the
    119th Congress, I appreciate the opportunity to highlight two
    key issues affecting south Texas: modernizing local drainage
    infrastructure and ongoing efforts to construct a sea water
    desalination plant in the Corpus Christi region.
        South Texas is disproportionately prone to severe flooding
    from heavy rainstorms and hurricanes due to our landscape and
    aging infrastructure. The Raymondville Drain will improve our
    region's ability to withstand flooding by building new drainage
    channels, widening existing ones, and making additional
    improvements to approximately a 63-mile drainage system from
    Edinburg, Texas, all the way to the Laguna Madre on the coast.
        Over the last few years, south Texas has suffered multiple
    major floods that have cost our region hundreds of millions of
    dollars in damage. 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 billions of dollars to prevent the
    widespread damage of another disaster.
        For families I represent in the region, excessive rainfall
    and these dangerous floods have forced many to evacuate their
    homes and abandon their businesses while waiting to be rescued.
    For example, according to NOAA, a devastating 3-day flooding
    that we experienced last year resulted in $100 million in
    damage. This was just a short, 3-day slight flooding that we
    had. Congress must do more to effectively address the risk of
    severe flooding in communities like ours.
        Therefore, it is crucial that projects like the
    Raymondville drain continue to move forward. This was
    originally authorized in 1986. Boy, I was in high school when
    this was happening. So that's 38 years ago. I urge both this
    committee and the Army Corps to stay focused on quickly
    completing projects like the Raymondville drain to ensure they
    don't lose momentum.
        Once the Raymondville drain is completed, it will
    substantially improve stormwater management, and I urge this
    project--the insurance industry was in my office not too long
    ago, asking me how can we derisk and improve conditions so we
    can continue selling policies in places like Texas and Florida
    and others. Well, this is a project that, if we don't invest
    in, when we get a category 3 or 4, which will eventually come,
    it will cost the Government billions and billions of dollars
    for us to recover. This reminds me of the levee in New Orleans
    before that storm, that if it had been fixed at a drop-in-a-
    bucket price, would have just prevented massive devastation
    that occurred in that region. So it is an important project. It
    is something that we should be looking at from a national
    security perspective.
        Additionally, I want to talk about a desalination plant in
    the Corpus Christi region, something that you all might have
    read about recently. There is a massive water shortage in
    Nueces County, Corpus Christi, a major energy exporting port
    that we have there. We don't have the water to sustain a long-
    term economic vision in terms of energy and just sustaining
    water for the population that lives there. It was recently on
    the front page of the Wall Street Journal. This is a major
    impact and a national security issue for the country.
        This city, this small community cannot sustain this type of
    investment. We need the Federal Government to step in. For
    example, the city of Corpus Christi is currently facing a
    severe water shortage and is projected to hit a level 1 water
    emergency by November of 2026. If this happens, Corpus Christi
    will be forced to enact a mandatory 25-percent cut across the
    board in municipal water use, which will be devastating to the
    area.
        But more than anything, I want to bring attention to the
    oil and gas. It is the largest oil and gas exporting port
    outside of Houston in the country, and one in the world. It
    really requires the Federal Government to step in and fix this.
    We need potable water for the community and the population of
    Corpus, and we also need the water resources to ensure we can
    continue to export energy to the world and to sustain our
    economic viability for the region.
        I urge this committee to please pay close attention to
    these two projects. One would save hundreds of billions of
    dollars in the event of a--just a category 3 or 4 that will
    inevitably hit our State at some point in the southern part of
    the State, and then the other aspect is this energy exporting
    that will come to a halt, and it will be devastating also to
    the people that live in Corpus Christi.
        So with that, I yield back.
        [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 your agenda for the second session of the 119th
    Congress, I appreciate the opportunity to highlight two key issues
    affecting South Texas; modernizing local drainage infrastructure and
    ongoing efforts to construct a seawater desalination plant.
        South Texas is disproportionately prone to severe flooding from
    heavy rainstorms and hurricanes due to our landscape and aging
    infrastructure.
        The Raymondville Drain Project will improve our region's ability to
    withstand flooding by building new drainage 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 from multiple,
    major floods that have cost our region hundreds of millions of dollars
    in damage.
        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 to prevent widespread damage from a disaster rather than rebuild
    in its aftermath.
        For families I represent, excessive rainfall and these dangerous
    floods have forced many to evacuate their homes and abandon vehicles or
    property while waiting to be rescued.
        For example, according to the National Oceanic and Atmospheric
    Administration (NOAA), a devastating three-day flooding period in South
    Texas last year resulted in at least $100 million in damage.
        Congress must do more to effectively address the risk of severe
    flooding in communities like mine.
        Therefore, it is crucial that projects like the Raymondville Drain
    continue to move forward, originally authorized in the 1986 WRDA (Water
    Resources Development Act)--that's 38 years ago--and expanded by WRDA
    2007.
        I urge both this Committee and the Army Corps to stay focused on
    quickly completing projects like the Raymondville Drain to ensure they
    don't lose momentum.
        Once the Raymondville Drain is completed it will substantially
    improve storm water management for our region.
        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, I urge the Committee to
    consider including language authorizing the construction of this vital
    project in WRDA 2026 or any eligible vehicle.
        Additionally, I want to stress the importance of desalination
    plants for the Committee.
        Although South Texas is prone to floods, we don't have the
    infrastructure to capture and store excess floodwater for use during
    the state's frequent droughts. So, we must come up with innovative
    solutions, or we won't be able to meet demands soon.
        For example, the City of Corpus Christi is currently facing a
    severe water shortage and is projected to hit a level one water
    emergency by November 2026.
        If this happens, Corpus Christi will be forced to enact a mandatory
    25 percent cut across the board in municipal water use that will have a
    devastating impact for the area.
        To prevent this outcome, the city is currently working on several
    different desalination proposals including the Inner Harbor
    Desalination Project and the Harbor Island Seawater Desalination
    Facility.
        These projects will greatly improve South Texas' long-term water
    security and are an essential part of our region's drought-proof water
    strategy.
        As you and your colleagues on the Committee begin the process of
    crafting legislation to strengthen our national water infrastructure, I
    urge you to keep the vital importance of these desalination projects in
    mind.
        Thank you, and I yield back the remainder of my time.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Moskowitz for 5 minutes.

    TESTIMONY OF HON. JARED MOSKOWITZ, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF FLORIDA

        Mr. Moskowitz. Thank you, Mr. Chairman. I have come here
    today to talk to you about FEMA like I did last year on Member
    Day.
        Just to remind you, I was the director of emergency
    management for the State of Florida, for Governor DeSantis, a
    Republican Governor who appointed a Democrat to do the job,
    because emergency management is nonpartisan and has always been
    nonpartisan. I even met with the White House early on about the
    FEMA administrative position, further proving my commitment to
    bipartisanship when it comes to FEMA.
        I thought the President was exactly right that FEMA needed
    reform. There is no doubt that FEMA had become too
    bureaucratic, too slow, a giant grant agency, and not as
    focused on response as they were on the grant writing. They
    were doing grants for all of Homeland, well outside the
    purview. And so I thought the idea of FEMA reform was
    important. I supported the President establishing the FEMA
    Council. I thought putting a Council together to come up with
    ideas for reforms for Congress was a good idea. I was
    considered for the Council, in fact, at the time.
        But since then, Mr. Chairman, what has happened with the
    Council, with the report, and with FEMA is real bad. So the
    FEMA Council had their last meeting. They wanted to put
    together a report. The report was 160 pages long. It was going
    to include the fact that the Council wanted to recommend to
    take FEMA out of Homeland and make it an independent agency.
    Kristi Noem had that removed from the report by herself. She
    forced the Council to support that. Not only that, she took the
    report that was 160 pages and did not submit that to the White
    House. She took that and made it a 20-page report and took a
    lot of recommendations out from the Council and submitted that
    to the White House.
        You will notice the report has still not come out. Why has
    the report not come out? Because the White House has paused
    that report. The White House is the one who also paused her
    last meeting that she was supposed to chair because of what
    Kristi Noem has done with the Council.
        Now, I would proffer to you that Kristi Noem is not even in
    charge of what is going on with this. There are other people,
    SGEs, that are the ones running this program. I don't know if
    you are aware of this, but secretly they tried to move FEMA to
    Texas with little oversight. The White House became aware of
    that. They also now have a secret memo to fold FEMA into
    Homeland without congressional approval. I am getting that from
    within the Department.
        Take the State of Florida for a second. We are owed $608
    million on Alligator Alcatraz. Remember that Alligator
    Alcatraz, President Trump went and visited? The State of
    Florida has gotten zero dollars in reimbursement even though it
    was approved. The State of Florida is owed $2 billion still
    from federally declared disasters, Presidentially approved
    disasters. None of that money has come. None of it. Florida is
    not the only one; all of your States are having the same
    problem.
        Now, why are we having this problem? Secretary Noem set a
    policy that anything over $100,000 has to come to her desk. Why
    set that policy? Why? I will tell you why. Because there are
    grifters within the Department that are making money off of
    that. They want to know where the money is going. And then what
    they are doing is they are forcing States to hire certain
    lobbying firms to get that money out of the Department. There
    is dramatic criminal activity going on there. This is somewhat
    well known, by the way, in the emergency management circles, in
    State circles, in Governors' offices. This is well known
    throughout DC, but no one seems to talk about it.
        FEMA is approaching, in my opinion, to the point that it
    may become unfixable. What the President set out and was right
    to do, which was to reform FEMA. What the Secretary has allowed
    to happen on her watch is the destruction of FEMA. And that
    will come, in my opinion, that will come at the cost to red
    States more than blue States. It will come at the cost of
    poorer States than rich States. It will come at the cost of
    rural Americans, farmers. It will come at the cost of people
    that put them in power.
        And so, Mr. Chairman, as I conclude, I am deeply worried
    about what is going on at FEMA. And I ask again that this
    committee and Homeland take a larger role on saving what we
    know of FEMA.
        Thank you, and I yield back.
        [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 current Federal Emergency Management Agency (FEMA)
    policies are affecting states' ability to recover from disasters. While
    states are being asked to respond faster and shoulder greater upfront
    costs, recent changes in FEMA's reimbursement and approval processes
    have slowed the delivery of federal assistance that states and local
    governments are relying on.
        Today, states are struggling to plan ahead due to unprecedented
    delays and policy shifts at FEMA. In late 2025, FEMA postponed roughly
    $11 billion in disaster reimbursements to 45 states, shifting payments
    originally planned for fiscal year 2025 into fiscal year 2026 without a
    clear timeline for when those funds would be delivered. This decision
    created significant uncertainty for state and local governments that
    had already incurred disaster response costs and were relying on timely
    federal reimbursement to support ongoing recovery efforts. These delays
    reflect more than a one-time funding decision and point to broader
    changes in how FEMA is being administered.
        These reimbursement delays are part of a broader pattern in which
    recent Department of Homeland Security (DHS) policy changes have
    centralized decision making and slowed execution, creating obstacles
    for states during both emergency response and long-term recovery. Under
    DHS Secretary Kristi Noem, the Department instituted a directive
    requiring the Secretary's personal approval for all project
    expenditures exceeding $100,000, including routine FEMA disaster
    projects, inserting political-level review into time-sensitive
    operational decisions.
        As someone who has managed disasters at the state level, I have
    long believed that FEMA's placement within DHS slows the agency down
    and burdens it with unnecessary bureaucracy. FEMA's mission is
    operational and time sensitive, yet department wide policies and an
    increasingly politicized approval process now dictate how and when the
    agency can act. This structure reduces FEMA's flexibility, delays
    critical decisions, and leaves states waiting on reimbursements for
    costs they have already incurred. Any serious effort to improve
    disaster recovery must address these structural constraints and ensure
    FEMA can operate with the speed and focus its mission requires.
        That is why I previously introduced the FEMA Independence Act, to
    restore FEMA as a stand-alone agency with a direct line to the
    President and remove it from DHS-wide bureaucratic constraints that
    slow decision making. I appreciate that this Committee has carried that
    reform forward through the bipartisan H.R. 4669, the Fixing Emergency
    Management for Americans Act. 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. That is
    why 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.
        When disasters overwhelm state and local capacity--whether
    hurricanes, wildfires, floods, tornadoes, or extreme heat--FEMA
    provides the coordination, expertise, and resources that make recovery
    possible. Weakening the agency through structural constraints and
    policy-driven delays does not make states stronger. It leaves them
    carrying more risk, waiting longer for assistance, and less prepared
    for the next disaster.
        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.

        Mr. Ezell. The gentleman yields back. The Chair recognizes
    Representative Case for 5 minutes.

     TESTIMONY OF HON. ED CASE, A REPRESENTATIVE IN CONGRESS FROM
                          THE STATE OF HAWAII

        Mr. Case. Thank you, Chair, Ranking Member, members of the
    committee, and I really appreciate the opportunity to share my
    priorities for matters under your committee's jurisdiction for
    the remainder of the 119th Congress. Today I especially ask for
    your continued support of the U.S. Coast Guard, especially in
    terms of its critical role in the Indo-Pacific.
        Now, my home State, of course, as an ocean State, relies
    heavily on and has benefited greatly from the presence of the
    Coast Guard. We fully appreciate the Coast Guard's direct
    support of Hawaii residents through its District Oceania
    headquarters in Honolulu in performance of its statutory
    missions like search and rescue and maritime environmental
    protection. But today I would like to especially highlight the
    Coast Guard's indispensable role for our country beyond Hawaii
    throughout the broader Pacific.
        Of course, the Pacific Islands region has long held
    critical importance to our country on a number of fronts.
    However, I think we can all recognize that our engagement has
    suffered from cycles of insufficient focus, attention, and
    presence, a situation the People's Republic of China and its
    friends have been only too willing to exploit. And this, of
    course, includes the PRC's own ``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, in stark contrast, is uniquely positioned
    to advance our engagement, especially in face of rising
    tensions in the Indo-Pacific region. The Coast Guard's
    expertise lends itself particularly to 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 highly 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 ship rider
    agreements, high seas fisheries treaty enforcement,
    transnational law enforcement, search and rescue, and
    humanitarian aid. For all these reasons, the white hulls of the
    Coast Guard are 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 today the full suite of
    authorities and resources to conduct this expanding mission. As
    one response to enhance the Coast Guard's role, Congressman
    Trent Kelly and I introduced a bipartisan H.R. 3397, the
    Pacific Ready Coast Guard Act. Our bill would help our Coast
    Guard transform into one that is fully prepared 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.
        Thanks to bipartisan support of our bill, the provision
    requiring the Coast Guard to issue an annual plan for Indo-
    Pacific operations was signed into law with the fiscal year
    2026 National Defense Authorization Act after its inclusion in
    the Coast Guard Authorization Act. 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 continued consideration and
    support of our measure, and sincerely appreciate the
    committee's consideration not only of this bill but of all
    efforts to expand and improve the Coast Guard's presence in our
    critical Indo-Pacific region. Mahalo.
        [Mr. Case's prepared statement follows:]

     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, especially its
    critical role in the Indo-Pacific.
        My home state of Hawai`i relies heavily on and has benefited
    greatly from the presence of the Coast Guard. We fully appreciate the
    Coast Guard's direct support of Hawai`i residents, both generally and
    through its District Oceania headquarters in Honolulu, in performance
    of its statutory missions like search and rescue and maritime
    environmental protection. But I would like to especially highlight the
    Coast Guard's indispensable role beyond Hawai`i throughout the broader
    Pacific.
        The Pacific Islands region has long held critical importance to our
    country on a number of fronts. However, our engagement has suffered
    from cycles of insufficient focus, attention and presence, a situation
    the People's Republic of China (PRC) 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,
    especially in the face of rising tensions in the Indo-Pacific region.
    The Coast Guard's expertise lends itself particularly 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.
        For all of these reasons, the white hulls of the Coast Guard are
    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, Congressman
    Trent Kelly and I introduced H.R. 3397, the Pacific Ready Coast Guard
    Act. This bill would help our Coast Guard transform into one that is
    fully prepared 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. Thanks to bipartisan support of our bill, the
    provision requiring the Coast Guard to issue an annual plan for its
    operations in the Indo-Pacific was signed into law with the Fiscal Year
    2026 National Defense Authorization Act after its inclusion in the
    Coast Guard Authorization Act.
        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 continued 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.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Rose for 5 minutes.

     TESTIMONY OF HON. JOHN W. ROSE, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF TENNESSEE

        Mr. Rose. Thank you, Congressman Ezell. Thank you also to
    Chairman Graves and Ranking Member Larsen for holding this
    Member Day hearing.
        The reauthorization of surface transportation programs
    strengthens both national and economic security. It also gives
    States the long-term certainty they need to plan and deliver
    important infrastructure projects. With the current
    authorization expiring later this year, it is imperative that
    we work to pass a surface transportation reauthorization that
    includes commonsense policies such as emphasizing formula-based
    funding, increasing State flexibility while reducing
    administrative burdens, addressing redistribution challenges,
    and improving Build America, Buy America execution.
        For Tennesseans, funding certainty is a top priority. We
    can achieve this by prioritizing formula-based transportation
    programs over discretionary grants. These funding formulas
    should be simple, transparent, and based on factors such as
    population and lane mileage. Reliable funding allows for
    consistent progress in safety improvements, economic growth,
    and modernization of our infrastructure.
        However, formula-based funding alone is not enough. State
    flexibility is equally important. Streamlining surface
    transportation programming and consolidating duplicative
    programs will improve efficiency. States must have the ability
    to move funds across programs and split-fund projects to meet
    their unique needs. Instead of creating new mandatory programs,
    we should expand existing program eligibilities to cover supply
    chain resilience, system security, intelligent transportation
    systems, and workforce development.
        Additionally, States will have greater planning certainty
    by reducing August redistribution and maximizing formula
    dollars upfront. While the redistribution process helps ensure
    States can obligate all available funds before the fiscal year
    ends, it often requires State transportation departments to
    commit billions of dollars in a single month, in some cases up
    to $7.9 billion, making strategic planning difficult. By
    minimizing redistribution, front-loading formula funding, and
    adopting a 4-year obligation window with flexible transfer
    options, States can manage resources more efficiently and make
    smarter long-term investments.
        Next, administrative burdens must be reduced. Enforcing One
    Federal Decision principles will accelerate project delivery
    and reduce unnecessary delays. Standardizing NEPA requirements
    across transportation agencies and expanding Federal authority
    assignments to capable States will further streamline
    processes. Federal agencies should interpret legislative intent
    with deference to State departments of transportation,
    recognizing their on-the-ground expertise and their local
    insight.
        Finally, improvements to Build America, Buy America
    execution are needed to prevent project delays. Streamlining
    the rules, simplifying waiver procedures, and enhancing
    transparency in waiver reviews will bring greater consistency.
    Creating a centralized database of compliant materials and
    approved waivers will give States clarity and confidence as
    they manage federally funded projects. Together, these reforms
    will provide the certainty, flexibility, and efficiency needed
    to strengthen America's transportation network and empower
    States to deliver infrastructure that supports safety, economic
    vitality, and long-term resilience.
        Thank you again for allowing me to speak today on surface
    transportation reauthorization priorities for Tennesseans, and
    I look forward to passing a reauthorization that puts America
    first. Thank you.
        [Mr. Rose's prepared statement follows:]

     Prepared Statement of Hon. John W. Rose, a Representative in Congress
                          From the State of Tennessee
        Thank you, Chairman Graves and Ranking Member Larsen, for holding
    this Member Day hearing.
        The reauthorization of surface transportation programs strengthens
    both national and economic security. It also gives states the long-term
    certainty they need to plan and deliver important infrastructure
    projects. With the current authorization expiring later this year, it
    is imperative that we work to pass a surface transportation
    reauthorization that includes common sense policies such as emphasizing
    formula-based funding, increasing state flexibility while reducing
    administrative burdens, addressing redistribution challenges, and
    improving Build America, Buy America execution.
        For Tennesseans, funding certainty is a top priority. We can
    achieve this by prioritizing formula-based transportation programs over
    discretionary grants. These funding formulas should be simple,
    transparent, and based on factors such as population and lane mileage.
    Reliable funding allows for consistent progress in safety improvements,
    economic growth, and modernization of our infrastructure.
        However, formula-based funding alone is not enough, state
    flexibility is equally important. Streamlining surface transportation
    programming and consolidating duplicative programs will improve
    efficiency. States must have the ability to move funds across programs
    and split-fund projects to meet their unique needs. Instead of creating
    new mandatory programs, we should expand existing program eligibilities
    to cover supply chain resilience, system security, intelligent
    transportation systems, and workforce development.
        Additionally, states will have greater planning certainty by
    reducing August Redistribution and maximizing formula dollars upfront.
    While the redistribution process helps ensure states can obligate all
    available funds before the fiscal year ends, it often requires state
    transportation departments to commit billions of dollars in a single
    month, in some cases up to $7.9 billion, making strategic planning
    difficult. By minimizing redistribution, front-loading formula funding,
    and adopting a four-year obligation window with flexible transfer
    options, states can manage resources more efficiently and make smarter
    long-term investments.
        Next, administrative burdens must be reduced. Enforcing One Federal
    Decision principles will accelerate project delivery and reduce
    unnecessary delays. Standardizing NEPA requirements across
    transportation agencies and expanding federal authority assignments to
    capable states will further streamline processes. Federal agencies
    should interpret legislative intent with deference to state departments
    of transportation, recognizing their on-the-ground expertise and local
    insight.
        Finally, improvements to Build America, Buy America execution are
    needed to prevent project delays. Streamlining the rules, simplifying
    waiver procedures, and enhancing transparency in waiver reviews will
    bring greater consistency. Creating a centralized database of compliant
    materials and approved waivers will give states clarity and confidence
    as they manage federally funded projects.
        Together, these reforms will provide the certainty, flexibility,
    and efficiency needed to strengthen America's transportation network
    and empower states to deliver infrastructure that supports safety,
    economic vitality, and long-term resilience.
        Thank you again for allowing me to speak today on Surface
    Transportation Reauthorization priorities for Tennesseans, and I look
    forward to passing a reauthorization that puts America first.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Cline for 5 minutes.

    TESTIMONY OF HON. BEN CLINE, A REPRESENTATIVE IN CONGRESS FROM
                      THE COMMONWEALTH OF VIRGINIA

        Mr. Cline. Thank you, Mr. Chairman and Ranking Member, for
    holding this hearing about surface transportation
    reauthorization legislation and the important priorities that
    legislators are advocating for during their time.
        I represent a district, the Sixth District of the
    Commonwealth of Virginia, that is in dire need of modernizing
    some of its aging infrastructure, especially as Virginia
    continues to welcome new businesses and increased tourism
    during America 250.
        Most notably for the region, I represent a large part of
    the corridor that includes Interstate 81, a road that stretches
    the entirety of my district, from Frederick County in the north
    to Roanoke County in the south. With this vital roadway
    spanning six States, over 300 miles of which are in Virginia, I
    have continuously worked for improvements to I-81 and have
    testified before this committee previously to advocate for
    Federal dollars for its improvement.
        While local economies are becoming more dependent upon 81
    to bring goods to and help create jobs for our region, the
    aging road has not kept up with the demands of users since it
    was first constructed over a half century ago. Originally built
    to accommodate only 15 percent truck traffic, I-81 now averages
    over 30 percent truck traffic, and on the weekends, it could
    even get above 50 percent. Additionally, there are nearly 2,000
    crashes on 81 each year in Virginia, with more than 25 percent
    involving heavy trucks and more than 45 significant crashes a
    year, causing delays exceeding 4 hours. Current conditions are
    not only a frustration, but an economic problem and a grave
    public safety concern.
        The Virginia General Assembly has recognized the need to
    invest in this vital roadway that passes through cities and
    small towns filled with agribusiness, technology companies,
    manufacturers, tourist destinations, and more. In 2018,
    Virginia released the I-81 Corridor Improvement Plan, which
    revealed what daily users know all too well: I-81 needs to be
    improved to meet growing demands. The Commonwealth's
    improvement plan found that more than one-third of trucks and
    over $300 billion in goods are transported along the corridor
    per year. The plan also highlighted that conditions along the
    corridor are expected to continue to degrade, and by 2040, it
    is expected that there will be nearly 20 million truck trips
    carrying three-quarters of a trillion dollars' worth of goods
    every year.
        The entire Virginia section of I-81 needs to be widened to
    three lanes, along with interchange improvements to help
    address current and future traffic flows and vehicle and truck
    safety. Widening 81 provides several benefits, including
    reducing the likelihood of congestion by providing additional
    roadway capacity, decreasing clearance time of incidents and
    crashes by providing more space to clear wrecks, and reducing
    the potential for collisions by allowing vehicles to maneuver
    safely.
        While I believe that the States are best positioned to
    allocate resources for projects to repair and restore our
    roadways, we must ensure that they get the Federal funding that
    is appropriate for the repair and rebuilding of I-81, the
    economic backbone of western Virginia. That is why the
    reauthorization of programs such as the Federal-Aid Highway
    Program, a State-administered, federally assisted program, are
    so essential.
        Thank you again for the opportunity to appear before you
    today, and I look forward to working with this committee as it
    moves forward with the surface transportation reauthorization
    and other legislation this year.
        Thank you, I yield back.
        [Mr. Cline's prepared statement follows:]

    Prepared Statement of Hon. Ben Cline, a Representative in Congress From
                          the Commonwealth of Virginia
        Thank you, Mr. Chairman.
        I represent a district in the Commonwealth of Virginia in dire need
    of modernizing some of its ageing infrastructure, especially as
    Virginia continues to welcome new businesses and increased tourism
    during America250.
        Most notable for the region I represent is I-81, a road that
    stretches the entirety of my district from Frederick County in the
    north to Roanoke County in the south.
        With this vital roadway spanning six states, over 300 miles of
    which are in Virginia, I have continuously worked for improvements to
    I-81 and have testified before this committee previously to advocate
    for federal dollars for its improvement.
        While local economies are becoming more dependent upon I-81 to
    bring goods to and help create jobs for our region, the aging road has
    not kept up with the demands of users since it was first constructed
    over a half-century ago.
        Originally built to accommodate only 15 percent of truck traffic,
    I-81 now averages over 30 percent of truck traffic each day.
        Additionally, there are nearly 2,000 crashes on I-81 each year,
    with more than 25 percent involving heavy trucks and more than 45
    significant crashes a year causing delays exceeding four hours.
        Current conditions are not only a frustration but a grave public
    safety concern.
        The Virginia General Assembly has recognized the need to invest in
    this vital roadway that passes through cities and small towns filled
    with agribusinesses, technology companies, manufacturers, tourist
    destinations, and more.
        In 2018, Virginia released the I-81 Corridor Improvement Plan,
    which revealed what daily users knew all too well: I-81 needs to be
    improved to meet growing demands.
        The Commonwealth's improvement plan found that more than one-third
    of trucks and over $300 billion in goods are transported along the
    corridor per year.
        The plan also highlighted that Conditions along the corridor are
    expected to continue to degrade, and by 2040, it is expected that there
    will be nearly 20 million truck trips carrying three quarters of a
    trillion dollars' worth of goods every year.
        The entire Virginia section of I-81 needs to be widened to three
    lanes along with interchange improvements to help address current and
    future traffic flows and vehicle and truck safety.
        Widening I-81 provides several benefits, including reducing the
    likelihood of congestion by providing additional roadway capacity,
    decreasing clearance time of incidents and crashes by providing more
    space to clear wrecks, and reducing the potential for collisions by
    allowing vehicles to maneuver safely.
        While I believe that the states are best positioned to allocate
    resources for projects to repair and restore our roadways, we must
    ensure that they get the federal funding that is appropriate for the
    repair and rebuilding of I-81.
        This is why the reauthorization of programs such as the Federal-aid
    Highway Program, a state-administered federally assisted program, are
    essential.
        Thank you again for the opportunity to appear before you today and
    I look forward to working with this committee as it moves forward with
    the Surface Transportation Reauthorization and other legislation this
    year.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Randall for 5 minutes.

     TESTIMONY OF HON. EMILY RANDALL, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF WASHINGTON

        Ms. Randall. Thank you so much, Mr. Chairman and Ranking
    Member. Also, special gratitude to Chairman Graves and Mr.
    Larsen for the opportunity to testify today.
        The Bipartisan Infrastructure Law was crucial to advancing
    Washington State infrastructure projects. It boosted funding
    for ferries, invested in culvert removal projects, and improved
    community safety. I would like to share some firsthand
    perspectives from folks in Washington's Sixth on why these
    landmark investments should be preserved and strengthened in
    the upcoming infrastructure reauthorization legislation.
        Last year, I launched the bipartisan Congressional Ferry
    Caucus alongside Representatives Begich, Garamendi, and
    Malliotakis. Yesterday, the caucus hosted a roundtable with
    ferry operators from across the country as well as labor
    leaders to discuss the policies that are absolutely critical
    for Congress to include in the next reauthorization bill. I am
    excited to share that in the coming days, the four co-chairs
    will be introducing the Federal Enhancement and Revitalization
    of Reliable Infrastructure for Essential Seaways Act, or
    FERRIES Act, for short.
        The bipartisan bill significantly increases funding for the
    FTA Passenger Ferry Grant program, the Rural Ferry Grant
    program, and the Federal Highway Administration's Ferry Boat
    Program, and makes key changes to expand eligibility for ferry
    operators that serve both rural and urban communities.
        As a ferry rider myself, I know that our ferry system is in
    desperate need of improvements. When boats are taken off
    service routes, this creates significant challenges for the 20
    million-plus annual ferry commuters in Washington State. Routes
    as extensive as ours in Washington have complex needs, and
    these fixes will help all our ferry systems better compete for
    ferry funding and alleviate pressure across currently
    oversubscribed programs.
        I hear from my neighbors daily in the grocery store, at
    townhalls, and even while enjoying a Rainier and chili tots in
    the galley of the ferry about the need for a better ferry
    system. From daily work commutes and medical appointments to
    connecting with loved ones, my constituents rely on these boats
    every day, and that reliance is even more extreme in places
    like Alaska, where there are fewer highway-miles and only a
    boat or a plane can connect you. When a vessel goes out of
    service on the Bremerton-Seattle run in my district, as it did
    recently, neighbors are left to rely on a single vessel for
    their commute, making daily life unnecessarily difficult for
    those living in Kitsap County and beyond.
        We need to significantly boost investments in ferry
    services across the country, and the FERRIES Act is an
    important step in that direction. I would argue it is also the
    bare minimum of what should be included in the upcoming surface
    transportation reauthorization bill.
        We should also boost funding for the Electric Ferry Funding
    program, which will help revitalize our domestic shipbuilding
    industry while creating good-paying jobs across the country.
    Smart investments like these are not only about the
    environmental impact. They will save operations and maintenance
    dollars and future-proof vessels that could very well be in use
    for the next 50 years.
        I am also concerned with making sure we have a robust
    workforce to support the ferry industry, which requires
    creative solutions. I will take off my Ferry Caucus co-chair
    hat here and speak as a Washingtonian. Federal regulations
    require drug testing for some maritime employees in safety-
    sensitive positions, including ferry workers. We could consider
    relaxing the rules around recreational marijuana use in States
    where it is legal, as long as it is not used on the job and
    outside a certain window before their shift. Right now, you
    could drug test positive for a month or longer after using
    legal recreational marijuana in Washington and be unable to
    work as a ferry operator.
        An equally important Federal program for the Pacific
    Northwest is fish passage barrier replacement. As Ranking
    Member Larsen knows well, Washington State is under a court
    order to remove poorly designed and poorly maintained culverts
    under State-owned roads. This has become an incredible
    financial burden on the State. The fish passage programs
    created in the Bipartisan Infrastructure Law were ground-
    breaking Federal investments to help us improve our roadways
    and protect critical salmon populations that are essential to
    local Tribes and ecosystems. And I am not exaggerating when I
    say that this will impact the entirety of my district.
        [Chart.]
        Ms. Randall. I have a map here of Washington's Sixth, and
    every orange dot is the location of a culvert project, which,
    as you can see, covers the entire perimeter of the Olympic
    Peninsula, which is why I urge you to reauthorize and increase
    funding for the Bipartisan Infrastructure Law's culvert
    investments.
        Finally, I want to share with you one specific
    transportation project vital to national security. My district
    has several military equities, including Naval Base Kitsap,
    Naval Magazine Indian Island, and the U.S. Coast Guard Station
    Port Angeles. And there is a point where two State highways
    meet called Gorst. Both State highways are the only land-based
    routes to the Kitsap Peninsula and experience traffic
    congestion, safety concerns, sea level rise. While many of my
    Kitsap and Mason County constituents would love to see
    improvements because of traffic or a bad accident or the impact
    of 14,000 folks from Puget Sound Naval Shipyard getting out of
    work, it is also vital to national security. When our military
    need to move supplies or people in and out of our naval
    installations, they need those roadways to be clear, and I urge
    this committee to take up those investments.
        Thank you, and I yield back.
        [Ms. Randall's prepared statement follows:]

    Prepared Statement of Hon. Emily Randall, a Representative in Congress
                          From the State of Washington
        Thank you, Chairman Graves and Ranking Member Larsen, for the
    opportunity to testify today.
        The bipartisan infrastructure law was crucial for advancing
    Washington state infrastructure projects.
        It boosted funding for ferries, invested in culvert removal
    projects, and improved community safety.
        I'd like to share some firsthand perspectives from folks in
    Washington's 6th on why these landmark investments should be preserved
    and strengthened in the upcoming infrastructure reauthorization
    legislation.
        Last year, I launched the bipartisan Congressional Ferry Caucus
    alongside Representatives Begich, Garamendi, and Malliotakis.
        Yesterday, the caucus hosted a roundtable with ferry operators from
    across the country as well as labor leaders to discuss the policies
    that are absolutely critical for Congress to include in the next
    reauthorization bill.
        I'm excited to share that in the coming days, the four Co-Chairs
    will be introducing the Federal Enhancement and Revitalization of
    Reliable Infrastructure for Essential Seaways Act, or the FERRIES Act
    for short.
        This bipartisan bill significantly increases funding for the FTA
    Passenger Ferry Grant Program, the Rural Ferry Grant Program, and the
    Federal Highway Administration's Ferry Boat Program, and make key
    changes to expand funding eligibility for ferry operators that service
    both urban and rural communities.
        As a ferry commuter myself, I know that our ferry system is in
    desperate need of improvements. When boats are taken off service
    routes, this creates significant challenges for the 20 million plus
    annual ferry commuters in Washington state.
        Routes as extensive as ours in Washington state have complex needs
    and these fixes would help all ferry systems better compete for ferry
    funding, and alleviate pressure across currently oversubscribed
    programs.
        I hear from my neighbors daily--in the grocery store, at townhalls,
    and even while enjoying a Rainier and chili tots in the galley of the
    ferry, about the need for a better ferry system.
        From daily work commutes and medical appointments to connecting
    with loved ones, my constituents rely on these boats every day.
        When a vessel goes out of service on the Bremerton-Seattle run, as
    it did recently, my neighbors are left to rely on a single vessel for
    their commute, making daily life unnecessarily difficult for those
    living in Kitsap County and beyond.
        We need to significantly boost investments in ferry services across
    the country and the FERRIES Act is an important step in that direction.
        I'd argue it's also the bare minimum of what should be included in
    the upcoming surface transportation reauthorization bill.
        We should also boost funding for the electric ferry funding
    program--which will help revitalize our domestic shipbuilding industry
    while creating good paying jobs across the country. Smart investments
    like these will save systems operations and maintenance dollars, and
    future-proof vessels that could very well be in use of the next 50
    years.
        I'm also concerned with making sure we have a robust workforce to
    support the ferry industry--which requires creative solutions.
        Taking my official Ferry Caucus Co-Chair hat off and speaking a as
    a Washingtonian--as you know, federal regulations require drug testing
    for some maritime employees in safety-sensitive positions, including
    ferry workers.
        We could consider relaxing the rules around recreational marijuana
    use in states where it's legal, as long as it's not used on the job and
    outside a certain window before their shift.
        An equally important federal program for the Pacific Northwest is
    fish barrier replacement.
        As the Ranking Member knows well, Washington state is under a court
    order to remove poorly designed and poorly maintained culverts under
    state-owned roads. This has become an incredible financial burden on
    the state.
        The fish passage programs created in the bipartisan infrastructure
    law were groundbreaking federal investments to help us improve our
    roadways and protect critical salmon populations that are essential to
    local Tribes and ecosystems.
        And I'm not exaggerating when I say this will impact the entirety
    of my district--I have a map here of my Washington's 6th, and every
    orange dot is the location of a culvert project, which as you can see
    covers the entire perimeter of the Olympic Peninsula, which is why I
    urge you to reauthorize and increase funding for the bipartisan
    infrastructure law's culvert investments.
        Finally, I want to share with you one specific transportation
    project which is vital to national security.
        My district has several military equities including Naval Base
    Kitsap, Naval Magazine Indian Island, and US Coast Guard Station Port
    Angeles, and there's a point where two state highways meet--called
    Gorst.
        Both state highways are the only land-based route to the Kitsap
    Peninsula and experience traffic congestion and safety concerns.
        While many of my Kitsap and Mason County constituents would love to
    see Gorst Corridor improvements because so many residents have sat in
    traffic after a bad accident or when the 14,000 folks from Puget Sound
    Naval Shipyard get out of work--it's also vital to our national
    security.
        Many Navy commands in Kitsap and Jefferson Counties move their
    people and materials through the Gorst Corridor to meet their national
    security mission, with over thirty-three thousand (33,800) military and
    civilian employees reporting daily to these installations.
        The Navy has made clear that it needs it to be a resilient route in
    the event of a large earthquake, which is inevitable in our Cascadia
    subduction zone, and right now, it's not.
        Gorst is emblematic of so many communities around the country--it's
    not a bridge that's about to collapse or a sinkhole in a roadway that
    needs emergency repairs, but that doesn't make the improvements needed
    any less important.
        While Gorst is not ready to apply for funding today, we hope it
    will be over the course of this next reauthorization, which is why I
    encourage you to provide robust funding for programs like RAISE, MEGA,
    INFRA, as well as programs that support multimodal projects like Safe
    Streets for All, to help communities like mine.
        I founded the Gorst Coalition years ago with former Representative
    Kilmer and a group of local stakeholders, and we're ready to make real
    progress on this project over the next few years and the federal
    government has to be a partner.
        Thank you and I yield back.

        Mr. Ezell. The gentlewoman yields. The Chair recognizes
    Representative Carter for 5 minutes.

    TESTIMONY OF HON. EARL L. ``BUDDY'' CARTER, A REPRESENTATIVE IN
                   CONGRESS FROM THE STATE OF GEORGIA

        Mr. Carter of Georgia. Thank you, Mr. Chairman and Mr.
    Ranking Member and members of the committee. Thank you for
    allowing me to testify today at the Member Day hearing so that
    I can discuss some very important matters that I hope the
    committee will prioritize for this Congress.
        The Railroad Rehabilitation and Improvement Financing
    program is a fiscally responsible Federal credit tool that
    supports housing affordability for American families and
    commercial investments for American jobs. Structured entirely
    as repayable loans, not grants, transit-oriented development
    projects financed through the Railroad Rehabilitation and
    Improvement Financing program offers a smart way to expand
    housing and stimulate local economies.
        Currently, Federal law restricts transit-oriented
    development loans to projects within a half-a-mile radius of
    intercity rail stations. This traditional standard largely
    benefits older Northeast cities and excludes many U.S.
    communities, particularly in the South and Midwest, where most
    U.S. cities intentionally built their historic freight rail
    hubs modestly further from their downtowns. That is why I have
    introduced the CHARGE Investments Act, which is bipartisan
    legislation that brings much-needed modernization to the
    Railroad Rehabilitation and Improvement Financing program by
    addressing outdated limitations that have largely excluded
    fast-growing cities, largely in the South, and especially in
    Georgia.
        By extending eligibility for transit-oriented development
    projects to central business districts within a 2-mile radius
    of intercity rail stations so long as they are served by
    dependable transit, this legislation acknowledges the unique
    urban design of southern cities, where central business
    districts are often located at a distance from historical rail
    hubs. This policy change has important implications for housing
    development. Commercial development located near transit is
    uniquely positioned to serve visitors, business travelers, and
    residents alike. They help maximize the value of transit-
    oriented development projects by creating vibrant, accessible,
    and walkable neighborhoods that encourage both tourism and
    commerce. Yet in many cases, access to financing for such
    projects has been a limiting factor.
        The CHARGE Investments Act preserves the fiscally
    responsible foundation of the Railroad Rehabilitation and
    Improvement Financing program by maintaining loan-based
    financing and requiring at least 25 percent private or non-
    Federal investment while expanding access to cities
    unintentionally left out due to outdated eligibility
    limitations.
        Transit-oriented development projects create jobs, they
    revitalize underused urban areas, and they drive long-term
    economic growth without expanding the Federal deficit. In many
    cases, the Federal Government gets back four to five times its
    investment, thanks to growth in construction, housing,
    hospitality, and retail. This bipartisan legislation represents
    exactly the kind of practical, fiscally sound policy that
    delivers real results for American communities.
        By modernizing the Railroad Rehabilitation and Improvement
    Financing program, the CHARGE Investments Act will stimulate
    economic activity in rural towns and growing cities alike,
    ensuring some regions are not given preference over others.
        Thank you for your time and consideration of this important
    issue for my district, for my State, and for the country. I
    look forward to continuing to work with the committee to pass
    the CHARGE Investments Act, which will bring significant
    benefits to our communities.
        Thank you, Mr. Chairman, and I yield back.
        [Mr. Carter of Georgia's prepared statement follows:]

     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:
        Thank you for allowing me to testify today at this Member Day
    hearing so that I can discuss some very important matters that I hope
    the Committee will prioritize for this Congress.
        The Railroad Rehabilitation & Improvement Financing program is a
    fiscally responsible federal credit tool that supports housing
    affordability for American families and commercial investment for
    American jobs.
        Structured entirely as repayable loans--not grants--Transit-
    Oriented Development projects financed through the Railroad
    Rehabilitation & Improvement Financing program offers a smart way to
    expand housing and stimulate local economies.
        Currently, federal law restricts Transit-Oriented Development loans
    to projects within a half mile radius of intercity rail stations.
        This traditional standard largely benefits older Northeast cities
    and excludes many U.S. communities--particularly in the South and
    Midwest--where most U.S. cities intentionally built their historic
    freight rail hubs modestly further from their downtowns.
        That is why I have introduced the CHARGE Investments Act, which is
    bipartisan legislation that brings much-needed modernization to the
    Railroad Rehabilitation and Improvement Financing program by addressing
    outdated limitations that have largely excluded fast-growing cities,
    largely in the South and especially in Georgia.
        By extending eligibility for Transit-Oriented Development projects
    to central business districts within a two-mile radius of intercity
    rail stations--so long as they are served by dependable transit--this
    legislation acknowledges the unique urban design of Southern cities,
    where central business districts are often located at a distance from
    historical rail hubs.
        This policy change has important implications for housing
    development. Commercial development located near transit is uniquely
    positioned to serve visitors, business travelers, and residents alike.
        They help maximize the value of Transit-Oriented Development
    projects by creating vibrant, accessible, and walkable neighborhoods
    that encourage both tourism and commerce. Yet, in many cases, access to
    financing for such projects has been a limiting factor.
        The CHARGE Investments Act preserves the fiscally responsible
    foundation of the Railroad Rehabilitation and Improvement Financing
    program by maintaining loan-based financing and requiring at least 25%
    private or non-federal investment, while expanding access to cities
    unintentionally left out due to outdated eligibility limitations.
        Transit-Oriented Development projects create jobs, revitalize
    underused urban areas, and drive long-term economic growth without
    expanding the federal deficit.
        In many cases, the federal government gets back four to five times
    its investment, thanks to growth in construction, housing, hospitality,
    and retail.
        This bipartisan legislation represents exactly the kind of
    practical, fiscally sound policy that delivers real results for
    American communities.
        By modernizing the Railroad Rehabilitation and Improvement
    Financing program, the CHARGE Investments Act will stimulate economic
    activity in rural towns and growing cities alike, ensuring some regions
    are not given preference over others.
        Thank you for your time and consideration of this important issue
    for my district, state, and the country. I look forward to continuing
    to work with the Committee to pass the CHARGE Investments Act, which
    will bring significant benefits to our communities.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Raskin for 5 minutes.

     TESTIMONY OF HON. JAMIE RASKIN, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF MARYLAND

        Mr. Raskin. Thank you very much, Chairman Graves. It is an
    honor to be here, Mr. Stanton. And also I want to acknowledge
    Ranking Member Larsen, as well. It is a real honor.
        As you draft the bipartisan surface transportation
    reauthorization bill, I humbly but fervently ask you to include
    H.R. 2011, the bipartisan Sarah Debbink Langenkamp Active
    Transportation Safety Act to promote roadway safety. The
    legislation is named in honor of my constituent, Sarah Debbink
    Langenkamp. Sarah was a beloved wife to Dan, a mother to two
    wonderful boys, Oliver and Axel, and an accomplished American
    diplomat who had just evacuated from Ukraine in the summer of
    2022. And just after leaving that war zone, she was struck by a
    vehicle and killed while riding her bike to her kids' school in
    my district in Bethesda, Maryland, near their home just about a
    half an hour away from where we are right now.
        This catastrophe in the life of their family and our
    community is a small part of America's broader roadway safety
    crisis. Today in America, pedestrian deaths are almost the
    highest they have been in 40 years, and a record number of over
    1,160 American cyclists were killed on our roads in 2023.
    Sarah's death, along with those of thousands of other
    Americans, could have been prevented by building better
    pedestrian and cyclist safety features on roadways.
        To first address pedestrian and cyclist safety, Congress
    established the Transportation Alternatives Program as the
    primary Federal source of funding for local cycling and walking
    projects. However, despite the obvious need and expressed
    demand for such funding, large portions of TAP funds go
    unclaimed every year because the program's requirements are
    simply too burdensome and redtape-like for many, especially
    small, underserved, and rural communities.
        My commonsense legislation will streamline the process by
    which local governments acquire Federal funding to install
    safety measures for bicyclists and pedestrians on dangerous
    roadways. The Sarah Debbink Langenkamp Active Transportation
    Act is, at its core, a public safety bill. It would expand the
    definition of highway safety improvement projects to include
    more cyclist and pedestrian safety features, and it offers
    flexible financing to ensure small and rural communities can
    participate in the Transportation Alternatives Program. It
    enables more communities to install lifesaving roadway features
    that will reduce mortality rates on our roadways.
        The bill is bipartisan. It is bicameral. It is designed to
    help local governments address urgent transportation safety
    needs without, significantly, creating any new Federal
    programs, any new Federal regulations, or any new Federal
    spending.
        So we developed and worked out this straightforward
    legislative solution with technical assistance from the Federal
    Highway Administration. It features strong bipartisan support
    in both the House, where I believe my colleague, Mr. Fitzgerald
    from Wisconsin, is planning to come and testify as well, as
    well as in the Senate. It is endorsed by leading advocates for
    roadway safety across the country, such as the Safe Routes
    Partnership.
        I want to thank Congressmen Mike Thompson, my friend
    Congressman Bryan Steil, and Derrick Van Orden for co-leading
    on this important legislation. I also would like to take a
    moment to recognize Dan Langenkamp, Sarah's beloved husband,
    who is with us today, and Admiral Dirk Debbink, Sarah's father
    from Wisconsin. Both men have become active, inspirational
    champions for roadway safety, working nonstop to honor Sarah's
    blessed memory and to save American lives.
        Thank you for hosting this hearing and for inviting our
    participation, Mr. Chairman. I yield back to you.
        [Mr. Raskin's prepared statement follows:]

     Prepared Statement of Hon. Jamie Raskin, a Representative in Congress
                           From the State of Maryland
        Thank you, Chairman Graves and Ranking Member Larsen, for holding
    this hearing today.
        As you draft the bipartisan Surface Transportation Reauthorization
    bill, I ask you to include H.R. 2011, the bipartisan Sarah Debbink
    Langenkamp Active Transportation Safety Act, to promote roadway safety.
        This legislation is named in honor of my constituent, Sarah Debbink
    Langenkamp. Sarah was a beloved wife, mother, and a distinguished
    American diplomat who was evacuated from Ukraine in the summer of 2022.
    Just weeks after leaving a war zone, she was struck by a vehicle and
    killed while riding her bike to her kids' school in Bethesda, Maryland.
        This catastrophe in the life of her family and our community is a
    small part of America's broader roadway safety crisis. Today in
    America, pedestrian deaths are almost the highest they have been in 40
    years, and a record number of over 1,160 American cyclists were killed
    on our roads in 2023.
        Sarah's death, along with thousands more, could have been prevented
    by building pedestrian and cyclist safety features on roadways. To
    first address pedestrian and cyclist safety, Congress established the
    Transportation Alternatives Program (TAP) as the primary federal source
    of funding for local cycling and walking projects.
        However, despite the obvious need and expressed demand for this
    funding, large portions of TAP funds go unclaimed each year because the
    program's requirements are too onerous for many small, underserved, and
    rural communities.
        My commonsense legislation will streamline the process by which
    local governments acquire federal funding to install safety measures
    for pedestrians and bicyclists on dangerous roadways.
        The bill is bipartisan and bicameral and is designed to help local
    governments address urgent transportation safety needs without creating
    any new federal programs, any new regulations, or any new spending.
        The Sarah Debbink Langenkamp Active Transportation Act is at its
    core a public safety bill. The legislation expands the definition of
    Highway Safety Improvement Projects to include more cyclists and
    pedestrian safety features and offers flexible financing to ensure
    small and rural communities can participate in the Transportation
    Alternatives Program. It enables more communities to install life-
    saving roadway features that will reduce mortality rates on our
    roadways for drivers, cyclists and pedestrians.
        This simple legislative solution was developed with technical
    assistance from the Federal Highway Administration, features strong
    bipartisan support in both the House of Representatives and the Senate
    and is endorsed by leading advocates for roadway safety such as the
    Safe Routes Partnership.
        I'd like to thank Congressmen Mike Thompson, Bryan Steil, and
    Derrick Van Orden for co-leading this important legislation.
        I'd also like to take a moment to recognize Dan Langenkamp, Sarah's
    husband, and Admiral Dirk Debbink, Sarah's father. Both men have become
    inspirational champions for roadway safety, working nonstop to honor
    Sarah's memory and save American lives.
        Thank you for hosting this hearing and for your consideration of
    this request.
        I yield back.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Cohen for 5 minutes.

      TESTIMONY OF HON. STEVE COHEN, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF TENNESSEE

        Mr. Cohen. Thank you. I feel like homecoming. It is good to
    be back. Thank you. I served on this committee, as many of you
    know--well, you don't know entirely because I was here before
    you all were. Like, 20 years ago, right down there. And I
    enjoyed working across party lines to advance transportation
    policies that save lives, expand opportunities, and strengthen
    communities. This committee works in a bipartisan fashion. That
    is one of the great things about it. It is a little different
    than where we are in the Judiciary Committee [to Mr. Raskin].
        As the committee works on this bill, I urge you to continue
    to build on the important advancements made by the once-in-a-
    lifetime Infrastructure Investment and Jobs Act, which I was
    proud to support and see passed. My district has secured more
    than a half a billion dollars through IIJA funding, including,
    just to name a few, nearly $400 million to replace the I-55
    bridge through the Bridge Investment Program, funding to
    modernize the Memphis International Airport, RAISE grants,
    funding to protect and safeguard the Memphis flood plain, Safe
    Streets and Roads for All funding to redesign our most
    dangerous intersections, grant support to study new passenger
    rail connections, and millions more for broadband expansion and
    other critical investments across Tennessee.
        This doesn't scratch the surface of what the IIJA
    accomplished, but while building on these successes, the
    following bills are priorities that I ask you to consider.
        One is I reintroduced the Complete Streets Act with
    Representatives Auchincloss, Espaillat, Foushee, and Titus, and
    Senator Markey in the Senate. It ensures States dedicate a
    portion of Federal highway funding towards the creation of a
    Complete Streets program. While I appreciated the IIJA's
    inclusion of a 2.5-percent set-aside, our bill pushes for a 5-
    percent set-aside, which is desperately needed, especially in
    Memphis, which has the highest pedestrian fatality rate of any
    city in the United States.
        Secondly, I introduced the Don't Miss Your Flight Act with
    Representative Kustoff, who shares Shelby County with me, and
    Senators Duckworth and Blackburn to improve surface
    transportation to and from airports by using existing funding
    to incentivize the inclusion of airport connection upgrades in
    nearby highway, commuter rail, and transit projects. This bill
    especially impacts Plough Boulevard, which is an entryway to
    the airport in Memphis. It leads into the Memphis airport, and
    would greatly benefit from improvements. It is not the best
    introduction to the city, and it could be improved.
        I introduced the Safe Streets and Roads for All
    Reauthorization and Improvement Act with Representatives
    Fitzpatrick and Garcia to reauthorize the Safe Streets and
    Roads for All program through fiscal year 2031. I also led a
    fiscal year 2026 appropriations letter with 55 Members of
    Congress expressing support for that program and requesting
    full funding. With roadway fatalities still stubbornly high,
    this program must remain a cornerstone of Federal safety
    policy.
        To address accessibility issues I developed language with
    Representative Burchett--not Burchett, but Burchett--to request
    a U.S. Government Accountability Office report to identify some
    of the major issues with disability parking, placard misuse,
    and accessibility. These are routine violations of accessible
    parking spaces that obstruct wheelchair users' ability to enter
    and exit their vehicle and go about their daily lives.
        To build on the IIJA, we included schoolbus safety
    provisions and reintroduced the School Bus Safety Act with
    Senator Duckworth to implement the National Transportation
    Safety Board recommendations to require seatbelts and safety
    measures such as automatic braking and stability control, and
    to establish a grant program to help school districts upgrade
    their buses.
        I am planning to introduce the Stop Underrides Act 2.0 to
    build on the improvements that were included in that act by
    requiring rulemaking on side underride guards, directing the
    study of prevalence of crashes involving front underride
    guards, and reestablishing the Advisory Committee on Underride
    Protection.
        To continue strengthening passenger rail, I introduced the
    Federal-State Partnership for Intercity Passenger Rail
    Reauthorization Act with Representatives Titus and Scholten to
    reauthorize the Federal-State Partnership for Intercity
    Passenger Rail Program and the Corridor ID program with $7.5
    billion in fiscal years 2027 and 2031.
        I am a cosponsor of Congressman Hank Johnson's bipartisan
    Stronger Communities Through Better Transit Act to establish a
    Federal operations funding program to help transit agencies
    better match service with demand.
        And lastly, I introduced two measures to improve the woeful
    dining offerings recently implemented by Amtrak. The Train
    Furtherance of Outstanding Onboard Dining Act, Train FOOD Act,
    would require Amtrak to report annually on its progress
    implementing the Food and Beverage Working Group's
    recommendations and justify any decision not to implement them
    if they don't, and submit to GAO oversight on implementation
    status. The Train Establishment of Appetizing Table Service
    Act, Train EATS Act, to require Amtrak to maintain existing
    passenger-friendly practices, including space-available access
    to traditional dining for coach passengers, the ability to pre-
    order meals that meet dietary needs and meet USDA healthy meal
    guidelines.
        I certainly appreciate your consideration of my priorities,
    many of which have been developed with my esteemed
    Transportation and Infrastructure Committee colleagues. I look
    forward to working with the committee to deliver a bill that
    meets the needs of Memphis and communities across the Nation.
        Thank you, I miss you, and I yield back.
        [Mr. Cohen's prepared statement follows:]

     Prepared Statement of Hon. Steve Cohen, a Representative in Congress
                          From the State of Tennessee
        Chairman Graves, Ranking Member Larsen, and Members of the
    Committee, I appreciate the opportunity to present my priorities as you
    begin work on the next surface transportation reauthorization bill.
        I served on this Committee for many years and enjoyed working
    across party lines to advance transportation policies that save lives,
    expand opportunity, and strengthen communities. Transportation policy
    determines whether people can get to work safely, whether children
    arrive at school protected, whether people with disabilities can move
    freely, and whether our economy functions efficiently.
        As the Committee works on the next surface transportation
    authorization bill, I urge you to continue to build on the important
    advancements made by the once-in-a-generation Infrastructure Investment
    and Jobs Act (IIJA) which I was proud to support.
        My district has secured more than half a billion dollars through
    IIJA funding including the historic almost $400 million awarded to
    replace the I-55 bridge through the Bridge Investment Program, $50
    million to modernize the Memphis International Airport, three Safe
    Streets and Roads for All (SS4A) grants including $13.1 million to
    redesign the intersection hosting the most dangerous crossroads in
    Memphis, grant money to study the feasibility of a new passenger rail
    service to connect Memphis to Nashville, Chattanooga and Atlanta, $16.1
    million to protect Memphis's floodplain and Mississippi River
    infrastructure through the PROTECT program, several RAISE grants, and
    millions more for broadband expansion and other critical investments
    across Tennessee. These examples barely scratch the surface of what the
    IIJA accomplished.
        I hope we can build on this success and ensure communities like
    mine can continue to deliver projects that meet local needs.
        The following bills are other priorities I ask you to consider:
        I reintroduced the Complete Streets Act with Representatives
    Auchincloss, Espaillat, Foushee and Titus and Senator Markey to ensure
    states dedicate a portion of federal highway funding towards the
    creation of a Complete Streets Program. I appreciated the IIJA's
    inclusion of a 2.5% set aside, but our improved bill pushes for the
    full 5% set aside, which is desperately needed. The legislation would
    also phase in a requirement for states to incorporate Complete Streets
    elements into all new construction and reconstruction. Given that
    Memphis has the highest pedestrian fatality rate of any city in the
    U.S., this bill is still greatly needed.
        I introduced the Don't Miss Your Flight Act with Representative
    Kustoff and Senators Duckworth and Blackburn to improve surface
    transportation to and from airports by using existing funding to
    incentivize the inclusion of airport connection upgrades in nearby
    highway, commuter rail, and transit projects.
        This bill would especially impact Plough Boulevard leading into the
    Memphis Airport which would greatly benefit from improvements.
        I introduced the Safe Streets and Roads for All Reauthorization and
    Improvement Act with Representatives Fitzpatrick and Garcia to
    reauthorize the Safe Streets and Roads for All (SS4A) program through
    Fiscal Year 2031. The SS4A program provides financial support for
    planning, infrastructure, behavioral, and operational initiatives to
    prevent death and serious injury on roads and streets involving all
    roadway users. I led a Fiscal Year 2026 appropriations letter with 55
    Members of Congress expressing support for the SS4A program and
    requesting full funding. With roadway fatalities still stubbornly high,
    this program must remain a cornerstone of federal safety policy.
        In order to address accessibility issues, I have developed language
    with Representative Burchett to request a U.S. Government
    Accountability Office (GAO) report to identify some of the major issues
    with disability parking placard misuse and accessibility. There are
    routine violations of accessible parking spaces, from eligible placard
    or plateholders parking partially or fully in the access aisles, to
    people parking temporarily. These violations obstruct wheelchair users'
    ability to enter and exit their vehicle and go about their daily lives.
    The disability community has made clear that this is a persistent
    problem, and better data is essential to real enforcement and reform.
        Child safety is also essential. I reintroduced the School Bus
    Safety Act with Senator Duckworth to implement National Transportation
    Safety Board recommendations to ensure buses are equipped with seat
    belts and safety measures like automatic braking and stability control.
    The bill also establishes a grant program to help school districts
    update buses to meet these safety modifications. I appreciated the
    provisions included in the IIJA and hope we can build upon them in our
    next bill.
        I am also planning to introduce the Stop Underrides Act 2.0 to
    improve upon provisions included in the IIJA by requiring rulemaking on
    side underride guards, directing the study of prevalence of crashes
    involving front underride guards, and reestablishing the Advisory
    Committee on Underride Protection. It would also require a GAO study on
    the efficacy of the final rule of the National Highway Traffic Safety
    Administration entitled ``Federal Motor Vehicle Safety Standards; Rear
    Impact Guards, Rear Impact Protection.'' These crashes are horrific,
    and we must do more to prevent them.
        Reliable public transit is equally critical. I am a cosponsor of
    Congressman Hank Johnson's bipartisan Stronger Communities Through
    Better Transit Act to establish a federal operations funding program.
    This program would enable transit agencies to better match service with
    demand and include protections to ensure the additional funding is used
    to improve service, not to replace local funding. This bill is critical
    for the success of my district's transit system.
        Passenger rail must continue to be strengthened.
        I introduced the Federal-State Partnership for Intercity Passenger
    Rail Reauthorization Act with Representatives Titus and Scholten to
    reauthorize the Federal-State Partnership for Intercity Passenger Rail
    (FSP) Program and the Corridor ID program with $7.5 billion between
    Fiscal Years 2027 and 2031.
        Lastly, I introduced two measures to improve the woeful dining
    offerings recently implemented by Amtrak: The Train Furtherance of
    Outstanding Onboard Dining Act (Train FOOD Act) to require Amtrak to
    report annually on its progress toward implementing the Food and
    Beverage Working Group (FWBG) recommendations. If Amtrak decides not to
    implement a recommendation, it must justify that decision, including a
    cost estimate if appropriate. The bill would also require a GAO report
    on implementation status; and
        The Train Establishment of Appetizing Table Service Act (Train EATS
    Act) to require Amtrak to maintain many of the passenger-friendly
    practices it already does, including coach passengers to be able to
    access traditional sit-down dining on a space-available basis;
    Passengers to be able to pre-order meals that meet their dietary
    requirements as well as healthy meal options based on USDA guidelines;
    and an affordable food option, which is currently the cafe/lounge car.
        In closing, surface transportation reauthorization is about
    values--safety over speed, access over exclusion, and long-term
    investment over short-term fixes. Building on the success of the
    Infrastructure Investment and Jobs Act, I look forward to working with
    the Committee to deliver a bill that meets the needs of Memphis and
    communities across the nation. I certainly appreciate your
    consideration of my priorities, many of which have been developed with
    my esteemed Transportation and Infrastructure Committee colleagues.
        Thank you, and I yield back.

        Mr. Ezell. The gentleman yields. The Chair recognizes
    Representative Gluesenkamp Perez for 5 minutes.

    TESTIMONY OF HON. MARIE GLUESENKAMP PEREZ, A REPRESENTATIVE IN
                 CONGRESS FROM THE STATE OF WASHINGTON

        Ms. Perez. Thank you, Representative Ezell and Ranking
    Member Stanton. I very much appreciate your time and the
    opportunity to present today. I would like to talk on a couple
    of my priorities around the WRDA reauthorization as the
    committee begins its work on drafting.
        My district has the most number of ports west of the
    Mississippi of any other district in Congress. We are on the
    Columbia. It is integral to our logging communities, our pulp
    and paper industries. And that means that we rely on the Army
    Corps to do a solid job and to communicate clearly. And this is
    a critical thing. In this authorization bill, I am interested
    in exploring how the Army Corps measures waterborne commerce
    data when prioritizing navigation projects.
        The Corps prioritizes funding for maintenance and
    construction based on the tons of goods, but they don't include
    commercial fishing weights within that consideration, even
    though they collect it already. And so a lot of my smaller
    ports that are integral to having working waterfronts and
    continuing to have a natural resource economy that has been
    generations deep, they have the data, they don't use it, and my
    ports lose out as part of that.
        We don't want to see our ports turn into T-shirt shops and
    tattoo parlors. We want to see access to a real natural
    resource heritage economy. And so we would love to see--as
    instructed in the 2022 WRDA, GAO released a report last year
    that recommends the Corps should assess whether to incorporate
    commercial fish data into tonnage for prioritizing project
    funding.
        In addition, I support the authorization for a turning
    basin navigation improvement in my district. WRDA 2020
    authorized a feasibility study to reevaluate the Lower Columbia
    Channel improvement project turning basin for efficiencies. In
    partnerships with the Ports of Kalama and Longview, the Corps
    completed the feasibility study and received a favorable
    Chief's Report in September 2025. I support the project for
    navigation improvements and turning basins to maximize the
    efficiency.
        Outside of WRDA, I wanted to bring up this other issue I am
    not sure how many of you have heard about, but I have dealt
    with, I have heard a lot of people in my community have dealt
    with. I cannot--the rage and the confusion and the waste of one
    precious life, getting fake mailers from companies that purport
    to be representing the Federal Government on MVR and DOT
    licenses. This is a huge time waste, and it is torching public
    goodwill towards Federal agencies.
        When these companies send mailers out, they make it
    inscrutable as to whether or not they are actually a Government
    actor. And they are nickel and diming especially small
    businesses who don't have the compliance regulatory complex
    backing them up. This is a really critical issue. It is a huge
    time waster, and I would love to see some action taken that
    says that, particularly with these issues of MVR and DOT
    numbers, they need to be saying on their letters, in font not
    smaller than any other font used, that they are not a
    Government representative, and that these files can be filed
    for free on Government websites.
        So we would love to see your support. This is a big issue
    for small businesses navigating the regulatory labyrinth that
    is a real disadvantage to small actors and smaller businesses.
    And so, often these are multimillion-dollar businesses
    exploiting small family businesses. So the FMCSA needs to go
    after these companies and hold them accountable for preying on
    small business owners.
        Lastly, I spoke in front of the Energy and Commerce
    Committee about this issue last month, but I would be remiss if
    I didn't mention I support a vehicle safety title out of
    surface transportation reauthorization that includes the REPAIR
    Act. I was really excited to hear E&C's recent consideration of
    this legislation, and encourage your committee to support
    inclusion of a vehicle safety title that makes sure people have
    the right to fix their own stuff. Everybody is talking about
    affordability, but let's talk about repowering the value of
    work, not being a society of consumers, but people who have
    agency.
        When I visit shop classes saying, like, if you pay
    attention here, you are going to save tens of thousands of
    dollars, you are going to have an opportunity to be your own
    boss, to run a business, to be useful to your neighbors and
    communities, but that is predicated on the right to fix our own
    stuff.
        So I wanted to thank you both for your time and your
    consideration. And I sincerely appreciate your consideration of
    this. Thank you so much.
        [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 my priorities for Southwest
    Washington.
        I'd first like to touch on my priorities in the upcoming Water
    Resources Development Act (WRDA) reauthorization as the committee
    begins its work on drafting. My district is home to 15 ports that are
    critical economic drivers and are very dependent on the Army Corps and
    the work authorized in this legislation.
                            Commercial Fish Tonnage
        In this reauthorization bill, I am interested in exploring how the
    Army Corps measures waterborne commerce data when prioritizing
    navigation projects. The Corps prioritizes funding for maintenance and
    construction projects based on the tons of goods that pass through a
    given port, but the Corps does not include the commercial fishing data
    in those calculations, despite collecting this data. I hear from my
    small ports with significant commercial fishing activity that they are
    getting left behind in the Corps' navigation projects. As instructed in
    the 2022 WRDA, GAO released a report last year that recommends the
    Corps should assess whether to incorporate commercial fish data into
    tonnage for prioritizing project funding. This important economic
    driver should be included as the Corps prioritizes its projects.
                           Turning Basin Improvement
        In addition, I support the authorization for turning basin
    navigation improvements in my district. WRDA 2020 authorized a
    feasibility study to re-evaluate the Lower Columbia River Channel
    Improvement Project turning basins for efficiencies. In partnership
    with the ports of Kalama and Longview, the Corps completed the
    feasibility study and received a favorable Chief's Report in September
    2025. I support the project for navigation improvements in turning
    basins to maximize efficiency and safety of shipping on the Lower
    Columbia River.
                          USDOT Regulatory Compliance
        Outside of WRDA, I want to bring up another issue I've heard about
    from truckers in my district around the compliance burdens for small
    businesses to get their fleet, or even singular truck, on the road.
    I've heard about the challenges complying with the myriad of federal
    regulations necessary to get on the road, but also about the predatory
    companies that mask themselves as federal agencies to scare companies
    into ``compliance'' by paying for unnecessary trainings or for forms
    that can be filed for free. These are multi-million dollar businesses
    that prey on the backs of small business owners. FMCSA needs to go
    after these companies and hold them accountable for preying on small
    business owners.
                                   REPAIR Act
        Lastly, I spoke in front of the Energy and Commerce committee about
    this issue last month, but I would be remiss if I didn't mention that I
    support a vehicle safety title of the surface transportation
    reauthorization that includes the REPAIR Act. I am encouraged by E&C's
    recent consideration of this legislation and encourage your committee
    to support the inclusion of a vehicle safety title that makes sure
    people have the right to fix their own stuff.
        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.

        Mr. Ezell. The gentlelady yields. Representative Biggs, you
    are recognized for 5 minutes.

    TESTIMONY OF HON. ANDY BIGGS, A REPRESENTATIVE IN CONGRESS FROM
                          THE STATE OF ARIZONA

        Mr. Biggs of Arizona. Thank you, Mr. Chairman and Ranking
    Member Stanton. Chairman Ezell, thank you for having me today.
    I am going to address three issues that matter deeply to the
    people of Arizona: first, restoring our State's authority to
    manage its own HOV lane rules; number two, secure dedicated
    funding for the Arizona section of the I-11 project; and
    advancing the energy and water infrastructure our State needs
    to stay competitive.
        All three of these point to the same principle: the Federal
    Government should empower States and ensure projects that
    deliver real value and not affect them negatively. For years,
    our State had the authority to decide what vehicles qualified
    for HOV lanes, a flexibility that mattered to commuters and
    helped ease congestion in the Phoenix metro area and Tucson
    area. Arizona's traffic patterns are not Washington's traffic
    patterns. Our State knows how to manage its own roads. But last
    September, the Federal Government allowed the key provision
    governing HOV authority to lapse, stripping Arizona and every
    other State of the flexibility overnight. And every time the
    Federal Government chips away at State authority, even in small
    ways, it adds up to a larger assault on federalism.
        President Trump and Secretary Duffy understand this. They
    have been working since day one to shrink the Federal
    bureaucracy and return power to the States. And restoring
    Arizona's authority over its own HOV lanes is part of that
    effort, and it is exactly what the American people voted for
    when they elected a President committed to limited Government.
        But restoring State authority is only half the equation.
    The other half is ensuring the Federal Government focuses on
    projects that actually matter, that strengthen our economy,
    improve safety, and deliver long-term value for taxpayers. And
    that takes me to the I-11 project, which is about building a
    modern, safe, efficient highway corridor that Arizona families,
    truckers, and small businesses can rely on.
        I-11 will finally connect Phoenix and Las Vegas, the two
    largest cities in this Nation that still lack a direct
    interstate between each other. It would give Arizona the
    infrastructure we need to compete and grow in the decades
    ahead. I ask the committee to provide funding necessary to
    complete planning, design, and construction so we can finally
    get this project built. Its benefits are real, and they will be
    immediate.
        A modern interstate built to current safety standards will
    reduce crashes and save lives on roads like U.S. 93, which is
    one of the most hazardous roads in America. I-11 will
    strengthen Arizona's role as a logistics and trade hub,
    improving the movement of goods and people across the region,
    especially so much of that trucking that comes on I-40 that's
    coming from the ultra hub of Long Beach and L.A.
        I-11 will also reinforce Arizona's position as a true
    technology and semiconductor leader, a State building the chips
    and advanced technologies vital to America's economy and
    national security. By creating a modern, reliable corridor, I-
    11 will support good-paying jobs, attract private-sector
    investment, and bring new economic opportunities to rural
    communities along the route.
        Arizona has already completed a Tier 1 Environmental Impact
    Statement and secured a Federal Record of Decision establishing
    the corridor from Nogales to Wickenburg. The State has put tens
    of millions of dollars on the table for the next phase of work.
    Arizonans have waited long enough to modernize this, and I
    encourage you to do that, include the funding for this.
        But Arizona's future also depends on reliable, affordable
    energy. Right now our families pay some of the highest gas
    prices in the Nation because we are tied to California's
    shrinking refinery capacity and its aggressive regulatory
    regime, and that dependence drives up costs for every commuter
    in the country. That is why projects like the Western Gateway
    Pipeline matter. If fully built and operational, this pipeline
    would move refined fuels from Texas to Arizona and then further
    west, giving our State a stable, affordable supply of gasoline
    and diesel. It would reduce our dependence on California, lower
    energy costs for Arizona families, and strengthen the entire
    region's energy security. It is the kind of infrastructure that
    delivers real value without growing bureaucracy.
        And just as Arizona needs energy certainty, we also need
    water certainty. Long-term economic growth depends on securing
    stable, predictable water supplies. Desalination is one
    promising tool in that effort, and one proposal led by IDE
    Technologies would build a desal plant in Puerto Penasco,
    Sonora, and deliver water from the Sea of Cortez to the Phoenix
    area. The company estimates the project could provide Arizona
    with a reliable water supply for up to 100 years. We hope for
    support for this project from this committee to expedite
    building and expediting the permits necessary. We should
    evaluate these proposals carefully, but the potential is clear.
        So these are the projects that I wanted to introduce to you
    and encourage you to go forward. And I would say, Chairman
    Ezell, that gentleman sitting to your left both literally and
    figuratively, Mr. Stanton, understands these projects and the
    necessity in Arizona.
        And I have a number of articles that, if it is okay, I
    would like to submit. Would you like me to read them to you,
    sir?
        Mr. Ezell. No, no.
        Mr. Biggs of Arizona. No, please, anything but that. Thank
    you. And no, we will present those.
        Mr. Ezell. Without objection.
        [The information follows:]

       Articles About Interstate 11, Arizona HOV Lanes, and Desalination
             Projects, Submitted for the Record by Hon. Andy Biggs
        The articles are retained in committee files and are available
    online at the House of Representatives Document Repository at https://
    docs.house.gov/meetings/PW/PW00/20260114/118810/HHRG-119-PW00-20260114-
    SD002.pdf.

        Mr. Biggs of Arizona. Thank you.
        [Mr. Biggs' prepared statement follows:]

      Prepared Statement of Hon. Andy Biggs, a Representative in Congress
                           From the State of Arizona
        Mr. Chairman, members of the committee,
        Today I want to address two issues that matter deeply to the people
    of Arizona: restoring our state's authority to manage rules and
    regulations on HOV lanes and completing the I-11 interstate so Arizona
    families, workers, and small businesses finally get the modern
    transportation backbone they deserve.
        Both issues point to the same principle.
        The federal government should empower states, not micromanage them,
    and it should invest responsibly in projects that deliver real value,
    not grow bureaucracy.
        From the beginning of our Republic, the Founders understood that a
    limited federal government and strong states were essential to
    preserving liberty.
        They wrote that principle directly into the Tenth Amendment.
        The federal government can help fund construction, but the states
    would own and operate their roads. Washington would assist--not
    dictate.
        That balance has served our country well.
        But in Arizona, we've seen how quickly it can erode.
        For years, our state had the authority to decide which vehicles
    qualified for HOV lanes, including single-occupant low-emission
    vehicles that helped ease congestion for commuters.
        That flexibility mattered. Arizona's traffic patterns are not
    Washington's traffic patterns, and our state knows how to manage its
    own roads.
        But last September, the federal government allowed the key
    provision allowing the states to control their HOV lanes to lapse,
    stripping Arizona of that authority overnight.
        A small rule, perhaps, but a big message: Washington once again
    reaching into decisions that belong to the states.
        And every time the federal government chips away at state
    authority--even in small ways--it adds up to a larger assault on
    federalism.
        President Trump and Secretary Duffy understand that.
        They've been working since day one to shrink the federal
    bureaucracy and return power to the states.
        Restoring Arizona's authority over its own HOV lanes is part of
    that effort, and it's exactly what the American people voted for when
    they elected a President committed to limited government.
        But restoring state authority is only half the equation.
        The other half is making sure the federal government focuses on the
    projects that actually matter--projects that strengthen our economy,
    improve safety, and deliver long term value for taxpayers.
        And that brings me to the I-11 interstate.
        The I-11 project is about building a modern, safe, efficient
    highway corridor that Arizona families, truckers, and small businesses
    can rely on.
        It's about connecting Phoenix and Las Vegas--two major American
    cities that still do not have a direct interstate between them.
        And it's about giving Arizona the infrastructure we need to compete
    and grow in the decades ahead.
        I ask that the committee consider a funding necessary to provide
    the Arizona Department of Transportation with the resources needed for
    planning, design, and construction so we can finally get this project
    built.
        The benefits for Arizona and the entire south-west corridor are
    real and immediate.
        A modern interstate built to current safety standards will reduce
    crashes and save lives on roads like US-93, which carries far more
    traffic than it was ever designed for.
        I-11 will strengthen Arizona's role as a logistics and trade hub,
    improving the movement of goods and people between Phoenix, Las Vegas,
    Mexico, and the broader West.
        It will support good paying jobs, attract private sector
    investment, and bring new economic opportunities to rural communities
    along the corridor.
        And this isn't a speculative project.
        Arizona has already completed a Tier 1 environmental impact
    statement and secured a federal record of decision establishing the
    corridor from Nogales to Wickenburg.
        The state has put tens of millions of dollars on the table to
    advance the next phase of work. Arizona has skin in the game. Arizona
    has done the homework.
        And Arizonans have waited long enough for Washington to modernize
    this route.
        So whether we are talking about restoring Arizona's authority over
    its own HOV lanes or completing the I-11 interstate, the principle is
    the same: a limited federal government that respects state leadership
    and invests responsibly in projects that deliver real value for
    taxpayers.
        That is the federalism the Founders envisioned.
        And that is the approach President Trump is restoring--a federal
    government that does its job, does it well, and stays in its lane.
        I urge my colleagues to support both efforts: restore Arizona's
    authority to manage its own roads, and help us finish I-11 so our state
    can continue to grow, compete, and lead.
        Thank you, and I yield back.

        Mr. Ezell. Okay, Representative Flood----
        Mr. Stanton. Real quick, I have a quick----
        Mr. Ezell. Oh, go ahead.
        Mr. Stanton. Thank you very much, Congressman Biggs, for
    addressing those important issues, particularly the HOV lane
    and I-11. That is something that we can really work on in a
    bipartisan way, because it is a very high priority for our
    State.
        And I will let you know--and I think I have talked on the
    floor, et cetera--Congressman LaLota and I do have a bill, a
    bipartisan bill--probably could be on suspension, we need the
    Speaker to get it on the floor--dealing with the HOV lane
    decisionmaking at the State level. So I want you to know it is
    ready to go as soon as it gets on the crowded suspension
    calendar.
        Mr. Biggs of Arizona. I appreciate your work on these
    issues, Mr. Stanton, and I will also nag at the leadership to
    bring that forward as quickly as possible. Thank you.
        Mr. Stanton. You nag? I am shocked that----
        Mr. Biggs of Arizona. Urge.
        Mr. Stanton. Urge.
        Mr. Biggs of Arizona. Urge.
        Mr. Stanton. Advocate, yes.
        Mr. Ezell. Mr. Flood, it's all yours.

    TESTIMONY OF HON. MIKE FLOOD, A REPRESENTATIVE IN CONGRESS FROM
                         THE STATE OF NEBRASKA

        Mr. Flood. Thank you, Acting Chairman Ezell and Acting
    Ranking Member Stanton, and all the members of the committee. I
    am grateful for the opportunity to highlight an important
    project in Nebraska's First Congressional District.
    Specifically, I would like to call your attention to the
    proposed Lincoln East Beltway. It is located in the capital
    city of Nebraska and is also located in Lancaster County, proud
    home to the University of Nebraska and, most importantly, where
    300,000 Nebraskans live.
        The Lincoln East Beltway is a proposed new highway corridor
    on the east side of the Lincoln metro area, spanning 13 miles
    from the existing Lincoln South Beltway to I-80. This project
    involves the development of a four-lane divided freeway that
    would alleviate congestion, improve connectivity, support
    regional growth, and improve safety in the Lincoln 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
    Metro Planning Organization 2025-2028 Transportation
    Improvement Plan.
        On January 23, 2007, the city of Lincoln and Lancaster
    County entered into an agreement with the Nebraska DOT and the
    Federal Highway Administration to prepare a preliminary design
    and to file corridor protection plans for this beltway. The
    Nebraska corridor protection statute provides an important tool
    for responsible planning. Since its inception, the city of
    Lincoln and the county have 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.
        These transportation options are vital to keeping the city
    of Lincoln economically competitive, and physical
    transportation infrastructure is important and it is integral.
    It is a 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 South Beltway is complete
    using almost entirely State dollars with some help, thanks to
    Senator Fischer in the Senate, the Lincoln East Beltway remains
    the final, uncompleted portion of the expressway system around
    the city. In anticipation of completing this project, Lincoln
    has invested millions of dollars in securing the east beltway
    corridor for future development to ensure the continued
    economic growth. Federal investment is critical to realize the
    completion of this expressway.
        Once complete, it will see anywhere from 14,000 to 28,000
    vehicles per day. The east beltway will provide an alternate
    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 and improve safety. It will alleviate congestion,
    provide Nebraskans better access to I-80, and reduce traffic
    accidents.
        This project has been a vision for local leaders for 100
    years. Lincoln is one of the last remaining cities in this
    country of its size that does not have a loop highway that
    encircles it. City, county, State, and Federal leaders have all
    been working towards this. This is one of my top priorities. I
    am working through the appropriations process and through the
    upcoming Surface Transportation Reauthorization Act to direct
    Federal support to this priority transportation corridor in our
    capital city.
        I will leave you with this. In any study, Lincoln,
    Nebraska, is one of the best places to raise a family. It is a
    hub of industry, of education, of research. It is the capital
    city. It is home to our entire State government apparatus, and
    it is growing with good people. As people move into Omaha and
    they move into Lincoln, the one thing Lincoln is missing is a
    loop around it. And when we have it, our economy thrives even
    more, our safety improves, and the quality of life for the
    people that call this community home improves. And we would
    like a partnership with the Federal Government.
        With that, I thank you for the time, your attention, and I
    yield back.
        [Mr. Flood's prepared statement follows:]

      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.
        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 side of the Lincoln metropolitan area, spanning 13 miles from the
    existing Lincoln South Beltway to 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. 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.
        Once complete, this project will redirect between 14,000 and 28,000
    vehicles per day from city streets and county roads. 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.
    It will alleviate congestion, provide Nebraskans better access to
    Interstate 80 and reduce traffic accidents. 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 Lancaster County.
        This project has been a vision for local leaders for nearly 100
    years. Lincoln is one of the last remaining cities of its size that
    doesn't have a loop highway that encircles it. City, county, state and
    federal leaders have all been working towards finding a solution that
    gets the project across the finish line. I am avidly working through
    the appropriations process and through the upcoming Surface
    Transportation Reauthorization Act to direct federal support to this
    priority transportation corridor in Nebraska's capital city.
        Thank you for this opportunity to highlight the future 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.
    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        Ms. King-Hinds [presiding]. Thank you very much,
    Representative Flood. Now moving on to Representative Sorensen.

     TESTIMONY OF HON. ERIC SORENSEN, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF ILLINOIS

        Mr. Sorensen. I want to begin by thanking Chairman Graves,
    Ranking Member Larsen, to Ms. King-Hinds and Mr. Stanton for
    welcoming me to your committee and talk about Water Resources
    Development Act of 2026.
        For every American, WRDA represents one of the best Federal
    opportunities to respond to protect our waterways and support
    clean water and healthy ecosystems in our communities.
        I am proud to represent the 17th District of Illinois. I
    like to say that my district is on the west coast of Illinois,
    because we are on the great Mississippi River. It is home to
    John Deere and many farms and agribusinesses that rely on the
    Mississippi to move their goods quickly and efficiently into
    the global market. The Army Corps of Engineers and local
    communities along the river work hand in hand to maintain and
    upgrade the locks and dams, as well as other essential
    infrastructure--essential, considering that much of this
    infrastructure dates back to the 1940s.
        Last year, I joined my fellow colleagues, Congresswoman
    Budzinski and Senators Baldwin, Duckworth, Durbin, Klobuchar,
    and Smith in submitting a funding request for the Navigation
    and Ecosystem Sustainability Program, or NESP, to the
    Appropriations Committee. I was proud to see the program funded
    at $18 million in the drafted energy and water appropriations
    bill.
        My district is home to dozens of drinking water and
    wastewater agencies that serve the people of central and
    northwestern Illinois. These agencies are in desperate need of
    funding to support necessary upgrades and repairs to serve the
    people. For this reason, I am pleased that the committee will
    accept environmental infrastructure requests for WRDA. The need
    for these critical authorizations, especially in rural small
    hometowns, is clear.
        For example, South Pekin, Illinois, a village in my
    district with a population less than 1,000, received an EPA
    violation due to dangerous levels of manganese in their water.
    High manganese exposure in drinking water is linked to
    cognitive impairments and behavioral problems in babies and
    children. The village must construct a manganese filter plant
    to address the contamination, which will cost more than $18
    million. In a town less than 1,000, they can't absorb the costs
    without financial support. Otherwise, utility bills will go up
    by $52 a month.
        In Rock Island, the Big Island River Conservancy District
    must replace a levee gate well and culvert which is at the
    brink of disaster, of failing. To this day, the Army Corps uses
    this levee system to train its incoming personnel. With a
    population of less than 300, this tiny little jurisdiction does
    not have the option of taxing themselves out of the situation.
    Should the levee fail, the consequences will be devastating.
    Their homes in the nearby village of Milan, where emergency
    services for the region are located, will be under water.
        WRDA authorizations ensure these critical, high-priority
    projects are strategically well positioned to receive Federal
    funding in the future. I encourage this great committee to
    prioritize these important projects, and I look forward to
    submitting these, as well as other worthy projects, for
    immediate consideration. I appreciate the opportunity to
    testify here today before the committee on matters that
    directly affect my neighbors in Illinois 17.
        I yield back. Thank you.
        [Mr. Sorensen's prepared statement follows:]

    Prepared Statement of Hon. Eric Sorensen, a Representative in Congress
                           From the State of Illinois
        I want to begin by thanking Chairman Graves and Ranking Member
    Larsen for convening this hearing and for welcoming member testimony as
    you craft the Water Resources Development Act of 2026.
        For every American, WRDA represents one of the best federal
    opportunities to respond to disasters, protect our waterways, and
    support clean water and healthy ecosystems.
        I am proud to represent the 17th district of Illinois. My district
    sits along the upper Mississippi River and is home to dozens of
    agribusinesses and farmers that rely on the Mississippi to move their
    goods to the global market.
        The Army Corps of Engineers and local communities along the river
    work hand in hand to maintain and upgrade the locks and dams as well as
    other essential infrastructure. Last year, I joined my fellow
    colleague's Rep. Budzinski and Senators Baldwin, Duckworth, Durbin,
    Klobuchar, and Smith in submitting a funding request for the
    Navigational Ecosystem Sustainability Program, or NESP, to the
    Appropriations Committee. I was proud to see this program funded at $18
    million in the drafted Energy and Water appropriations bill.
        Part of the Bipartisan Infrastructure Law was intended to fund the
    construction on Lock and Dam 25 and six other projects to completion.
    However, the funding is not sufficient to cover the full costs. Without
    additional clarification from Congress, completion of these products
    will be delayed, as local funding sources cannot bridge the gap. I urge
    the Committee to include language in the upcoming WRDA to clarify that
    all seven projects be fully federally funded as intended under the
    Bipartisan Infrastructure Law.
        My district is home to dozens of drinking water and wastewater
    agencies that serve the people of Central and Northwestern Illinois.
    These agencies are in desperate need of funding to support necessary
    system upgrades and repairs to protect the communities they serve. For
    this reason, I am pleased that the Committee will accept Environmental
    Infrastructure requests for WRDA.
        The need for these critical authorizations--especially in rural
    regions--is clear.
        For example, South Pekin, a village in my district with a
    population of less than 1,000, received an EPA violation due to the
    dangerous levels of manganese naturally occurring in their water. High
    manganese exposure in drinking water has been linked to lower IQ
    scores, cognitive impairments, and behavioral problems in babies and
    children. The village must construct a manganese filter plant to
    address the contamination which will cost them over $18 million. This
    small village cannot absorb these costs and without any financial
    support, households will see their water bill increase to an additional
    $52 per month until the project is funded.
        In Rock Island, the Big Island River Conservancy District must
    replace a levee gatewell and culvert which is at the brink of failing.
    With a population less than 100, this tiny jurisdiction doesn't have
    the option to tax themselves out of this situation. Should the levee
    fail, their homes will be underwater.
        WRDA authorizations ensures these critical, high-priority projects
    are strategically well-positioned to receive federal funding in the
    future.
        I look forward to submitting these and other worthy projects for
    consideration.
        I appreciate the opportunity to testify before the Committee on
    matters that directly affect the families and communities of Illinois'
    17th district.

        Ms. King-Hinds. Thank you, Representative Sorensen. Moving
    on to Representative Simon.

    TESTIMONY OF HON. LATEEFAH SIMON, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF CALIFORNIA

        Ms. Simon. Thank you. Thank you, Chair Graves and Ranking
    Member Larsen, and all the Members here to hear us out today.
        Six months ago, I shared with this committee my experiences
    as a transit-dependent woman and how they shaped my commitment
    to safe, accessible, and affordable public transportation. For
    millions of Americans, public transportation is not optional.
    It is how we get to work, to school, to medical care, and back
    home again. Transit access, as a woman with low vision, born
    with cognitive low vision, shaped my life. I have never driven
    a car. This is why I care so deeply about making transit,
    public transit, throughout the country safe and reliable for
    every rider.
        During my time as an elected member of Bay Area Rapid
    Transit board of directors, rider and operator safety was
    always my concrete and top priority. It was this focus on
    safety that led me to create and champion the first of its
    kind, the first-in-the-Nation Transit Ambassador program for
    any railway, a visible unarmed worker presence to deter low-
    level incidents and to de-escalate quality-of-life, low-crime
    situations.
        Transit ambassadors are a cost-effective way to protect
    operations, reduce violence, and build rider confidence. The
    results speak for themselves. Last year, crime on Bay Area
    Rapid Transit dropped 17 percent, violent crime dropped 23
    percent, even while ridership increased 2.6 million trips. Last
    spring, I rode from the 19th Street BART station to the
    Fruitvale Station in my congressional district to see the
    ambassadors in action, and riders told me that they felt safer
    because they can see someone who is there to help and not just
    arrest.
        That is why I recently introduced the Rapid Intervention
    and Deterrence for Enhanced Rider, or RIDER, Safety Act. This
    bill would help transit agencies nationwide establish similar
    ambassador programs.
        To be clear, ambassadors do not replace transit police.
    They work alongside sworn officers. But staffing shortages are
    real, and they mean officers cannot always respond quickly to
    nonemergency threats. Without dedicated engagement roles, minor
    issues can escalate, putting riders and operators at risk.
        I am proud this legislation has the support of unions and
    transit operators alike throughout the country, and I would
    urge this committee to include the RIDER Safety Act in your
    upcoming surface transportation reauthorization.
        And I will yield back.
        [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, Ranking Member Larsen, and members of this
    Committee, for the opportunity to testify today. Six months ago, I
    shared with you my experiences as a transit-dependent woman, and how
    they shaped my commitment to safe, accessible, and affordable public
    transit. For millions of Americans, transit is not optional. It is how
    we get to work, to school, to medical care, and back home again.
        Those trips shaped my life, and they are why I care so deeply about
    making transit safe and reliable for every rider. During my time
    serving on the Board of the Bay Area Rapid Transit, rider and operator
    safety was always a top priority. It was this focus on safety that led
    me to champion the first-in-the-nation Transit Ambassador program,
    providing a visible, unarmed worker presence to deter low-level
    incidents and de-escalate situations. Transit Ambassadors are a cost-
    effective way to protect operators, reduce violence, and build rider
    confidence without over-policing. The results speak for themselves:
    last year, crime on BART dropped 17 percent, violent crime dropped 23
    percent, even while ridership increased by 2.6 million trips.
        Last spring, I rode from the 19th Street station to the Fruitvale
    station in my Congressional District to see Ambassadors in action.
    Riders told me they feel safer because they see someone who can help,
    not just arrest. That's why I recently introduced the Rapid
    Intervention and Deterrence for Enhanced Rider, or ``RIDER,'' Safety
    Act. This bill would help transit agencies nationwide establish similar
    Ambassador programs. To be clear, Ambassadors do not replace transit
    police. They work alongside sworn officers. But staffing shortages mean
    officers cannot always respond quickly to non-emergency threats.
    Without dedicated engagement roles, minor issues can escalate, putting
    riders and operators at risk. I am proud this legislation has the
    support of unions and transit operators alike, and I urge this
    Committee to include H.R. 6069, the RIDER Safety Act in the upcoming
    Surface Transportation Reauthorization.
        Another priority I would like to address is affordability.
    Affordable housing and public transit are deeply connected. BART's
    transit-oriented development program has provided relief for low-income
    families, delivering more than 4,000 housing units, including
    affordable units, across 15 stations. These projects don't just create
    homes; they drive local economic growth. Every 100 units built on BART
    property generate roughly 450 direct and indirect jobs. 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 reduce emissions and connect families to the future they deserve.
        Finally, accessible transit is critical. Today, individuals with
    disabilities have very limited flexibility when requesting paratransit
    services. That lack of flexibility limits independence and opportunity.
    I want to work with this Committee to ensure same-day paratransit
    services are supported. I'll close with this: mobility is a human
    right. It's how we get to work, to school, to medical appointments, and
    to each other. I was sent to Congress to fight for working families,
    and that fight starts with making sure they can get where they need to
    go safely, affordably, and reliably.
        Thank you, and I yield back.

        Ms. King-Hinds. Thank you, Representative Simon.
        Mr. Stanton. Thank you. Good stuff.
        Ms. King-Hinds. Hafaloha. Moving on to Representative
    Tokuda.

    TESTIMONY OF HON. JILL N. TOKUDA, A REPRESENTATIVE IN CONGRESS
                        FROM THE STATE OF HAWAII

        Ms. Tokuda. Aloha. Mahalo, Congresswoman King-Hinds,
    Congressman Stanton for presiding over today's Member Day
    hearing. I represent Hawaii's Second Congressional District,
    the entire Hawaiian Archipelago.
        From Hawaii Island to Kaua`i and everything in between,
    transportation is not a convenience; it is a lifeline. For
    rural communities like ours, multimodal transportation
    systems--air, ferry, marine, and surface--are the gateways to
    what is possible. When they work, people can reach the doctor,
    students can get to school, businesses can move goods from one
    place to another, and families can stay connected. But when
    they fail, opportunity shuts down.
        Transportation challenges in Hawaii aren't about shaving
    minutes off of a commute; they determine whether a kupuna can
    make a medical appointment or the food, fuel, and medicine
    arrive on time, and whether people are stranded with no way in
    or out. And that is why I continue to push to strengthen the
    Essential Air Service program.
        Earlier last year, the carrier serving all four of Hawaii's
    EAS routes grounded its entire fleet without warning for weeks.
    Overnight, Lana'i, Hana, Kamuela, and Kalaupapa were cut off.
    No flights, no backup, no aircrafts, no answers. The
    consequences for our communities were almost immediate: missed
    medical care, lost jobs, delayed Government services, people
    putting children on fishing boats to get to the emergency room,
    residents literally stranded on their islands with no
    alternative transportation.
        And Hawaii is not unique in these types of situations.
    Rural communities across the country face the same risks when
    EAS carriers fail to plan for disruptions. That is why I
    introduced the bipartisan EAS Reliability Act to require
    contingency planning for nonweather-related disruptions to
    Essential Air Services. It is a commonsense fix. No program
    expansion, no new funding. This bill would improve
    accountability, reliability, and ensure that the Federal
    investment in EAS delivers on the promise of connectivity for
    rural communities, this connectivity that they rely on.
        And I would like to thank Congresswoman King-Hinds and
    Congressman Begich for co-leading on this legislation and for
    being members of this committee. Thank you for the
    collaboration and the support. We all know what it is like to
    live in rural island communities.
        Last month, we submitted a letter to the T&I Committee
    leadership highlighting the importance of the EAS Reliability
    Act and requesting its consideration in an upcoming markup.
    That letter is included in my written testimony. I respectfully
    ask the committee to take up our bill to improve the
    reliability of EAS for rural and remote communities across the
    country.
        I also wanted to highlight two priorities for the surface
    transportation reauthorization bill.
        First, we must fix the Ferry Service For Rural Communities
    Program. Hawaii is a noncontiguous island State with no
    connecting roads, yet current eligibility rules make it nearly
    impossible for us to participate. Allowing local governments to
    apply directly and adjusting distance requirements would help
    rural island communities build interisland ferry service and
    create desperately needed redundancies to ensure access for all
    of our people.
        Second, I support establishing a Hawaii Marine Highway
    System modeled after Alaska. Hawaii and Alaska share isolation,
    reliance on marine transport, and severe consequences when
    these systems fail, yet only Alaska currently has parity in how
    Federal-aid highway funds can be used for marine highways.
    Hawaii deserves the same support. My proposal would bring
    parity to Hawaii and allow Federal highway funds to be used for
    interisland shipping infrastructure.
        Finally, I want to raise the issue of air traffic
    controller pay. Air traffic controllers create opportunity for
    all of us by making air travel safe, reliable, and possible,
    especially in a place like Hawaii, where aviation is a
    lifeline. We owe them that same commitment. During the
    shutdown, I spoke with controllers across my State, and their
    biggest concern wasn't just the disruption, it was pay that no
    longer reflects the complexity of their work or the
    professionalism that it demands. Too many can't afford to live
    where they serve. When pay falls behind, we risk losing talent
    and compromising safety. But when we get it right, we create
    opportunity for our controllers to care for their families, buy
    a home, and build a future in the communities that depend on
    them.
        Thank you again for your service, for all that you do.
    Mahalo for this opportunity to testify, and I look forward to
    working with each and every one of you to ensure transportation
    systems truly serve rural and remote communities like ours, and
    keep doors of opportunity open.
        Thank you. I yield back.
        [Ms. Tokuda's prepared statement follows:]

    Prepared Statement of Hon. Jill N. Tokuda, a Representative in Congress
                            From the State of Hawaii
        Thank you, Chairman Graves and Ranking Member Larsen, for holding
    today's Member Day hearing.
        I represent Hawai`i's Second Congressional District, which spans
    the entire Hawaiian Archipelago.
        From Hawai`i Island to Kaua`i and every neighbor island in between,
    transportation isn't a luxury, it's a lifeline for my constituents. For
    our island communities, transportation challenges go far beyond
    congestion or commute times.
        They determine whether a kupuna (a senior) can get to a doctor's
    appointment, whether families can stay connected, and whether essential
    goods like food, fuel, and medicine can move reliably, safely, and
    affordably between communities.
                              EAS Reliability Act
        This is one of the reasons why I continue to advocate for
    strengthening the Essential Air Service (EAS) program. EAS ensures
    rural and remote communities stay connected to the national air system.
    But when EAS falters, the consequences are immediate and severe.
        Earlier this year, the carrier serving all four of our EAS routes
    in Hawai`i grounded its entire fleet without warning. Communities like
    Lana`i, Hana, Kamuela, and Kalaupapa were suddenly cut off. No flights,
    no backup aircraft, and no clear timeline for restoration.
        For residents, that meant missed medical appointments, lost
    workdays, delayed government services, and people literally stranded on
    islands with no other way out.
        And Hawai`i is not unique. Communities across the country have
    experienced similar disruptions when EAS carriers fail to manage risks
    and plan ahead for when things go wrong.
        That is why I introduced the bipartisan EAS Reliability Act which
    would require carriers to have contingency plans for non-weather-
    related service disruptions. This is a commonsense fix. It does not
    expand the program or increase government spending. It simply
    strengthens accountability, improves reliability, and helps ensure that
    the federal investment in EAS delivers the connectivity rural
    communities depend on.
        I want to thank Congressman Begich, my co-lead for this bill and a
    member of this Committee, for working with me on this legislation. Last
    month, we also sent a letter highlighting the importance of this
    legislation and asking T&I Committee leadership to include the EAS
    Reliability Act in any upcoming markup. A copy of that letter is
    included with this written testimony. I respectfully ask the Committee
    to take up our bill so we can improve EAS for rural and remote
    communities across the country.
               Surface Transportation Reauthorization Priorities
        I also wanted to take this opportunity to highlight two important
    programs included in my requests to this Committee for the Surface
    Transportation Reauthorization bill.
        First, we must reauthorize and improve the Ferry Service for Rural
    Communities Program. Hawai`i is a non-contiguous island state with no
    connecting roads between islands. Yet current distance and eligibility
    requirements for this federal Ferry program make it nearly impossible
    for Hawai`i to utilize.
        I am advocating to allow local governments to participate directly
    in the program and to reduce the required sailing distance for non-
    contiguous states and territories. These changes would help rural
    island communities like those I represent develop inter-island ferry
    service and create much-needed transportation redundancy.
        Second, I support the creation of a Hawai`i Marine Highway System,
    modeled on the Alaska Marine Highway System. Alaska and Hawai`i face
    similar challenges: geographic isolation, dependence on marine
    transportation, and high costs when systems fail. Yet only Alaska
    currently has parity in how federal-aid highway funds can be used for
    marine highways.
        My proposal would give Hawai`i the same support by allowing federal
    highway funds to be used for inter-island shipping infrastructure.
                        Pay for Air Traffic Controllers
        Lastly, I want to highlight the impact of inadequate pay for Air
    Traffic Controllers. During the recent government shutdown, I met with
    ATCs across Hawai`i. Setting aside the impacts of the shutdown, the
    concern I heard most was the inadequacy of the ATC pay scale.
        Simply put, ATC pay is not keeping up. A growing number of
    controllers can't afford to buy a house where they work, and this
    problem is especially pronounced in Hawai`i.
        I hope to work with this Committee to review controller
    compensation and ensure this profession can continue to attract the
    best and brightest.
                                   Conclusion
        Mahalo again for the opportunity to testify before this committee.
    I look forward to working with you to deliver for Hawai`i and other
    rural and remote communities across the country.

    Letter of December 5, 2025, to Hon. Sam Graves, Chairman, and Hon. Rick
    Larsen, Ranking Member, Committee on Transportation and Infrastructure,
     from Hon. Jill N. Tokuda and Hon. Nicholas J. Begich III, Members of
           Congress, Submitted for the Record by Hon. Jill N. Tokuda
                                                      December 5, 2025.
    The Honorable Sam Graves,
    Chairman,
    House Committee on Transportation and Infrastructure, 1135 Longworth
            House Office Building, Washington, DC 20515.
    The Honorable Rick Larsen,
    Ranking Member,
    House Committee on Transportation and Infrastructure, 2163 Rayburn
            House Office Building, Washington, DC 20515.
        Dear Chairman Graves and Ranking Member Larsen:
        We respectfully request that H.R. 4246, the Essential Air Service
    Reliability Act of 2025, be considered in the upcoming markup in the
    House Committee on Transportation and Infrastructure.
        Rural and remote communities in Alaska, Hawai`i, and across the
    country depend on the Essential Air Service (EAS) program as a
    lifeline. Yet recent events have underscored the vulnerability of these
    communities when EAS carriers lack adequate contingency plans. In
    Hawai`i, the unexpected grounding of an entire fleet of aircraft in
    January 2025 left residents on neighbor islands stranded for extended
    periods of time with no alternative modes of transportation to access
    critical healthcare services. Similar risks exist in many rural regions
    where EAS provides the only reliable means of connecting residents to
    essential services that are otherwise inaccessible.
        The bipartisan Essential Air Service Reliability Act addresses this
    urgent and ongoing challenge by requiring EAS carriers to include
    contingency plans for maintenance issues and other non-weather-related
    disruptions as part of their competitive applications. This bill would
    strengthen EAS reliability, enhance safety, and ensure that the EAS
    program fulfills its intended purpose of keeping rural communities
    connected. Timely action on this bill is essential to prevent future
    service outages that place vulnerable residents in our districts at
    risk.
        We appreciate your attention to this matter and your continued
    leadership in strengthening our nation's aviation system and protecting
    the connectivity of underserved communities. We and our staff, Will
    Cantrell and Keaton Whittaker, stand ready to answer any questions.
    Thank you for your time and consideration.
                Sincerely,
    Jill N. Tokuda,
      Member of Congress.
    Nicholas J. Begich III,
      Member of Congress.

        Mr. Stanton. Mahalo.
        Ms. King-Hinds. Thank you for that, Representative Tokuda.
    Moving on now to Representative Sherman.

     TESTIMONY OF HON. BRAD SHERMAN, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF CALIFORNIA

        Mr. Sherman. First, I want to thank you for spending the
    time here, an endless parade of our colleagues with an endless
    parade of needs for their district. The fact that you are doing
    very important work is demonstrated by the fact that we are all
    here, and you will have several more panels to go.
        I want to thank you for, over the years, providing money
    for transportation for the State of California. And my number-
    one ask is that you fully fund the Capital Investment Grants
    program.
        I would request that we would enter for the record a
    position paper of the Los Angeles County Metro on your surface
    transportation authorization bill.
        Ms. King-Hinds. Without objection.
        [The information follows:]

      Report entitled, ``U.S.A. Build Initiative: Surface Transportation
         Authorization Bill,'' by the Los Angeles County Metropolitan
    Transportation Authority, Submitted for the Record by Hon. Brad Sherman
        The report is retained in committee files and is available online
    at the House of Representatives Document Repository at https://
    docs.house.gov/meetings/PW/PW00/20260114/118810/HHRG-119-PW00-20260114-
    SD003.pdf.

        Mr. Sherman. And for those of you who want to read it in
    color, I have extra copies.
        First and foremost is the Sepulveda Pass. This is, I think,
    the most congested roadway in America. It is the freeway that
    is famous for congestion since Johnny Carson was making jokes
    about it. We are talking about 400,000 people going through
    that pass, a narrow pass through the Santa Monica Mountains,
    and we are talking about 59 hours per year of lost life. Not
    even lost life: hell-on-Earth life, being stuck in the
    Sepulveda Pass.
        And now we have the answer. The staff of the MTA will be
    presenting to the board a modification of its Alternative 5,
    which provides for heavy rail that will carry the full needs
    through that area. It will get from the south San Fernando
    Valley to UCLA in 5 minutes, or from the Orange Line to the
    Purple Line in 10 minutes. This will get people out of their
    cars. And for those who don't use it, the person who is using
    it was the car in front of you on the freeway.
        [Laughter.]
        Mr. Sherman. You have been to L.A.
        So I want to thank you for including in your report $10
    million toward this project. But obviously, this is a huge
    national project, tens of billions of dollars. It will take
    years, but it will change Los Angeles.
        Second, we need funds to convert to light rail the highly
    successful bus rapid transit system that you have provided for
    money in the past. The ridership exceeds expectations. That is
    why we need to upgrade from bus rapid transit to light rail.
        Third, I join with my colleagues from Los Angeles with
    regard to asking for help to deal with the transportation needs
    in advance of the Olympics. There will be 12 to 15 million
    ticket holders. This will be the most spectacular sporting
    event in the history of the country, and it comes with
    transportation needs, as does the Paralympic Games, as well.
        And finally, my district includes the West Los Angeles
    Veterans Affairs Campus, which has need for ADA buses and other
    transportation needs to get patients to this large hospital.
        So I want to thank you for your time and take over a minute
    less than you have allotted.
        [Mr. Sherman's prepared statement follows:]

     Prepared Statement of Hon. Brad Sherman, a Representative in Congress
                          From the State of California
        Chairman Graves, Ranking Member Larsen, and Members of the
    Committee, thank you for this opportunity to highlight critical
    transportation and infrastructure needs of my district, and for your
    bipartisan work toward a Surface Transportation Reauthorization Bill,
    which will provide critical investments in our nation's transit needs.
    As the committee drafts legislative text, I request that you provide
    strong support for the following priorities.
                        Sepulveda Pass Transit Corridor
        I have advocated for additional federal funding to address the
    Sepulveda Pass bottleneck since I was first elected to Congress.
    Providing passenger rail service through the Sepulveda Pass in the
    Santa Monica Mountains in Los Angeles is LA Metro's most important
    infrastructure project, and the best way to reduce traffic on the 405
    freeway and in Los Angeles County. L.A. Metro has recently completed
    Metro's Draft Environmental Impact Report (DEIR) for the Sepulveda Pass
    Transit Corridor. While the Committee is not providing project specific
    requests, it is critical that the Committee's legislative and report
    language are clear that this project receive the federal resources
    needed for its successful completion. The Committee included
    $10,000,000 that I requested for mass transit through the Sepulveda
    Pass in the 2021 Surface Transportation Bill, and I urge an even
    stronger commitment to passenger rail transit funding--and the
    Sepulveda Pass Transit Corridor Project in particular--in the current
    bill.
                        G Line Conversion to Light Rail
        The LA Metro G Line is a significant resource for residents in the
    San Fernando Valley in my district, currently providing bus rapid
    transit (BRT) which connects residents to job centers, local transit
    networks, and intercity rail. LA Metro has developed a long-range plan
    for improvements to the G Line--including added grade separations,
    improved signaling, and enhanced safety features--and for its future
    conversion to light rail (LRT).
        I urge you to provide robust investment in light rail transit and
    to ensure that the G Line is eligible for expanded federal investment,
    including its ultimate full conversion to light rail.
                          Olympic and Paralympic Games
        The 2028 Olympic and Paralympic Games (Games) will be the largest
    and most spectacular sporting event held in American history, with 12
    to 15 million ticketholders projected.
        Effectively delivering a safe, secure, efficient, and accessible
    mobility system to support the Games will require the full support of
    the federal government, including the development of certain necessary
    improvements to our transportation infrastructure and the provision of
    essential transportation services.
        LA Metro is pursuing an ambitious mobility plan for the Games,
    while remaining fully committed, first and foremost, to its existing
    transit riders. This is why it is especially important that LA Metro
    secure additional federal funds. In particular, the MEGA grant program
    will need sizable investments in order to carry out the 2028 Los
    Angeles Olympic and Paralympic Games.
                 Prioritizing Veterans on the West LA VA Campus
        The Greater Los Angeles VA Medical Center Campus is undertaking a
    substantial effort to permanently house homeless veterans and their
    families. In partnership with their principle developer, The Veterans
    Collective, the VA's effort mirrors other development patterns across
    the nation. However, as the project is underway on federal land, it has
    often run into eligibility conflicts that have at times obstructed
    veterans on campus from receiving federal support through other non-VA
    programs.
        The transportation needs on the West LA VA Campus are significant.
    They include but are not limited to ADA buses and bus service,
    transportation to and from the VA hospital and public transportation,
    safe sidewalks and lighting. I urge the Committee to support projects
    that address veteran homelessness at the West LA VA Campus and at other
    VA properties. This would include projects that have multiple federal
    benefits and are also eligible for funding from the Federal Highway
    Administration (FHWA), Federal Transit Administration (FTA), and the
    National Highway Traffic Safety Administration (NHTSA).
        Los Angeles County is the most populous county in the United States
    and a critical logistics hub for goods movement. These investments will
    not only benefit local residents but also improve our national
    transportation priorities. Thank you again for the opportunity to
    provide input as you craft a bipartisan Surface Transportation
    Reauthorization Bill.

        Ms. King-Hinds. Thank you very much, Representative
    Sherman. As somebody who went to school at Loyola Marymount
    University, I am very familiar with the Sepulveda Pass.
        Moving on to Representative Frankel.

     TESTIMONY OF HON. LOIS FRANKEL, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF FLORIDA

        Ms. Frankel. Thank you. Good morning to our chair and
    ranking member. I am Lois Frankel from Palm Beach County, and I
    am here to bring attention to a local issue affecting my
    community in Palm Beach County, Florida, and I am asking the
    committee for collaboration in working with the FAA to address
    this issue.
        As you probably all know, President Trump has a home at
    Mar-a-Lago in the town of Palm Beach. Maybe some of you have
    been there. It is a beautiful place, and he often frequents it
    in the winter months. He comes in on weekends. And the club--he
    calls it a club--it is closed, usually, late spring to early
    fall. And in prior years, understandably so, when the President
    has been at Mar-a-Lago, there have been flight restrictions
    over the premises. But on October 20, at the request of the
    U.S. Secret Service, the FAA implemented a year-round, 24-hour,
    1-nautical-mile no-fly zone around Mar-a-Lago, regardless of
    whether the President is present.
        I am not going to get into the reason for that, but to
    accommodate the decision, the FAA rerouted flightpaths into and
    out of Palm Beach International Airport, shifting aircraft over
    neighborhoods that had not been previously impacted. And I
    brought you a map just to show you.
        [Chart.]
        Ms. Frankel. Really, since 1985, there was--the flightpath
    actually was designated after an extensive environmental
    review, which actually caused many homes in a neighboring area
    to actually be demolished. But this is the old route between
    the yellow lines. And that yellow route impacted about 5,000
    people and 2,200 homes.
        The new route, which is in between the two red lines, is
    now impacting about 11,000 homes, 21,000 residents, along with
    schools, businesses. And planes are flying overhead as
    frequently as 90 seconds. You can understand the phones are
    going off the hook, because the residents are reporting
    constant noise, increased air pollution, declining property
    values, and growing concerns about delays and flight safety at
    Palm Beach International Airport. In just a short period of
    time, our airport at Palm Beach International has received
    hundreds of complaints.
        And you probably would be aware that in Florida, we live
    outdoors, and now, because of these restrictions that are in
    place, thousands of residents are living with disruption every
    single day. I mean, really, I went to an event outside and we
    had to stop, really, almost every few minutes because of
    planes.
        Now, nobody is arguing with the fact that protecting the
    President is essential. We absolutely believe that, regardless
    of your political persuasion. But the question we have is, does
    the security and quality of life have to be mutually exclusive?
    Is there a way to do both?
        We know the Secret Service makes security requests. I am
    not challenging the validity of their request; I have met with
    them in a classified briefing. That is really not the issue for
    me here, although I am going to explore with them whether there
    are other ways for them to pursue their security issue. The
    FAA--and this is why I am here today--determines how the
    airspace is managed. And my community is hoping that there is
    room to explore alternatives to maintain strong security while
    reducing the impact on the surrounding communities.
        I have had very friendly interaction with the Secret
    Service and the FAA. That is not an issue. And I have requested
    engagement with both of them and with our community and with
    our airport. And really, my ask for this committee is to
    expedite those conversations and encourage the FAA to work with
    us toward a fair and reasonable solution, because my community,
    if nothing else, they deserve to know that they have been
    heard, and that viable alternatives have been considered and
    hopefully will be adopted.
        And I thank you, and I yield back.
        [Ms. Frankel's prepared statement follows:]

     Prepared Statement of Hon. Lois Frankel, a Representative in Congress
                           From the State of Florida
        Thank you, Chairman Graves and Ranking Member Larsen.
        I'm here today to bring attention to a serious local problem
    affecting my community in Palm Beach County, Florida, and I'm asking
    for this Committee's assistance in working with the FAA to address it.
        On October 20, at the request of the U.S. Secret Service, the FAA
    implemented a year-round, 24-hour, one-nautical-mile no-fly zone around
    Mar-a-Lago--regardless of whether the President is physically present.
    To accommodate that decision, the FAA rerouted flight paths into and
    out of Palm Beach International Airport, shifting aircraft over
    neighborhoods that had previously not been impacted.
        This represents a sharp departure from how airspace around Palm
    Beach County has been managed for decades. The previous flight routes
    were established after an environmental review and noise-reducing
    measures that minimized the impact to approximately 2,200 homes and
    5,000 people, which was far fewer than under the new restrictions
    today.
        Under the new, year-round restrictions, more than 11,000 homes and
    over 21,000 residents, along with schools and businesses, are now
    directly impacted. Planes are flying overhead as frequently as every 90
    seconds.
        Residents are reporting constant noise, increased air pollution,
    declining property values, and growing concerns about delays and flight
    safety at Palm Beach International Airport. In just a short period of
    time, the county airport has received hundreds of complaints.
        In Florida, people live their lives outdoors. Because these
    restrictions are now in place year-round, thousands of residents are
    living with disruption every single day.
        We know that protecting the President is essential. No one disputes
    that. The question is, do security and quality of life have to be
    mutually exclusive?
        The Secret Service makes security requests, and the FAA determines
    how airspace is managed. My community is hoping that there is room to
    explore alternatives that maintain strong security while reducing the
    impact on surrounding communities.
        I have requested direct engagement with the FAA, the Secret
    Service, airport leadership, local officials, and persons in affected
    neighborhoods and businesses. I am asking this Committee to help
    expedite those conversations and encourage the FAA to work with us
    toward a fair and reasonable solution.
        If nothing else, the community deserves to know that their voices
    have been heard and all viable alternatives have been considered.
        Thank you, and I yield back.

        Ms. King-Hinds. Thank you very much, Representative
    Frankel.
        The committee shall stand in recess, subject to the call of
    the chair.
        [Recess.]
        Mr. Barrett [presiding]. The Committee on Transportation
    and Infrastructure will reconvene the previously recessed
    hearing.
        I now recognize Mr. Moolenaar for 5 minutes.
        Go ahead, sir.

       TESTIMONY OF HON. JOHN R. MOOLENAAR, A REPRESENTATIVE IN
                  CONGRESS FROM THE STATE OF MICHIGAN

        Mr. Moolenaar. Thank you, Mr. Chairman. Good to see you in
    the chair.
        Mr. Barrett. Thank you.
        Mr. Moolenaar. And I appreciate the opportunity and
    appreciate Chairman Graves for hosting this Member Day and
    providing me with the opportunity to address the committee. I
    know the chairman is an avid aviation enthusiast, as are you,
    and I know you appreciate the importance of infrastructure
    investment and modernization of airports.
        As infrastructure ages, investments are needed to ensure
    the safety of aviation and provide the best service possible to
    U.S. travelers. The Gerald R. Ford International Airport, which
    sits in Representative Scholten's district but services many of
    my constituents, has been making such investments by building
    new facilities and expanding to meet the ever-growing demand of
    the region.
        However, one issue they have run into is the aging air
    traffic control tower, which was built in the 1960s and is the
    oldest tower among the Nation's 75 busiest airports. While its
    age is impacting ATC operations, the current placement of the
    tower has also limited the scope of airport improvement
    projects due to line of sight issues. To address these
    concerns, the airport has begun the process of designing a new
    tower. It is my sincere hope, Mr. Chairman, that with this
    tower investment, we can make GRR at least as good as the
    airport Chairman Graves flies in and out of, Tarkio, although
    we still miss the famed Wingnuts.
        But to that end, I ask the committee continue to work to
    ensure that regional airports receive the financial support
    they need to upgrade aging infrastructure and to specifically
    keep GRR's tower in mind for any future legislation.
        Another project I would like to highlight, Mr. Chairman, is
    the ongoing work FEMA is doing in my district in response to
    the 2020 catastrophic dam failures that caused over $190
    million worth of damage across the region.
        The Midland Center for the Arts is a cultural and community
    hub in my district that suffered over $9 million in damage. To
    date, the center has secured FEMA funding to restore four of
    the five center's buildings, and is awaiting approval for the
    final building, the dome building. Representative McDonald
    Rivet and I have been in close communication with FEMA region 5
    over the issue and, while it is moving in the right direction,
    I respectfully ask that you and your staff work with FEMA to
    expedite the release of funding for the final building so that
    this important community hub can be restored to its proper
    state.
        Lastly, Mr. Chairman, I want to highlight the Army Corps of
    Engineers Tittabawassee River Watershed General Investigation
    Study. Currently the study is on a 3x3 contract. However,
    recent developments have revealed that the project needs more
    time and additional funding, prompting the community to seek a
    waiver to update the project to a 4x5 format. It is my
    understanding that this waiver is currently moving through the
    Corps' chain of command, and I would appreciate any effort you
    could make to support this waiver and push this project over
    the finish line.
        Thank you again to the committee for the leadership you
    have demonstrated and for the investment you have made in this
    country's infrastructure, and I appreciate the opportunity to
    highlight these critical projects before your committee.
        Thank you, and I yield back.
        [Mr. Moolenaar's prepared statement follows:]

       Prepared Statement of Hon. John R. Moolenaar, a Representative in
                      Congress From the State of Michigan
        Thank you, Chairman Graves, for hosting this member day and
    providing me with the opportunity to address the Committee.
        Mr. Chairman, as an avid aviation enthusiast, I know you appreciate
    the importance of infrastructure investment and modernization of
    airports.
        As infrastructure ages, investment is needed to ensure the safety
    of aviation and provide the best service possible to U.S. travelers.
        The Gerald R. Ford International Airport, which sits in Rep.
    Scholten's district but services many of my constituents, has been
    making such investments by building new facilities and expanding to
    meet the ever-growing demand of the region.
        However, one issue they have run into is the aging Air Traffic
    Control Tower, which was built in the 1960's and is the oldest tower
    among the nation's 75 busiest airports.
        While its age is impacting ATC operations, the current placement of
    the tower has also limited the scope of airport improvement projects
    due to line of sight issues.
        To address these concerns, the airport has begun the process of
    designing a new tower.
        It is my sincere hope, Mr. Chairman, that with this tower
    investment, we can make GRR at least as good as Tarkio, though we would
    admittedly still lack the famed Wing Nuts.
        To that end, I ask that the Committee continue to work to ensure
    that regional airports receive the financial support they need to
    upgrade aging infrastructure, and to specifically keep GRR's tower in
    mind for any future legislation.
        Another project that I would like to highlight, Mr. Chairman, is
    the ongoing work FEMA is doing in my district in response to the 2020
    catastrophic dam failures that caused over $190 million dollars' worth
    of damage across the region.
        The Midland Center for the Arts, a cultural and community hub in my
    district that suffered over $9 million dollars in damage. To date, the
    Center has secured FEMA funding to restore 4 of the center's 5
    buildings and is awaiting approval for the final building--the Doan
    building.
        Rep. McDonald Rivet and I have been in close communication with
    FEMA Region 5 over the issue, and while it is moving in the right
    direction, I respectfully ask that you and your staff work with FEMA to
    expedite the release of funding for the final building so that this
    important community hub can be restored to its proper state.
        Lastly, Mr. Chairman, I want to highlight the Army Corps of
    Engineers Tittabawassee River Watershed General Investigations Study.
        Currently, the study is on a 3x3 contract. However, recent
    developments have revealed that the project needs more time and
    additional funding, prompting the community to seek a waiver to update
    the project to a 4x5 format.
        It is my understanding that this waiver is currently moving through
    the Corps' chain of command, and I would appreciate any effort you
    could make to support this waiver and push this project over the finish
    line.
        Thank you, again, Chairman Graves, for the leadership you have
    demonstrated on this committee, and for the investment you have made in
    this country's infrastructure.
        I appreciate the opportunity to highlight these critical projects
    before you and the committee. I yield back.

        Mr. Barrett. Thank you. The gentleman yields back. Thank
    you, Mr. Moolenaar. The Chair now recognizes Ms. Hayes for 5
    minutes.

     TESTIMONY OF HON. JAHANA HAYES, A REPRESENTATIVE IN CONGRESS
                     FROM THE STATE OF CONNECTICUT

        Mrs. Hayes. Thank you. I appreciate the opportunity to
    speak before the House Transportation and Infrastructure
    Committee to discuss some priorities of the Fifth District of
    Connecticut.
        New England is characterized by historic mill and factory
    towns. And as the region shifts from manufacturing to new
    economies and the population grows, our aging infrastructure is
    buckling under this pressure, specifically our water
    infrastructure.
        On December 13, 2025, just as Connecticut families were
    bracing for some of the coldest temperatures of the season, a
    high-pressure water main failed in the city of Waterbury, the
    largest city in my district. The water main break disrupted
    service to more than 60 percent of the city, with the nearby
    towns of Wolcott and Watertown also affected. Over 100,000
    people were left without running water for 6 days. Hospitals
    were instructed to cancel surgeries. Restaurants were forced to
    close ahead of the holiday season, and the Waterbury Public
    School System was closed for several days.
        With the help of the Connecticut National Guard and State
    and local partners, water distribution sites were set up across
    the city. After 2 weeks, repairs were completed at a cost of
    nearly $3 million. Days later, my district was faced with
    another water infrastructure crisis on Christmas Day, this time
    in Danbury, and 30,000 people were left without drinkable
    water. Once water was restored, residents were under a boil
    advisory to mitigate the risk of water contamination, again
    relying on water distribution sites across the city.
        Many of these cities have underground cast iron or clay
    pipes, coupled with inoperable shut-off valves. This vast
    underground network of aging pipes, gaskets, pumps, and valves
    is close to 100 years old. And you don't know there is a
    problem until you know there is a problem. But water
    infrastructure failure is not inevitable. Federal investments
    can help States acquire the resources to replace outdated pipes
    and other essential water infrastructure.
        As the committee works to develop priorities for the
    remainder of this Congress, I urge you to support critical
    programs that will allow States to address water infrastructure
    needs and bring these systems into the 21st century--in
    particular, the Drinking Water State Revolving Loan Fund, the
    Clean Water State Revolving Fund, and programs supported by the
    Water Infrastructure Finance and Innovation Act of 2014. Many
    of these programs were included in the Infrastructure
    Investment and Jobs Act of 2021, which delivered more than $50
    billion to improve drinking water, wastewater, and stormwater
    infrastructure across the country.
        But decades of disinvestment means that even more help is
    required. As the committee prepares to develop the Water
    Resources Development Act, or WRDA, of 2026, I urge the Members
    to prioritize provisions that address flood mitigation and
    climate resilience. Extreme weather events in recent years
    underscore the need for investment in these programs.
        In August of 2024, during a 1,000-year storm,
    municipalities in my district saw up to 12 to 15 inches of
    rainfall in just a few hours. Approximately 700 residents
    reported damage as a result of the storm. While FEMA funding
    was critical to helping towns recover, water infrastructure
    dollars, as included in previous water resources development
    legislation, would have made a meaningful difference for towns
    like Southbury, where the collapse of a local dam unleashed 80
    million gallons of water into the town center.
        We do not have to wait until devastating storms, national
    disasters, or water infrastructure breakdowns occur. I know
    that my district is not the only place where water
    infrastructure needs to be updated or repaired. We can make
    Federal investments in our community now, before these crises
    occur. I urge this committee to prioritize water investments
    and push for inclusion of funding for all of the programs that
    I just listed in any further appropriations packages. I know
    that it is essential for my community, because water is life.
        Thank you, and I yield back.
        [Mrs. Hayes' prepared statement follows:]

     Prepared Statement of Hon. Jahana Hayes, a Representative in Congress
                         From the State of Connecticut
        Thank you.
        I appreciate the opportunity to appear before the House
    Transportation & Infrastructure Committee to discuss the priorities of
    my constituents in the Fifth District of Connecticut.
        On December 13, 2025, just as Connecticut families were bracing for
    some of the coldest temperatures of the season, a high-pressure water
    main failed in the city of Waterbury, the largest city in my district.
        The water main break disrupted service to more than 60% of the
    city, with the nearby towns of Wolcott and Watertown also affected.
        Over 100,000 people were left without running water for six days.
        Hospitals were instructed to cancel surgeries, restaurants were
    forced to shutter their doors ahead of the holiday season, and
    Waterbury public schools were closed.
        With the help of the Connecticut National Guard and state and local
    partners, water distribution sites were set up across the city.
        After two weeks, repairs were completed at a cost of nearly $3
    million.
        Days later, my district was faced with another water infrastructure
    crisis on Christmas Day.
        A water main break in Danbury left 30,000 people without drinkable
    water.
        Once water was restored, residents were under boil-water advisories
    for hours to mitigate the risk of water contamination, again relying on
    water distribution sites across the city.
        Water infrastructure failures are not inevitable.
        Federal investments can help states acquire the resources to
    replace outdated pipes and other essential water infrastructure.
        As the Committee works to develop priorities for the remainder of
    the 119th Congress, I urge my colleagues on this Committee to support
    critical programs that will allow states to address water
    infrastructure needs.
        In particular, the Drinking Water State Revolving Loan Fund
    (DWSRF), the Clean Water State Revolving Fund (CWSRF), and programs
    supported by the Water Infrastructure Finance and Innovation Act of
    2014.
        Many of these programs were included in the Infrastructure
    Investment and Jobs Act of 2021, which delivered more than $50 billion
    to improve drinking water, wastewater, and stormwater infrastructure
    across our country.
        Further, as the Committee prepares to develop the Water Resources
    Development Act (WRDA) of 2026, I urge Members to prioritize provisions
    that address flood mitigation and climate resilience.
        Extreme weather events in recent years underscore the need for
    investment in these programs.
        In August 2024, during a thousand-year storm, municipalities in my
    district saw up to 12 to 15 inches of rainfall.
        Approximately 700 residents reported damage as a result of the
    storm.
        While FEMA funding was critical to helping towns recover, water
    infrastructure dollars, as included in previous Water Resources
    Development legislation, would have made a meaningful difference for
    towns like Southbury, where the collapse of a local dam unleashed 80
    million gallons of water into the town center.
        We do not have to wait until devastating storms, natural disasters,
    or water infrastructure breakdowns occur.
        We can make the federal investment in our communities now.
        Thank you. I yield back.

        Mr. Barrett. Thank you. Mr. Newhouse is recognized for 5
    minutes.

     TESTIMONY OF HON. DAN NEWHOUSE, A REPRESENTATIVE IN CONGRESS
                      FROM THE STATE OF WASHINGTON

        Mr. Newhouse. Thank you very much, Mr. Chairman, Mr.
    Ranking Member, as well as members of the committee, for the
    opportunity to discuss several priorities that are important to
    my constituents in central Washington State.
        This Congress has passed a significant number of priorities
    since the beginning of this Congress and has the opportunity to
    capitalize upon that and continue addressing some of the
    biggest challenges that face our Nation. This includes issues
    that affect my home State of Washington.
        The first I would like to speak to are the Lower Snake
    River Dams. These vital dams, which are operated by the U.S.
    Army Corps of Engineers, can produce enough energy to power
    700,000 homes annually. These dams help ensure the reliability
    of the Pacific Northwest power system, particularly during
    periods of high demand or emergencies. They also play a
    critical role in reducing transportation emissions. Between 50
    and 60 million tons of cargo are transported by barge along the
    Columbia Snake River System each year, as well as roughly 40
    percent of America's wheat. This infrastructure provides energy
    security for millions across the region and supports the
    agriculture, shipping, and tourism sectors.
        Despite the significance of the Lower Snake River Dams and
    the continuous work to improve fish passage rates,
    environmental groups for decades have and continue to exploit
    the litigation system in pursuit of dam removal. In addition to
    litigation, these groups engaged with the Biden administration
    to produce a harmful agreement that included mandatory spillage
    operations which reduced the efficacy of the dams and spent $1
    billion in taxpayer dollars over 10 years to engage in efforts
    to create a path to breaching these vital pieces of
    infrastructure.
        Thankfully, the Trump administration understands the
    importance of the dams, and the President signed a memorandum
    revoking this Biden-era agreement. This decision restores
    certainty for the many people and businesses that rely on these
    dams. To protect them from future harm, I have introduced H.R.
    2073, Defending Our Dams Act, which prohibits Federal funds
    from being used in breaching, studying the breaching of, or
    altering the Lower Snake River Dams, and does not allow
    spillage operations on any of the dams unless such operations
    are approved by the Secretary of the Army and the administrator
    of the Bonneville Power Administration.
        My bill will protect against potential future efforts to
    remove the dams without congressional approval or reduce their
    efficacy. I welcome members of the committee to cosponsor my
    bill to protect these dams and to secure our energy and
    economic future.
        The other issue that I would like to see addressed is the
    Harbor Maintenance Tax loophole for Canada and Mexico, which
    has allowed foreign shippers to circumvent U.S. seaports and
    divert cargo to ports in Canada and Mexico to avoid paying the
    HMT. While the HMT is not the sole factor in importers' cargo
    routing decisions, according to the Federal Maritime
    Commission, if Canada's HMT advantage alone were eliminated, up
    to half of the U.S. containers coming into Canada's west coast
    ports could revert to using U.S. ports. In addition, the U.S.
    Harbor Maintenance Trust Fund lost nearly $600 million in
    revenue over the last 10 years due to this $466 billion in
    imports that avoided the HMT by moving through either a
    Canadian or Mexican seaport before entering the United States.
        My bill, H.R. 3363, addresses this issue by closing this
    loophole. I welcome committee members here today to cosponsor
    my bill. It is time we address this loophole to strengthen U.S.
    seaports, and my legislation will ensure that this is
    accomplished.
        I want to thank you again for the opportunity to speak to
    the committee and highlight the priorities of the people of
    central Washington. Thank you, Mr. Chairman.
        [Mr. Newhouse's prepared statement follows:]

     Prepared Statement of Hon. Dan Newhouse, a Representative in Congress
                          From the State of Washington
        Thank you, Chairman Graves, Ranking Member Larsen, and members of
    the Committee for the opportunity to discuss several priorities that
    are important to my constituents in Central Washington.
        This Congress has passed a significant number of priorities since
    the beginning of this congress and has the opportunity to capitalize
    upon that and continue addressing some of the biggest challenges facing
    our nation's. This includes issues that affect my home state of
    Washington.
        The first I would like to speak to is the Lower Snake River Dams in
    Washington. These vital dams, which are operated by the U.S. Army Corps
    of Engineers, can produce enough energy to power the city of Seattle.
        These dams help ensure the reliability of the Pacific Northwest
    Power system, particularly during periods of high demand or
    emergencies. They also play a critical role in reducing transportation
    emissions.
        Between 50 and 60 million tons of cargo are transported by barge
    along the Columbia Snake River System each year, as well as 40 percent
    of America's wheat. This infrastructure provides energysecurity for
    millions across the region and supports the agriculture, shipping, and
    tourism sectors.
        Despite the significance of the Lower Snake River dams and the
    continuous work to improve fish passage rates, environmental groups for
    decades have and continue to exploit the litigation system in their
    pursuit of dam removal.
        In addition to litigation, these groups engaged with the Biden
    administration to produce a harmful agreement that included mandatory
    spillage operations that reduced the efficacy of the dams and $1
    billion in taxpayer dollars over ten years to engage in efforts to
    create a path to breaching these vital pieces of infrastructure.
        Thankfully, the Trump Administration understands the importance of
    the dams, and the President signed a memorandum revoking this Biden era
    agreement. This decision restores certainty for the many people and
    businesses that rely on these dams.
        To protect them from future harm, I have introduced the Defending
    our Dams Act, which prohibits the use of federal funds from being used
    in breaching, studying the breaching of, or altering the Lower Snake
    River dams, and does not allow spillage operations on any of the dams
    unless such operations are approved by the Secretary of the Army and
    the Administrator of the Bonneville Power Administration.
        My bill will protect against potential future efforts to remove the
    dams without congressional approval or reduce their efficacy without
    the approval of relevant agency leaders.
        I welcome members of the committee to cosponsor my bill to protect
    these dams and help secure our energy and economic future.
        The other issue that I would like to see addressed is the Harbor
    Maintenance Tax (HMT) loophole for Canada and Mexico.
        While the HMT is not the sole factor in importers' cargo routing
    decisions, according to the Federal Maritime Commission, if Canada's
    HMT advantage alone were eliminated, up to half of the U.S. containers
    coming into Canada's West Coast ports could revert to using U.S. ports.
        In addition, the U.S. Harbor Maintenance Trust Fund (HMTF) lost
    nearly $600 million in revenue over the last ten years due to the $466
    billion in imports that avoided the HMT by moving through a Canadian or
    Mexican seaport before entering the U.S.
        I have a bill that addresses this very issue, H.R. 3363, and would
    welcome any committee members here today to cosponsor this bill. It is
    time we address this loophole, and my legislation will ensure that it
    is accomplished.
        Thank you again for the opportunity to speak to the committee and
    highlight the priorities of the people of Central Washington.

        Mr. Barrett. Thank you, Mr. Newhouse. I now recognize
    General Bergman for 5 minutes.
        Sir, go ahead at your convenience.

     TESTIMONY OF HON. JACK BERGMAN, A REPRESENTATIVE IN CONGRESS
                       FROM THE STATE OF MICHIGAN

        Mr. Bergman. Thank you, Mr. Chairman and Ranking Member and
    members of the committee. Thank you for the opportunity to
    speak today.
        H.R. 2011 carries the name Sarah Debbink Langenkamp, and
    that name matters. Sarah was a young American whose life was
    taken far too soon. Her father, Admiral Dirk Debbink, is
    someone I had the honor of serving alongside when he was
    commander of the Navy Reserve and I was the commander of the
    Marine Corps Reserve. We both led men and women in uniform, and
    we both understood that leadership comes with a solemn
    obligation to protect life wherever we can. That obligation
    doesn't end when the uniform comes off.
        This bill is not about mandates or ideology. It is about
    using existing safety programs more effectively and giving
    States and local communities the flexibility to fix real, known
    dangers on their roads, especially for pedestrians and
    cyclists.
        In rural places like northern Michigan and the Upper
    Peninsula where I live and represent, roads serve everyone at
    once: drivers of vehicles large and small, walkers, cyclists,
    farm equipment, county trucks, whatever it happens to be. When
    infrastructure is disconnected or outdated, the risk is real
    and the consequences are serious. This bill allows States to
    address those risks by connecting existing infrastructure,
    relying on data and proven safety measures, and, critically,
    without creating new Federal programs. I repeat: no new Federal
    programs. From a conservative perspective, this legislation
    respects three principles: State and local control; fiscal
    responsibility; and accountability measured in outcomes, fewer
    deaths, and fewer serious injuries.
        Honoring Sarah means more than just naming a bill. It means
    taking responsible action to help prevent another family from
    experiencing the same loss. Thank you. I look forward to
    working with the committee as this legislation moves forward.
        [Mr. Bergman's prepared statement follows:]

     Prepared Statement of Hon. Jack Bergman, a Representative in Congress
                           From the State of Michigan
        Chairman, Ranking Member, and Members of the Committee--thank you
    for the opportunity to speak today.
        I come before you with a perspective shaped by service,
    responsibility, and respect for the lives of those we are entrusted to
    protect.
        This bill bears the name of Sarah Debbink Langenkamp, and that
    matters. Sarah was a daughter, a wife, and a young American whose life
    was taken far too soon. Behind her name is a family that understands
    sacrifice in the deepest sense. I had the honor of serving alongside
    Sarah's father, Admiral Dirck Debbink, when he was Commander of the
    Naval Reserve and I was Commander of Marine Forces Reserve. We both
    wore the uniform. We both led Americans in harm's way. And we both
    understood that leadership carries with it a solemn obligation: to do
    everything in our power to protect life.
        That obligation does not end when the uniform comes off.
        H.R. 2011 is not about ideology. It is about responsible
    governance, practical safety, and using existing federal programs more
    effectively--especially in communities where resources are limited and
    consequences are real.
        In places like Northern Michigan and the Upper Peninsula, our roads
    are not theoretical. They are how people get to work, to school, to
    church, and home to their families. They serve motorists, pedestrians,
    bicyclists, and farm equipment--often all at once. When infrastructure
    is disconnected or outdated, the risks are higher, and the margin for
    error is smaller.
        What this bill does--importantly--is allow states and local
    governments to fix real safety problems without creating new federal
    mandates. It recognizes that sometimes the most effective safety
    improvement is simply connecting what already exists. It gives states
    flexibility to address known dangers to vulnerable road users using
    data, engineering judgment, and proven countermeasures.
        From a conservative standpoint, I support three core principles
    reflected in this legislation:
        First, state and local control. Decisions remain with those closest
    to the problem--not dictated from Washington.
        Second, fiscal responsibility. The bill does not create a new
    program or expand bureaucracy. It improves how existing safety dollars
    can be used--especially where matching funds would otherwise prevent
    lifesaving projects from moving forward.
        Third, accountability measured in outcomes. Fewer deaths. Fewer
    serious injuries. Safer roads. Those are results every Member of this
    Committee should stand behind.
        Honoring Sarah means more than naming a bill. It means acting with
    seriousness, humility, and purpose to prevent another family from
    experiencing the same loss. As leaders--whether in uniform or in
    Congress--we do not always get a second chance to do the right thing.
    When we do, we should take it.
        I thank the Committee for its work, and I urge thoughtful
    consideration of this legislation with respect for local needs, state
    authority, and the value of every American life.
        Thank you, and I look forward to working with you as this bill
    moves forward.

        Mr. Barrett. Mr. Stanton has a question.
        Mr. Stanton. Just a comment. General, you did a great job,
    and Congressman Raskin was here earlier testifying on the same
    bill, and he also did an outstanding job for advocating for
    this important safety bill. Thank you for bringing it to our
    attention.
        Mr. Bergman. Well, thanks for the comment, because in
    another life as a pilot, a commercial airline pilot, safety
    first, safety second, safety third. Everything else pales by
    that. And that is one of the things we can do with this bill
    and not make the Federal Government--make them part of a
    solution by kind of okaying it and then stepping back. Thank
    you.
        Mr. Barrett. Thank you, sir. Mr. Cloud is now recognized
    for 5 minutes.

     TESTIMONY OF HON. MICHAEL CLOUD, A REPRESENTATIVE IN CONGRESS
                        FROM THE STATE OF TEXAS

        Mr. Cloud. Thank you, Chairman. I want to appreciate you
    all for being here and giving us the opportunity to testify, to
    discuss things going on in our neck of the woods. I want to
    talk today about a critical Army Corps project within my
    district along the Gulf of America, and it is important to my
    district, obviously. But even more importantly, it is important
    to our national priorities when it comes to energy dominance.
        So I am here today to discuss the additional authorization
    required for the Matagorda Ship Channel Improvement Project to
    address section 902 cost limits. The project was originally
    authorized for construction in the Water Resources Development
    Act in 2020. During the preconstruction engineering and design
    phase, the Army Corps identified a discrepancy between its PED
    calculations concerning the quantity of materials to be dredged
    from the Matagorda Ship Channel and the amounts evaluated in
    the feasibility study. So this caused an issue. The Army Corps
    error in quantities is the sole reason for the project overruns
    that have exceeded the section 902 cost limits. This project
    could be under construction today if it had not been for the
    error by the Army Corps and the need for the additional
    authorizations.
        The deepening and widening of the Matagorda Ship Channel
    would not only produce over $1 billion in economic growth, more
    than 1,000 new jobs, but it also alleviates significant safety
    concerns. The channel is rated by the U.S. Coast Guard as one
    of the most dangerous in the Nation. Currently, the Matagorda
    Ship Channel is the shallowest and narrowest deep draft channel
    in the U.S., and no improvements to the channel have been made
    since its construction in 1966. It serves as a gateway to world
    markets for the Texas Midcoast region.
        The port plays a vital role in supporting Texas chemical
    industries and building a stable economic foundation for the
    region, and Calhoun County specifically. Primary cargo loads
    handled at the port include chemicals, petrochemicals, crude
    oil, agricultural fertilizers, and a whole lot more. The key
    part of this mix also includes very high-value chemicals
    produced by area industries and sold for export markets around
    the world.
        The channel improvement project will provide additional
    capacity to support important increased domestic energy
    production. And currently the Army Corps is preparing a Post-
    Authorization Change Report and an SEIS to document the change
    of the production costs. The PACR is scheduled to be completed
    by May 2026, here in a few months.
        In section 1223 of WRDA in 2024, Congress stressed the
    importance of improving the Matagorda Ship Channel and directed
    that the improvements be expedited to overcome the significant
    delays this project has faced. It is critical that additional
    authorization be included in WRDA 2026 to make sure that this
    project gets moving and is not further delayed.
        I strongly encourage this committee to consider the need to
    include this additional authorization and address the section
    902 cost limit, and I appreciate the time to present this.
    Thank you very much.
        [Mr. Cloud's prepared statement follows:]

    Prepared Statement of Hon. Michael Cloud, a Representative in Congress
                            From the State of Texas
        Thank you, Mr. Chairman, for the opportunity to testify to discuss
    a critical Army Corps project within my District along the Texas Gulf
    Coast.
        I am here today to discuss the additional authorization required
    for the Matagorda Ship Channel Improvement Project, Texas to address
    the Section 902 Cost Limit.
        The project was originally authorized for construction in the Water
    Resources Development Act of 2020.
        During the Preconstruction Engineering and Design (PED) phase, the
    Army Corps identified a discrepancy between its PED calculations
    concerning the quantity of material to be dredged from the Matagorda
    Ship Channel and the amount evaluated in the feasibility study.
        The Army Corps error in quantities is the sole reason the project
    costs have exceeded the Section 902 Cost Limit.
        The project could be under construction today if not for the error
    by the Army Corps and the need for additional authorization.
        Deepening and widening of the Matagorda Ship Channel would not only
    produce over $1 billion in economic growth for the region and more than
    1,000 new jobs, but it would also alleviate significant safety
    concerns. The channel is rated by the US Coast Guard as one of the most
    dangerous in the nation. Currently, the Matagorda Ship Channel is the
    shallowest and narrowest ``deep draft'' channel in the U.S. and no
    improvements to the channel have been made since its construction in
    1966.
        The Matagorda Ship Channel serves as a gateway to world markets for
    the Texas mid-coast region. The port plays a vital role in supporting
    Texas chemical manufacturing industries and in building a stable
    economic foundation for Calhoun County. Primary cargo loads handled at
    the port include chemicals, petrochemicals, crude oil, agricultural
    fertilizer and much more. A key part of this mix also includes very
    high-value chemicals produced by area industries and sold for export to
    markets around the world. The Channel Improvement Project will provide
    additional capacity to support important increased domestic energy
    production.
        The Army Corps is currently preparing a Post-Authorization Change
    Report (PACR) and SEIS to document the changes in project costs. The
    PACR is scheduled to be completed by May 2026.
        In Section 1223 of WRDA 2024, Congress stressed the importance of
    improving the Matagorda Ship Channel and directed that the improvements
    be expedited to overcome the significant delays the project has faced.
        It is critical that the additional authorization is included in
    WRDA 2026 to not further delay implementation of this much needed
    project. I strongly encourage the Committee to consider the need to
    include the additional authorization to address the Section 902 Cost
    Limit as part of the House version of WRDA 2026.

        Mr. Barrett. Thank you. The gentleman yields back. Are
    there any further questions from any members of the committee
    who have not been recognized?
        Seeing none, that concludes our hearing for today. I would
    like to thank each of the witnesses for your testimony. The
    committee now stands adjourned.
        [Whereupon, at 1:21 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
        Dear Chairman Sam Graves and Ranking Member Rick Larsen,
        As you continue work to develop a robust legislative agenda for the
    remainder of 119th Congress, I respectfully request that you consider
    the following priorities:
        1.  Please support passage of the Rotorcraft Operations
    Transparency and Oversight Reform (ROTOR) Act (H.R. 6222). As we
    approach the one-year anniversary of the tragic midair collision at
    Washington National Airport involving American Airlines Flight 5342 and
    a U.S. Army Black Hawk helicopter, which claimed 67 lives, including
    two of my constituents, Christine and Spencer Lane, it is essential
    that Congress act to prevent similar tragedies. In the aftermath of the
    collision, the Federal Aviation Administration (FAA) and the Department
    of Defense reached an agreement requiring military aircraft operating
    in the region to broadcast their position using ADS-B Out technology.
    The National Transportation Safety Board has long advocated for ADS-B
    In and Out requirements, citing their substantial safety benefits,
    particularly in congested airspace near major airports. As we near both
    the one-year anniversary of the collision and the release of the NTSB's
    final report, I urge the Committee to support passage of the ROTOR Act
    to strengthen aviation safety and prevent future tragedies.

        2.  Please work to implement recommendations from Government
    Accountability Office study on Air Traffic Safety Oversight Service.
    The GAO undertook this study at the request of Acting Oversight Ranking
    Member Lynch, Oversight Ranking Member Garcia, and me to examine the
    potential relocation of the Air Traffic Safety Oversight Service (AOV).
    In light of ongoing air traffic modernization efforts, the growing
    complexity of aviation operations, and the recent fatal midair
    collision near Washington National Airport, our review comes at a
    critical time. It is timely and necessary to reassess whether
    relocating AOV outside of the FAA, while keeping it within the federal
    government, could improve the independence, accountability, and
    effectiveness of aviation safety oversight. When the GAO completes the
    study and issues recommendations, I urge the Committee to work with us
    to implement the recommendations.

        3.  Please reauthorize core rail programs as part of the Surface
    Transportation Reauthorization. The Pawtucket-Central Falls rail
    station is among Rhode Island's busiest transit hubs and benefited from
    roughly $10 million in Infrastructure Investment and Jobs Act (IIJA)
    funding, demonstrating the value of continued investment in transit
    capital and operations. As Congress considers the next surface
    transportation reauthorization, I urge the Committee to prioritize and
    reauthorize core rail programs, including the Consolidated Rail
    Infrastructure and Safety Improvements (CRISI) program, the Better
    Utilizing Investments to Leverage Development (BUILD) grant program,
    and the Federal-State Partnership for Intercity Passenger Rail Program
    (FSP).

        4.  Please include language to ensure predictable and reliable
    formula funding as part of the Surface Transportation Reauthorization.
    I urge the committee to ensure states receive formula funding that
    matches increases in federal highway dollars, while prioritizing bus
    and rail modernization, rural transit, and the Capital Investment
    Grants program. Stable, predictable funding is critical to keeping
    transportation projects on track. When funding is unreliable, projects
    are delayed, costs rise, and fewer improvements get done. I ask the
    Committee to prioritize formula funding for core federal highway and
    transit programs in a manner that appropriately balances national
    priorities with state and local decision-making. Additionally, I urge
    the Committee to provide formula funding to state departments of
    transportation for FY 2027 at levels no less than the inflation-
    adjusted FY 2026 amounts, and to maintain the current overall formula
    program distribution of 85 percent to states and 15 percent to locals.

        5.  Please include language ensuring the timely distribution of
    obligated grant funding and any remaining federal transportation
    funding previously awarded to states as part of the Surface
    Transportation Reauthorization. Getting federal funds to states on time
    is critical to keeping projects on schedule, meeting transportation
    goals, and delivering improvements that boost the economy, mobility,
    and public safety. Reliable funding also helps state department of
    transportation's plan effectively and make the most of every federal
    dollar.

        6.  Please support the research and deployment of innovative
    construction materials as part of the Surface Transportation
    Reauthorization. I urge support for the research, development, and
    deployment of innovative U.S.-made construction materials that
    strengthen our infrastructure. Advanced materials like composites help
    extend service life, cut long-term costs, and improve the durability of
    bridges, water systems, and electrical networks. The IIJA has already
    helped promote these technologies through programs like the Bridge
    Investment Program. I strongly encourage the Committee to keep
    prioritizing forward-thinking initiatives that foster American
    innovation and ensure a more resilient, competitive, and sustainable
    infrastructure system.

        7.  Please support robust funding for Federal Highway
    Administration Research, Technology, and Education programs as part of
    the Surface Transportation Reauthorization. I urge increased investment
    in Chapter 5 of Title 23 to strengthen essential research, technology,
    and education initiatives administered by the Federal Highway
    Administration (FHWA). Programs such as the Technology and Innovation
    Deployment Program play a critical role in developing innovative
    solutions that improve the safety, efficiency, and resilience of our
    nation's transportation infrastructure. Reductions or interruptions in
    funding could delay progress in key areas, including climate-resilient
    infrastructure, advanced traffic safety technologies, intelligent
    transportation systems, and sustainable construction materials. I ask
    the Committee to sustain investment in these programs to ensure that
    the U.S. remains competitive and prepared to meet emerging challenges,
    including climate change, population growth, and evolving
    transportation needs.

        I appreciate your tireless work on these important issues and thank
    you for your consideration of these priorities.

    Prepared Statement of Hon. Gilbert Ray Cisneros, Jr., a Representative
                    in Congress From the State of California
        Thank you, Chairman Graves, Ranking Member Larsen, and members of
    the Transportation and Infrastructure Committee for allowing me to
    testify in support of critical federal funding for transportation needs
    across the country. Surface Transportation Reauthorization is a key
    legislative vehicle that our communities leverage to ensure local needs
    are met.
        I last testified before this committee last year, where I discussed
    the need to invest in public transit infrastructure ahead of the 2026
    FIFA World Cup and the 2028 Olympic and Paralympic Games in Los
    Angeles. Ensuring that our public transit systems are efficient, safe,
    and secure remains my top transportation priority this year. I was glad
    to see transit funding for these events was included in the Fiscal Year
    2026 Transportation, Housing and Urban Development, and Related
    Agencies Appropriations legislation. I urge my colleagues on the
    committee to continue advocating for important funding that will
    promote economic connectivity and elevate the United States on the
    international stage at these events.
        I would now like to highlight a few additional priorities for your
    consideration.
        First, I recommend that the committee prioritize federal funding
    for the Capital Investment Grants (CIG) program, which, among other
    items, provides funding for capital investments in bus rapid transit. I
    also recommend increasing the threshold of federal share for Small
    Starts projects within the CIG program to $200 million. Small Starts
    are currently defined as projects with a total cost of less than $400
    million that are seeking no more than $150 million in federal funding.
    By increasing the maximum federal share, we can help our communities
    meet that final stretch of need for local projects.
        Next, I want to draw your attention to workforce development needs
    in the transportation industry. Americans rely on transportation
    workers to safely and efficiently get to work and school every day. We
    must ensure that the transportation workforce is adequately supported
    on a long-term basis. I recommend allowing five percent of all federal
    transportation grants to be used for workforce development activities,
    if these activities are relevant to the underlying program. This is a
    straightforward way to expand federal support for workforce development
    activities in a variety of programs over time.
        Finally, I urge you to request the Department of Transportation
    provide a timely, up-to-date assessment of workforce needs across the
    transportation industry, and provide recommendations to Congress on
    legislative solutions to address these needs.
        Thank you again for your time and consideration. I hope you will
    keep these priorities in mind as you continue drafting this legislation
    that is critical to so many of our communities.

       Prepared Statement of Hon. Jasmine Crockett, a Representative in
                        Congress From the State of Texas
        Chairman Graves, Ranking Member Larsen, and Members of the
    Committee. Thank you for allowing me to testify before the Committee on
    transportation and infrastructure-related matters important to Texas's
    30th congressional district, and for considering such priorities as the
    Committee crafts future legislation.
        The Dallas-Fort Worth region is one of the fastest-growing
    metropolitan areas in the country and serves as a national hub for
    freight, logistics, aviation, and workforce mobility, with access to
    multiple interstate highways, major rail corridors, and globally
    connected airports. With the region preparing to host major global
    events, including matches associated with the 2026 FIFA World Cup,
    transportation infrastructure is not only a local concern--it is a
    national economic imperative.
        As a major metropolitan area, TX 30 plays a central role in the
    regional and national economy through its ownership, operation, and
    maintenance of critical transportation assets. The City of Dallas alone
    owns and maintains approximately 11,700 lane miles of streets; 4,500
    miles of sidewalk; 1,463 signalized intersections; 648 bridges; 150,000
    traffic control and wayfinding signs; 95,000 streetlights; 9,270
    crosswalks; and nearly 200 miles of bicycle lanes. This locally owned
    infrastructure forms the backbone of interstate commerce, daily
    mobility, and economic productivity. Each year, the City oversees
    nearly $300 million in federal transportation investments to deliver
    projects that are locally, regionally, and federally prioritized.
                 Interstate Transportation and Freight Mobility
        TX 30 is served by multiple nationally significant interstate
    corridors that support both regional travel and long-distance freight
    movement. The district experiences substantial daily freight activity,
    driven by regional distribution centers, manufacturing operations, and
    logistics hubs that connect North Texas to national supply chains.
        Continued investment in federal programs such as the Infrastructure
    for Rebuilding America program and the Nationally Significant
    Multimodal Freight and Highway Projects program is essential to
    advancing large-scale modernization projects that improve capacity,
    safety, and long-term performance on corridors such as Interstate 35E.
    These investments ensure reliable freight movement, reduce congestion,
    improve travel time reliability, and support sustained economic growth
    in one of the nation's fastest-growing regions.
             Highway-Railroad Grade Crossing Safety and Quiet Zones
        Targeted federal funding for highway-railroad grade crossing safety
    improvements is a critical priority. The district has an extensive
    network of freight and passenger rail lines that intersect with locally
    owned streets, often near schools, residential neighborhoods, and
    community facilities.
        Investments in grade crossing safety (including signal upgrades,
    gate installations, roadway realignments, and the establishment of
    Quiet Zones) significantly improve safety and traffic operations.
    Current funding levels, however, are insufficient to address the scale
    and urgency of local needs.
        Dallas has implemented and continues to pursue Quiet Zones where
    feasible, including along corridors near the West Rail Line. At the
    same time, the City faces urgent challenges at high-risk crossings,
    including the crossing on North Prairie Creek Road near Skyline High
    School and additional crossings near schools and a community center
    along Sylvan Avenue in West Dallas.
        I urge the Committee to provide targeted, dedicated funding to
    local governments for highway-railroad grade crossing safety
    improvements, including Quiet Zones, with direct local eligibility to
    address the most dangerous crossings and improve safety outcomes.
               Public Transportation and Multimodal Connectivity
        Public transportation is central to TX 30 transportation network
    and economic readiness. The Dallas Area Rapid Transit system operates
    one of the largest light rail networks in the United States and
    provides critical connections between neighborhoods, employment
    centers, educational institutions, and regional destinations. We should
    work to expand transit options in cities that lack them.
        Public transit helps manage congestion, support workforce access,
    and accommodate increased travel demand during major events.
    Coordination among highways, transit, and rail infrastructure is
    essential to ensuring efficient movement of people and goods throughout
    the region.
                                    Aviation
        Aviation infrastructure is a cornerstone of the TX 30
    transportation system and economic competitiveness. Dallas Executive
    Airport, owned and operated by the City, serves as a critical reliever
    airport supporting business aviation, emergency response operations,
    and economic development. Continued participation in the Federal
    Aviation Administration Airport Improvement Program is essential to
    maintaining safe and modern facilities.
        Dallas Love Field, also owned and operated by the City, is one of
    the nation's busiest medium-hub airports and a major driver of domestic
    passenger travel and business connectivity. Efficient roadway access,
    curbside operations, and traffic management are vital to managing peak
    travel demand.
        Regionally, Dallas/Fort Worth International Airport is among the
    busiest airports in the world and a cornerstone of international
    passenger travel and air cargo operations. Its continued success
    depends on strong highway, freight, and intermodal connections across
    the Dallas region, supported by federal surface transportation
    programs.
    Preserving Infrastructure and Building on the Infrastructure Investment
                                  and Jobs Act
        Cities in TX 30 are responsible for maintaining a vast network of
    locally owned streets, bridges, transit-supportive infrastructure, and
    aviation facilities. Extreme heat, severe weather, and increased usage
    accelerate infrastructure deterioration, increasing long-term
    maintenance and replacement costs.
        Continued eligibility for resilience, state-of-good-repair, and
    asset-preservation investments across federal highway, public
    transportation, and aviation programs is essential to protecting prior
    federal investments and ensuring reliable system performance.
        Local governments plan for, build, and manage more than 75 percent
    of the nation's road miles and over half of public bridges. Federal
    transportation investments are most effective when funding and
    decision-making authority reach the entities that own and operate the
    majority of the nation's infrastructure.
        As Congress considers renewal of the federal surface transportation
    law, I urge continued emphasis on local decision-making and direct
    investment in locally owned infrastructure.
          Retention and robust funding of the Safe Streets and
    Roads for All program
          Increased funding for the Transportation Alternatives
    Program, including Safe Routes to School
          Continuation of strong federal public transportation
    programs
          Continued investment in intercity passenger rail,
    including the Corridor Identification and Development Program
          Targeted funding for highway-railroad grade crossing
    safety improvements, including Quiet Zones
          Increased investment in truck parking infrastructure to
    improve freight safety and efficiency

        Please contact my office with any questions. Thank you.

    Prepared Statement of Hon. Chuck Edwards, a Representative in Congress
                        From the State of North Carolina
        I want to begin by thanking Chairman Graves for having me at this
    T&I Member Day Hearing and for making FEMA reform a priority this
    Congress. His leadership ensured that communities like mine, which have
    been hit hard by natural disasters, were heard as this legislation was
    developed.
        In Western North Carolina, Hurricane Helene was not just another
    storm--it was devastating. It washed out mountain roads, destroyed
    homes and businesses, and left entire communities cut off and uncertain
    about how they would recover.
        That is why the FEMA Reform Act is so important.
        Some of the bills I've introduced included in this package--
    including the Disaster Survivors Fairness Act, the Fair Disaster
    Assistance Act, the Promoting Resilient Buildings Act, and the Building
    Resilient Infrastructure and Communities for All Act--all move us
    toward the same goal: a FEMA that works for disaster survivors, not
    against them.
        Together, these reforms make FEMA fairer, faster, and more focused
    on real recovery. They recognize that families should not be stuck
    navigating red tape while trying to put their lives back together, and
    that disaster assistance should reflect real-world costs and real-world
    needs--especially in rural and hard-hit areas like Western North
    Carolina.
        They also recognize that we cannot keep rebuilding the same
    vulnerable infrastructure and hoping for a different result. These
    reforms give communities the tools to rebuild stronger, protect
    critical facilities, and invest in resilience so the next storm does
    not undo what taxpayers just paid to fix.
        The FEMA Reform Act puts disaster survivors back at the center of
    this system. It cuts through bureaucracy, strengthens our
    infrastructure, and ensures that when disaster strikes, the federal
    government is a partner in recovery--not an obstacle.
        For the families still rebuilding after Helene, and for every
    community that knows another storm is coming, this legislation is
    urgently needed. I urge leadership to put this bill on the floor for a
    vote, and I encourage my colleagues to support it.
        Thank you, Mr. Chairman, I yield back.

    Prepared Statement of Hon. Ron Estes, a Representative in Congress From
                              the State of Kansas
        Mr. Chairman,
        Thank you for the opportunity to share with the Transportation and
    Infrastructure Committee my priorities as the Committee works towards
    reauthorization of our nation's surface transportation programs this
    year. While Kansas' fourth congressional district is known for being
    the Air Capital of the World, surface transportation programs play an
    equally critical role in the daily lives of my constituents.
                         Stability of Funding Over Time
        Back home in Kansas, our Kansas Department of Transportation just
    wrapped up their ``Local Consult'' process, where every two years, they
    travel around the state to engage with communities and gather their
    input on transportation priorities for the future. This helps inform
    goals, plan for future investments, and understand what projects are
    important for everyday Kansans.
        The Local Consult resulted in new ideas for modernization and
    construction projects in Kansas from communities of all sizes.
    Predictable and stable federal funding for surface transportation
    projects is a critical piece in making these ideas a reality and
    allowing Kansas to maintain their pipeline of federal investments,
    maintenance, and operations. Consistency over the long-term, especially
    over five-years, prevents disruptions to project development,
    construction delays, and cost overruns.
        Without predictable, consistent funding over time, important
    investments for the future will be at risk. Take for example, the canal
    route in Wichita, which stretches over five miles in both directions
    and is a vital commuter and freight corridor for Sedgwick County and
    region. While still structurally safe, the existing structures are
    nearing the end of their useful life and will eventually need
    replacement. This project will be a massive undertaking, requiring
    consistent investment over time. Without a reauthorization that
    prioritizes long term stability and investment, large-scale projects
    like the canal route could risk stalling out.
                                 Formula Funds
        While federal funding makes up only about 25-30% of the total funds
    that Kansas uses annually on transportation projects, federal
    investment has a critical role in ensuring current projects remain on
    track, and innovative projects in the future remain in the pipeline.
        Existing federal formula funding programs, such as the Surface
    Transportation Block Grant Program and the Bridge Formula Program are
    especially important to Kansas infrastructure investments. In Kansas,
    there are almost 25,000 bridges on public roads, with the vast majority
    on local highways and roadways. Depending on their state of repair,
    these bridges impede Kansas commodities getting to market. Formula
    funding is key to facilitating bridge investments on the local
    transportation system to provide a reliable means for agriculture
    shippers to move their product.
        Prioritizing federal formula programs allows states that spend time
    and resources to understand the specific needs of the communities that
    they serve to effectively and efficiently meet transportation
    infrastructure needs.
                    Non-Federal Match for Rural Communities
        Moreover, assessing options for flexibility for the federal and
    local match would enable small, rural communities to upgrade their
    aging transportation infrastructure. With smaller populations compared
    to urban areas like Wichita, rural communities in Kansas face
    challenges meeting match requirements for federal investment, hampering
    their ability to modernize aging transportation infrastructure.
    Flexibility with regard to how small, rural communities may meet match
    requirements would allow for more rural communities to access funding
    for infrastructure projects.
                               Regulatory Clarity
        Increasing flexibility, simplifying environmental regulations, and
    reducing burdens would streamline project delivery, improve performance
    quality, and extend infrastructure longevity. Transportation system
    improvements positively impact the everyday lives of Kansans, support
    economic development, and spur community growth. Ensuring projects are
    not overly burdened by federal or programmatic regulations will enable
    faster project delivery. Cumbersome environmental regulations should be
    simplified, and review timelines should be streamlined.

                                     * * *

        Mr. Chairman, thank you again for allowing me to share my thoughts
    on the upcoming surface transportation reauthorization legislation. It
    is invaluable to have an opportunity to communicate these priorities
    from our constituents. I appreciate your consideration of these items
    as the Committee continues to work under your steadfast leadership to
    pass a surface transportation reauthorization in the coming months.

    Prepared Statement of Hon. Susie Lee, a Representative in Congress From
                              the State of Nevada
        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 perspective on issues under the
    Committee's jurisdiction.
        Federal investment in transportation and infrastructure projects is
    critical for many communities, including southern Nevada, to enhance
    safe and effective travel and support economic development.
        Efforts to expand Interstate 15 and address congestion along the
    corridor is one example of the ongoing need for federal investment in
    infrastructure projects. The I-15 is a vital lifeline connecting
    communities, economies, and opportunities across the Southwestern
    United States. It's how families get to work and school and how goods
    move from Western ports to every corner of the country. Unfortunately,
    for those who rely on this highway, trips along the corridor have
    become increasingly long, frustrating, and dangerous.
        On average, approximately 35,000 passenger cars and 7,500 trucks
    cross the California-Nevada border every day along this corridor.
    Congestion, collisions, and frequent closures, coupled with aging
    infrastructure, create serious risks for the people that depend on this
    highway. Between Barstow and the Nevada state line, someone is killed
    or seriously injured every three days. Last year, a lithium-ion truck
    fire closed the I-15 for two days, leaving thousands of travelers
    stranded in triple-digit heat.
        This corridor is a crucial economic driver for the region, fueling
    tourism, supporting global manufacturing and logistics, and sustaining
    local economies along the highway.
        As this Committee considers legislation relating to federal
    infrastructure funding and policy, including upcoming surface
    transportation reauthorization legislation, I urge consideration of
    programs and opportunities to support projects like the expansion of
    the I-15 corridor as well as efforts to improve the permitting process
    to streamline the deployment of critical projects.
        I was proud to work with many members of this Committee to help
    pass into law the Bipartisan Infrastructure Law, and now I look forward
    to working on a bipartisan basis to reauthorize critical programs that
    promote road safety, improve our nation's infrastructure, and boost
    local economies. As this Committee considers reauthorization of these
    essential programs, I look forward to working with you to build upon
    the progress of the Bipartisan Infrastructure Law.
        I remain committed to working with my colleagues on this Committee
    to push forward common-sense solutions that ensure safe roads and fuel
    local economies. I encourage the Committee to provide full
    consideration to opportunities to support the I-15 corridor expansion.
        Thank you again for providing this opportunity. I look forward to
    collaborating with the Committee to make life for Nevadans better.

    Prepared Statement of Hon. Ted Lieu, a Representative in Congress From
                            the State of California
        Chairman Graves and Ranking Member Larsen, thank you for holding
    this Member Day Hearing, and for allowing me to submit testimony in
    support of legislation that I am working on that would convey land from
    the United States Coast Guard to the City of Rancho Palos Verdes, in my
    district, to rebuild Wayfarers Chapel after its dismantling due to
    major land movement in the area.
        For over 70 years, the Wayfarers Chapel, known as ``The Glass
    Church,'' welcomed thousands of visitors from around the world each
    year. Visitors who came to admire this masterpiece of Organic Modern
    architecture designed by Lloyd Wright, the son of Frank Lloyd Wright.
    Hundreds of couples exchanged their marital vows at this iconic site
    each year. It stood atop a hillside on the Palos Verdes Peninsula
    overlooking the Pacific Ocean in the southern region of my district.
        In December 2023, Wayfarers Chapel was designated as a National
    Historic Landmark. At the same time, landslides were reactivated
    following two winters of record rainfall in Southern California.
    Unprecedented land movement in the Portuguese Bend Landslide Complex
    went on to severely damage the Chapel, forcing its closure just two
    months after receiving status as a National Historic Landmark.
        In light of the unprecedented land movement, the Wayfarers' Board
    of Directors decided to dismantle the Chapel to preserve every possible
    component for future reconstruction. With the Chapel now dismantled and
    in storage, the Board is seeking to rebuild this irreplaceable treasure
    in the City of Rancho Palos Verdes, where it has been a beloved part of
    the community for generations.
        It is not feasible to rebuild on the same site due to the
    devastating land movement. Together, the Board and City leaders have
    identified an ideal site for relocation: an approximately 4-acre Coast
    Guard property located 1 mile west on a former WWII coastal defense
    site at the Ken Dyda Civic Center. Named for U.S. Army Colonel Harry C.
    Barnes, the ``Battery Barnes'' property is home to a 5,000-square-foot
    subterranean bunker and is currently in the divestiture process.
        The Wayfarers Board has developed a vision to reconstruct the
    Chapel on the Battery Barnes property while serving as an educational
    and cultural site, community gathering space, and architectural
    destination. For this to happen, the federal land must be transferred
    to the City of Rancho Palos Verdes.
        My pending legislation would provide up to 10 years for the Federal
    government to convey all rights, title, and interest of the Battery
    Barnes property to the City of Rancho Palos Verdes for the purpose of
    reconstructing Wayfarers Chapel for use as an educational and community
    gathering space. The campus is envisioned to include not only a rebuilt
    chapel and bell tower, but public restrooms, a museum, cafe,
    interpretive visitor center, public trails and open space, public
    parking, and educational native plant gardens.
        This solution would benefit the Chapel, the City of Rancho Palos
    Verdes, and the Federal government by enabling Wayfarers to remain in
    its home community while honoring the site's military legacy and
    continuing to unite and inspire.
        I plan to introduce this bill in the coming weeks and seek your
    support in seeing it signed into law. Transferring this land is an
    essential step toward ensuring the Chapel can rise again and stand as a
    testament to the resilience of the human spirit and the community in
    the face of a natural disaster. This bill clearly falls within the
    Committee's jurisdiction of the U.S. Coast Guard. I respectfully
    request that the Committee support this land transfer and I thank you
    again for the opportunity to offer this testimony for my district.

    Prepared Statement of Hon. Mary E. Miller, a Representative in Congress
                           From the State of Illinois
        Thank you Chairman Graves and Ranking Member Larsen for hosting
    this Member Day.
        I come representing Central Illinois and its elevated position as
    the crossroads to the West.
        As many know, Central Illinois is a major hub for interstate
    commerce--propelled mainly by a vibrant trucking industry. Looking at a
    combined total of all commercial shipments, Illinois is the third
    busiest freight state when measured by value, and fourth when measured
    by tonnage according to DOT. Illinois' trucking industry alone is
    expected to reach over $73 billion in market value.
        Therefore, it is all the more imperative that our roads are kept
    safe, secure, and regulated.
        Congress can start this effort by restricting who can drive--making
    sure it's only those who are here legally and can speak English.
        Multiple sanctuary states, including my home state of Illinois, are
    issuing driver's licenses and CDLs to illegals. This creates an extreme
    level of risk for all those on the road. Many of these sanctuary states
    also allow illegals to obtain a license with little or no English
    proficiency, even allowing applicants to use translators.
        The extent of this broken system was made clear last year when an
    Illinois-based company, JKC Trucking, told Fox News about the rampant
    scheme of illegal truckers on American roads. The company showed how
    the abuse of the CDL licensing process not only leads to decreased
    safety, but also leads to the closure of many American trucking
    businesses because they are unable to compete against illegal companies
    and illegal drivers.
        Considering this ongoing public safety crisis, and having received
    numerous inquiries from my constituents about road safety, I have
    introduced H.R. 5330, the SAFE Driving Laws Act. The bill would
    withhold transportation funds from States that grant driver's licenses
    to illegals and fail to share information about criminal aliens with
    federal immigration authorities. Furthermore, this bill clearly
    specifies that both standard driver's licenses and commercial driver's
    licenses are to be withheld from illegal immigrants. This language
    creates clarity that the States are responsible for CDLs issuance, and
    that they take a part of responsibility when certifying CDLs. Lastly,
    the bill champions transparency by requiring that the Secretaries of
    DHS and DOT maintain a public database that shows the compliance status
    of each State. This is to ensure that sanctuary governors can't hide
    behind delayed numbers--they must cooperate and if they don't, we all
    will know.
        Mr. Chairman, as your committee continues its work to protect the
    American people on the roadways, I request that you include my bill's
    language into the Surface Transportation Reauthorization.
        I look forward to working with this committee to make America's
    roads safe and secure.
        Thank you for your time, and I yield back.

      Prepared Statement of Hon. Joe Neguse, a Representative in Congress
                           From the State of Colorado
        Chairman Graves, Ranking Member Larsen, and distinguished members
    of the House Committee on Transportation and Infrastructure, thank you
    for the opportunity to submit written testimony on my legislation
    before your committee.
        Cyclist and pedestrian deaths in the U.S. remain far too high. The
    National Highway Traffic Safety Administration (NHTSA) data for 2022
    showed cyclist deaths were the highest ever recorded, at 1,105 deaths
    \1\. We have a real solution for these terrible and unnecessary
    tragedies: the Magnus White Cyclist Safety Act (H.R. 3649), a bill that
    would require all passenger vehicles to have Automatic Emergency
    Braking (AEB) systems that can detect bicycles, motorcycles, and other
    vulnerable road users.
    ---------------------------------------------------------------------------
        \1\ https://usa.streetsblog.org/2024/04/02/the-latest-pedestrian-
    and-cyclist-fatality-stats-are-deadly-deja-vu
    ---------------------------------------------------------------------------
        This bill is named after my constituent, Magnus White, an
    incredible cyclist for Team USA and exceptional young man, who was
    tragically killed when a driver hit him while he was on a training
    ride, just days before he was set to compete in the world
    championships. By requiring AEB systems that can detect all vulnerable
    road users to be installed in all vehicles, we can prevent senseless
    tragedies and protect everyone in our communities.
        In fact, most auto manufacturers are already rolling out this
    technology. A company that owns multiple U.S. brands such as Dodge and
    Jeep just added the largest number of AEB-equipped new vehicles to its
    offerings.\2\
    ---------------------------------------------------------------------------
        \2\ https://www.consumerreports.org/cars/car-safety/more-
    automakers-make-aeb-a-standard-feature-on-most-models-a2486269627/
    ---------------------------------------------------------------------------
        I have also been proud to work with your committee to pursue
    modifications to our disaster response and recovery efforts. I am
    grateful for the Committee's support for the Disaster Management Costs
    Modernization Act (H.R. 744), which passed the Transportation and
    Infrastructure Committee on voice vote earlier this year and is also
    included in H.R. 4669, The FEMA Act. This bill would provide additional
    flexibility to emergency managers responding to multiple open
    disasters, and remove administrative burdens on disaster recovery.
        I also ask for your consideration of the Replacing Essential
    Passports and Licenses After Certain Emergencies (REPLACE) Act (H.R.
    1338). This bipartisan, bicameral bill would waive fees and streamline
    the process for replacing critical documents lost in a disaster, such
    as passports and immigration documents. In the face of a quickly
    approaching natural disaster and evacuation, there is not always enough
    time to grab these essential documents. The cost and administrative
    burden to replace these documents on top of other recovery needs can be
    overwhelming, and this is an important way we can make the process
    easier for families recovering from a natural disaster.
        In closing, thank you for the opportunity to submit these
    priorities to the committee. I request that you consider including
    these bills in an upcoming legislative vehicle, or moving them as
    individual bills. I look forward to working with the committee on these
    issues.

        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 federal investment;
        2.  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;
        3.  The Ocean Pollution Reduction Act II;
        4.  The LOSSAN Rail Corridor;
        5.  The importance of investing in bus rapid transit (BRT); and
        6.  The reconfiguration of the San Diego Courthouse.

        First, in the 119th Congress, I introduced the Build More Housing
    Near Transit Act, H.R. 4576, with Rep. Blake Moore (R-UT). This
    legislation highlights the importance of making smart federal
    investments to fund fiscally sustainable transit projects that
    decongest our roads, increase sustainability, and support 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. Before the federal government pays for a locality's costly
    transit project, that locality should demonstrate that they have a
    project that people are actually going to use. Cities should show us
    their development plans as part of their application for money, because
    if we don't promote housing next to our transit lines, we won't reduce
    traffic, protect the environment and get fare revenue that minimizes
    taxpayer subsidy going forward.
        My bipartisan, bicameral bill, the Build More Housing Near Transit
    Act, 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 the upcoming surface transportation reauthorization
    package.
        Second, my bill, 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,
    was passed in the House. 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 House
    passed the bill in 2025 on suspension in addition to the bill being
    made in order as an amendment and passed as part of the PERMIT Act.
        Third, 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.
        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. The
    upcoming surface transportation reauthorization bill must include
    significant rail funding to ensure the long-term stability and success
    of this vital Southwest corridor.
        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 as negotiations continue for the upcoming surface
    transportation reauthorization bill.
        Fifth, bus rapid transit (BRT) is a cost-effective and high-quality
    public transit solution. When well designed, BRT corridors require
    fewer capital costs to build and maintain when compared with other
    transit corridors. BRT is highly adaptable to a city's specific needs
    and constraints with regards to varying demand levels, integration with
    other transportation systems, and existing road layouts. As cities face
    growing challenges of providing a public transit option for their
    residents to better access jobs, education, housing, and other economic
    opportunities, BRT can present a path forward with lower up-front costs
    than other transit systems.
        However, under current law, Department of Transportation funding
    for transit-oriented development (TOD) projects are limited to fixed
    guideway transit facilities and do not include corridor-based bus rapid
    transit projects. I believe Congress should act to expand the
    eligibility of TOD projects to include corridor-based bus rapid transit
    projects. I respectfully ask that the Committee consider this priority
    as it crafts the upcoming surface transportation reauthorization bill.
        Sixth, 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. Brittany Pettersen, a Representative in
                      Congress From the State of Colorado
        Dear Chair Graves and Ranking Member Larsen:
        As you begin crafting the upcoming Water Resources Development Act
    reauthorization, Surface Transportation Reauthorization bill, and
    priorities for the remainder of the 119th Congress, I respectfully
    request that you give consideration to the following priorities:
            Protect and Restore CRISI Grant Funding for Rail Safety
        The recent cancellation of the Consolidated Rail Infrastructure and
    Safety Improvements (CRISI) grant has jeopardized critical rail safety
    upgrades, including Positive Train Control (PTC) and enhanced crash
    safety mechanisms. In August 2024, a freight train derailed in Boulder
    near a local hospital, destroying a rail bridge and injuring two crew
    members. The Front Range Subdivision, where the derailment occurred,
    operated without a PTC system.
        CDOT's project funded by CRISI would design, install, and test
    Centralized Traffic Control (CTC) and PTC infrastructure in Westminster
    and Broomfield, Colorado. These upgrades would significantly improve
    safety by modernizing signal systems and reducing the risk of
    derailments, particularly those involving hazardous materials.
    Restoring CRISI funding would not only enhance rail safety but also lay
    critical groundwork for Front Range Passenger Rail service, which would
    provide accessible passenger transit throughout the Colorado Front
    Range.
                    Increase Federal Transportation Funding
        Despite the funding increases enacted under the Infrastructure
    Investment and Jobs Act (IIJA), federal transportation investments
    remain well below what is needed to meet the nation's growing
    infrastructure demands. State and local governments need sustained
    federal support to advance critical projects that improve safety,
    mobility, and economic competitiveness.
        The Joint Passenger Rail service is currently in the planning stage
    and will deliver a starter passenger rail service connecting Denver
    Union Station to Fort Collins. This initiative is supported by funding
    from the Department of Transportation's Federal Railroad Administration
    (FRA) grant programs. Continued and expanded federal investment is
    essential to support planning, environmental review, project
    development, and implementation. Advancing joint service will improve
    regional connectivity, reduce highway congestion, and expand mobility
    options along the Front Range corridor, laying the groundwork for a
    future Front Range Passenger Rail.
                   Strengthening the Highway Trust Fund (HTF)
        The Colorado Department of Transportation (CDOT) depends heavily on
    federal resources from the Highway Trust Fund. In Colorado, these
    investments support projects across the state, including for
    communities in Colorado's High Country and major corridors such as the
    Brighton-Boulder corridor, where funding is improving safety and
    expanding bike and pedestrian infrastructure.
                        Water Resources Development Act
        As you begin your work preparing the Water Resources Development
    Act (WRDA) 2026 reauthorization, investing in Western water
    infrastructure and project authorizations must be a central priority
    for the committee. The Western United States is experiencing
    unprecedented levels of drought, with well below-average snowpack and
    increasing temperatures exacerbating the problem. Colorado's national
    forests and BLM lands form the headwaters of more major rivers than in
    any other state and provide drinking water for millions of people and
    irrigation for farms across the West.
        I respectfully urge the committee to add Colorado to the list of
    eligible states for Section 595, Environmental Infrastructure
    Assistance for Western Rural Water Projects. Expanding WRDA Section 595
    to include Colorado would provide a critical tool for drought
    mitigation, watershed restoration, increasing water supply and storage,
    and encouraging water reuse. By authorizing target cost-sharing for
    these projects, this committee could directly address drought impacts
    in Colorado, helping communities stretch their limited water supply,
    protect agricultural communities, and provide a stronger system for
    downstream water users, strengthening long-term water security across
    the West.
        Thank you for your consideration. If you have any questions please
    contact Nikky Garaga on my staff.

        Prepared Statement of Hon. Terri A. Sewell, a Representative in
                       Congress From the State of Alabama
        Thank you, Chairman Graves, Ranking Member Larsen, and members of
    the Transportation and Infrastructure Committee for the opportunity to
    submit testimony before you today.
        First, I would like to thank this committee for their continued
    support of the Army Corps of Engineers' Selma River Erosion project.
    After years of advocacy, we successfully authorized construction in the
    FY24 WRDA.
        Sadly, additional structural assessments and inflationary
    construction costs has triggered the statutory ``902 limit''.
    Therefore, I am testifying before you once again to fully authorize
    construction for this project in FY26.
        Flooding caused by numerous storms and hurricanes in recent years
    has created severe river erosion along the downtown area of Selma,
    Alabama. Numerous buildings along the riverbank have become
    structurally compromised due to this erosion, and some buildings have
    already collapsed into the Alabama River. Additionally, Army Corps of
    Engineers officials from the Mobile District warn that the historic
    Edmund Pettus Bridge could be threatened if the river erosion is not
    addressed immediately.
        As authorized in the WRDA 2022 bill, the Selma Flood Risk
    Management and Bank Stabilization project will reduce the risk of
    failure of ten historic structures along the riverbank, protect this
    Edmund Pettus Bridge, and provide a response plan for imminent flooding
    events.
        As the site of the historic Bloody Sunday and Selma to Montgomery
    March of 1965, the preservation of the Edmund Pettus Bridge and the
    Selma Riverfront is vital not only to the City of Selma, but to the
    history of our nation. Each year, a bipartisan group of Members of
    Congress travels to Selma to walk across the Edmund Pettus Bridge in
    the footsteps of our former colleague John Lewis, honoring the courage
    of the people of Selma and reflecting on their pivotal role in
    advancing American democracy. This history must be preserved.
        Moreover, yesterday marked the three-year anniversary of the severe
    storms and tornadoes that caused devastation across my district,
    including in the City of Selma. This disaster placed an unprecedented
    financial burden on the City to begin recovery and rebuilding efforts.
        Simply put, the City of Selma desperately needs the Army Corps of
    Engineers project to begin as soon as possible. Further delays will
    only allow the erosion along the Alabama River to continue, more
    historic buildings will collapse into the river, and the historic
    Edmund Pettus Bridge's structural integrity will remain under threat.
        I thank the committee for your consideration of my request, and I
    look forward to working with all of you to reauthorize construction for
    this project in the 2026 Water Resources Development Act.

        Prepared Statement of Hon. Norma J. Torres, a Representative in
                     Congress From the State of California
        Chairman Graves, Ranking Member Larsen, and distinguished Members
    of the Committee. Thank you for the opportunity to share the needs of
    the Inland Empire with the Committee as you work on Surface
    Transportation Reauthorization, the 2026 Water Resources Development
    Act (WRDA), and other priorities.
        I have the honor of representing California's 35th Congressional
    District, which includes the counties of San Bernardino, Riverside, and
    Los Angeles. The Inland Empire is one of the fastest-growing regions in
    the nation and is a vital logistics hub, with close to 40 percent of
    the Nation's imported goods passing through our region; the Alameda
    Corridor, a major freight artery; and Ontario International Airport,
    which is not only one of the nation's most passenger-friendly airports,
    but also a major air cargo airport.
                     Key Priorities for the Inland Empire:
        Regional Infrastructure Accelerators: Our region is experiencing
    rapid growth and facing significant infrastructure challenges, which is
    why I strongly support authorization of significant funding for the
    Regional Infrastructure Accelerators in the Surface Transportation
    Reauthorization. This program enjoys bipartisan support and delivers
    results nationwide. I created the Regional Infrastructure Accelerator
    Program through the 2015 FAST Act to provide technical assistance and
    support on early-stage planning to help local and regional leaders turn
    infrastructure ideas from concepts into shovel-ready projects that
    improve freight mobility, expand transit, and enhance safety. By
    providing vital support early in the process, it ensures projects move
    faster, create jobs, and improve communities. The tens of millions
    since appropriated has benefited many Republican-led districts, showing
    the program is a true champion of bipartisan growth across America.

        Supporting Thriving Communities and Transit-Oriented Development:
    The Riverside-San Bernardino-Ontario metro area continues to grow,
    recently becoming the 11th most populous metropolitan statistical area
    in America. Fast-growing communities need technical assistance and
    capacity-building to ensure working families thrive. The DOT's Thriving
    Communities Initiative recognizes the power of local communities to
    drive innovation if they have the tools to succeed. That is why I
    respectfully request strong consideration of my bill for the upcoming
    reauthorization, the Thriving Communities Act (H.R. 2088), to provide
    grants for technical assistance and capacity-building support to help
    fast-growing communities implement transformative infrastructure
    projects. In addition, the bill supports Transit-Oriented Development
    (TOD) and encourages better coordination between DOT and the Department
    of Housing and Urban Development.
        Similarly, I encourage the Committee to explore reforms to make the
    Transportation Infrastructure Finance and Innovation Act (TIFIA)
    program more useful for Transit-Oriented Development. TIFIA provides
    credit assistance for transportation projects and makes it possible to
    obtain financing for needed projects when that financing might not
    otherwise be available.
        As we face a housing crisis in the Inland Empire and nationwide,
    TOD can be a game-changer. Building housing, jobs, and services near
    transit can revitalize communities, support small businesses, and
    attract long-term investment. My constituents also commute more than
    half an hour for work. TOD can help cut down on commuting times, reduce
    traffic, and improve air quality.

        Improving Pedestrian Safety: Across the country, and in the Inland
    Empire, we have observed an alarming rise in pedestrian accidents and
    fatalities. The Riverside-San Bernardino-Ontario metro area ranks as
    one of the deadliest in the nation for pedestrians, with 797 pedestrian
    fatalities between 2018 and 2022. In 2023, I partnered with
    Congresswoman Bonamici, who was hit by a car while crossing the street,
    to introduce the Pedestrian Hazard, Awareness, and Safety Expansion
    (PHASE) Act (H.R. 4904) to make our streets safer for everyone. The
    bill directs the National Institute of Standards and Technology (NIST)
    to work with DOT to identify and implement innovative traffic safety
    solutions. The bill also authorizes a new DOT grant program to help
    cities, municipalities, and tribal governments fund critical pedestrian
    safety infrastructure, like smarter crosswalks, expanded buffer zones,
    better lighting, and upgraded traffic signals. The solutions this bill
    would implement are not just infrastructure improvements; they are
    life-saving interventions. I hope that my bill will be considered for
    inclusion in the upcoming Surface Transportation Reauthorization
    legislation.

        Wildfire Prevention and Infrastructure Needs: As Southern
    California continues to recover and rebuild from the devastating 2025
    wildfires, we must provide investments to strengthen our region's
    emergency communication systems, upgrade evacuation routes, and improve
    infrastructure to mitigate the damage from wildfires to protect both
    our communities and our critical infrastructure. As communities across
    the nation face increasing wildfire risks, we must prioritize funding
    for wildfire prevention infrastructure, including firebreaks, forest
    management, and fire response improvements.

        Dig Once Policy: When we dig up a road to repair or improve it, we
    should take advantage and install pending broadband conduit, water
    lines, and energy infrastructure upgrades at the same time. Not only
    does digging once save taxpayer dollars, but the practice also
    minimizes disruption to our communities. I urge this Committee to
    uplift Dig Once, which ensures coordination between transportation and
    utility projects.

        BUILD Grant: The infrastructure grant programs in Surface
    Transportation Reauthorization are crucial to improving our community.
    BUILD grants, formerly known as RAISE and TIGER, provide competitive
    funding for projects with significant local or regional impact.
    Continued support of the BUILD grant program is essential to help
    communities of all sizes address aging and insufficient infrastructure,
    improve transportation safety, and support local economic growth. 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.

        Freight Infrastructure: The Inland Empire is one of the most in-
    demand industrial and labor markets in America, with 11.9 million
    people living within 50 miles of the region's core and just over a
    quarter of the population aged 18-34. The region supports a warehouse
    and distribution labor force of nearly 150,000 and is forecasted to
    grow by over 15% over the next decade. Strong investments in our major
    freight rail expressways, including the Alameda Corridor, which runs
    through my district, are essential to maintaining efficient goods
    movement and reducing bottlenecks for our economies and supply chains.

        Strengthening Public Transportation: The Capital Investment Grants
    (CIG) Small Starts program is a critical tool for project sponsors in
    the Inland Empire and around the country to deliver needed public
    transportation projects. Small Starts projects allow for the design and
    construction of corridor-based bus rapid transit projects. However, the
    federal share threshold for projects receiving funding under this
    program has only grown marginally over the period of the program's
    existence. I urge the committee to consider increasing the CIG Small
    Starts federal share threshold to maximize the utility of this funding
    for the Small Starts projects, in Section 5309(a)(6)(A) of title 49,
    United States Code, by increasing the federal share threshold from $150
    million to $200 million.
        The Expedited Project Delivery (EPD) pilot program allows the
    Federal Transit Administration (FTA) to expedite the delivery of CIG
    projects. To allow projects in the Inland Empire and across the nation
    to utilize this program and expedite projects, I urge this Committee to
    consider increasing the available EPD pilot program funding share from
    25% to 35% for projects in the program.

        LA 2028 and Major Sporting Events: With the upcoming Los Angeles
    2028 Olympic and Paralympic Games and the 2026 FIFA World Cup, I urge
    the Committee to work with our state and local partners to ensure that
    the proper federal investments are made and that the Committee listens
    to the needs and concerns of the region's transportation agencies and
    municipalities.

        My District is a national logistics engine with local
    infrastructure challenges that benefit from strong federal partnership
    and innovative solutions. I respectfully request that the Committee
    take into account these local priorities I have outlined for the
    upcoming Surface Transportation Reauthorization and your work this
    year. I would next like to take this opportunity to share some concerns
    regarding this Administration.
                 Concerns with Actions from this Administration
        The bipartisan approach of this Committee is one I deeply respect,
    along with the critical understanding that our transportation and
    infrastructure programs are crucial to all Americans, regardless of
    political affiliation. With that in mind, I respectfully urge this
    Committee to ensure proper oversight and push back against the
    Administration's continued partisan attacks on California and other
    states, such as the unlawful withholding of $160 million in highway and
    surface transportation funding, and refusal to work on a supplemental
    disaster aid funding package nearly one year after the catastrophic
    wildfires in Southern California.
        I also remain concerned by the actions led by the Department of
    Government Efficiency (DOGE) and continued by the Administration that
    limit the Department of Transportation (DOT) and other agencies'
    abilities to carry out their Congressionally mandated duties and
    programs. I am deeply disturbed at efforts to close the Pipeline and
    Hazardous Materials Safety Administration (PHMSA) Hazardous Materials
    Safety Western Region Office in my district, which is vital to ensuring
    the safe transport of hazardous materials across 13 states and
    territories--including California. Closing it would put public safety
    at risk, especially in the wake of disasters like those in East
    Palestine, Ohio, in 2023. I urge the Committee to oppose any and all
    efforts to close the regional offices for Agencies serving our states.
        Looking back at 2025, nearly 3,300 federal employees were forced to
    leave DOT, including 1,500 from the Federal Aviation Administration and
    844 from the Federal Highway Administration. Many of these workers
    brought decades of experience and expertise, and these reductions
    threaten the safety and reliability of our transportation networks,
    delay critical infrastructure projects, and undermine effective
    oversight and use of taxpayer dollars. At a time when our nation's
    infrastructure needs are crumbling, not only do we need a strong
    surface transportation bill, but we also need federal employees who can
    help implement the law.
        In addition, as we start work on the bipartisan WRDA 2026
    reauthorization bill, it is important that Members of Congress get
    timely and substantive responsiveness from the U.S. Army Corps of
    Engineers on projects in our districts. This information is critical as
    we work to advance the priorities of our constituents. That is why I am
    concerned with this Administration's policy that stops the U.S. Army
    Corps of Engineers from communicating directly with Congress unless it
    has been cleared by political appointees in the Department of Defense's
    Legislative Affairs office. This policy makes it hard to get even the
    most basic information and updates about important projects in our
    districts.
     Priorities of the New Democrats Coalition for Surface Transportation
                                Reauthorization
        As Chair of the Housing, Infrastructure, and Transportation Working
    Group for the New Democrats Coalition, I wanted to highlight the
    priorities of the Coalition by submitting to the record a letter sent
    from the Coalition to Chairman Graves and Ranking Member Larsen on June
    5, 2025, outlining the 15 recommendations from the Coalition for the
    upcoming Surface Transportation Reauthorization Package that prioritize
    sustainable funding and financing; safe, resilient, and innovative
    infrastructure programs; and smart planning, zoning, and development. I
    have included the letter in the annex below. We ask for your strong
    consideration of the recommendations highlighted in the letter.
        Thank you for your time and for listening to my priorities and
    concerns. I look forward to working with you to advance policies that
    strengthen our local economies and bring much-needed investments to our
    communities.

      Letter of June 5, 2025, to Hon. Sam Graves, Chairman, and Hon. Rick
    Larsen, Ranking Member, Committee on Transportation and Infrastructure,
       from Hon. Shomari Figures and Hon. Nikki Budzinski, New Democrat
          Coalition, Submitted for the Record by Hon. Norma J. Torres
                                                          June 5, 2025.
    The Honorable Sam Graves,
    U.S. House of Representatives,
    1135 Longworth House Office Building, Committee on Transportation and
            Infrastructure, Washington, DC 20515.
    The Honorable Rick Larsen,
    U.S. House of Representatives,
    2163 Rayburn House Office Building, Committee on Transportation and
            Infrastructure, Washington, DC 20515.
        Dear Chairman Graves and Ranking Member Larsen,
        For decades, the Committee on Transportation & Infrastructure has
    developed a Surface Transportation Reauthorization Bill to fund
    infrastructure and ensure the safety of the United States'
    transportation systems. Since our founding in 1997, the New Democrat
    Coalition has consistently prioritized sustainable funding and
    financing; safe, resilient, and innovative infrastructure programs; and
    smart planning, zoning, and development. As you work in a bipartisan
    fashion to craft the Surface Transportation Reauthorization package, we
    are eager to find a pragmatic path forward that meets the needs of the
    American people.
        As outlined below, New Dems are committed to updating our
    transportation infrastructure, creating quality jobs, investing in our
    nation's preparedness and resilience, and developing more affordable
    housing. We ask for your strong consideration of the following
    priorities as you develop the bill:
                    Smart Planning, Zoning, and Development
          Simplify project planning and success by directing the
    Department of Transportation and the Department of Housing and Urban
    Development to develop frameworks for best practices on zoning and
    land-use policies, including common land use guidance.
          Get projects built and operating quicker through reforms
    to federal permitting processes that delay project groundbreaking,
    construction, and operation. These reforms should shorten timelines on
    all types of federal authorizations for projects.
          Encourage transit-oriented development in line with H.R.
    __, the Build More Housing Near Transit Act (reintroduction
    forthcoming), by directing the Secretary of Transportation to boost a
    transit project's rating if the project includes pro-housing policies
    for areas along the project route. This should include a directive for
    the Department of Housing and Urban Development to develop a
    methodology to evaluate the merits of the pro-housing policies
    documented in a Capital Investment Grants application.
          Enhance infrastructure resiliency and protect taxpayer
    investments by requiring state Departments of Transportation (DOTs) and
    Metropolitan Planning Organizations (MPOs) to identify in long range
    transportation plans all assets vulnerable to common natural disasters
    in the region and identify which assets need to operate during a
    disaster or immediately after, along with the improvements required for
    that to occur.
          Support infrastructure maintenance by requiring state
    DOTs and MPOs to detail in their Statewide Transportation Improvement
    Program/Transportation Improvement Program projected progress toward
    repair targets and how funds support that progress. These Improvement
    Programs should be posted on Federal Highway Administration and Transit
    Administration websites in a machine-readable format and be fully
    searchable to enhance transparency and accountability.
                       Sustainable Funding and Financing
          Support the safety of America's bridges by fully funding
    the Bridge Investment Program, one of the most sought-after programs
    providing federal funding. The Committee should also make improvements
    to the program by requiring the Department of Transportation to issue
    guidance for reviewers on how to conduct and document the quality
    control process to ensure all applications are consistently evaluated.
          Improve community safety and access to essential services
    through continued funding for the Reconnecting Communities Grant
    Program, ensuring planning and capital grants for communities to
    redesign the built environment to meet modern needs.
          Bolster Americans' transportation choices by continuing
    to provide robust funding for the Capital Investment Grant program and
    passenger rail grant programs, supporting different modes of
    transportation such as buses and trains.
          Focus on current infrastructure needs rather than
    creating new ones by requiring grantees to demonstrate that they can
    operate and maintain an asset throughout its useful life. New capacity
    projects should have a federal match of 50% to incentivize the
    maintenance of existing infrastructure rather than the development of
    new roads or bridges.
            Safe, Resilient, and Innovative Infrastructure Programs
          Improve work zone and traffic safety by requiring the
    Department of Transportation to collect and analyze data on roadside
    vehicle crashes and work zone crashes to develop strategic plans to
    stop these incidents in line with bipartisan legislation like H.R.
    2992, the Preventing Roadside and Work Zone Deaths Act.
          Reduce vehicle accidents with animals and improve habitat
    connectivity by reauthorizing the Wildlife Crossings Pilot Program
    (WCPP) established in the Bipartisan Infrastructure Law.
          Ensure efficient use of taxpayer dollars and minimize
    project disruption by directing the creation of a ``Dig Once'' Policy
    across all infrastructure projects involving excavation or roadwork. By
    coordinating the installation of multiple utilities during a single
    construction project, such as broadband cables, electrical lines, and
    water systems, the policy eliminates the need for repeated excavations,
    which are not only costly but also cause significant disruption to
    communities.
          Protect vulnerable persons in our communities by
    supporting installation of safety barriers at high-risk areas for
    suicide, such as bridges, rail stations and crossings, and parking
    garages, in line with bipartisan legislation like H.R. 3505, the
    Barriers to Suicide Act.
          Enhance rail safety through the inclusion of language
    that ensures strong federal oversight and expands resources for
    communities and railway stakeholders.
          Boost project transparency and accountability by
    requiring federally funded infrastructure projects to have publicly
    accessible and easily viewable signs at project sites with the name of
    the project and a color-coded system showing if the project is on-time
    and on-budget, to be updated on a consistent basis. These signs should
    not be promotional or distracting and should not carry the name of
    contractors, public officials, labor organizations, or related logos
    and symbols in line with current standards in the Manual on Uniform
    Traffic Control Devices.
                Sincerely,
    Rep. Shomari C. Figures,
      Transportation Task Force Chair,
    New Democrat Coalition.
    Rep. Nikki Budzinski,
      Vice Chair for Policy,
    New Democrat Coalition.

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