[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
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COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
Sam Graves, Missouri, Chairman
Rick Larsen, Washington, Ranking Member
Eleanor Holmes Norton, Eric A. ``Rick'' Crawford,
District of Columbia Arkansas,
Jerrold Nadler, New York Vice Chairman
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 [email protected].
I now recognize myself for the purpose of an opening
statement.
OPENING STATEMENT OF HON. SAM GRAVES OF MISSOURI, CHAIRMAN,
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
Mr. Graves. 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.
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\1\ https://usa.streetsblog.org/2024/04/02/the-latest-pedestrian-
and-cyclist-fatality-stats-are-deadly-deja-vu
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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\
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\2\ https://www.consumerreports.org/cars/car-safety/more-
automakers-make-aeb-a-standard-feature-on-most-models-a2486269627/
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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.
[all]