[Congressional Record Volume 160, Number 88 (Monday, June 9, 2014)]
[House]
[Pages H5077-H5106]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
TRANSPORTATION, HOUSING AND URBAN DEVELOPMENT, AND RELATED AGENCIES
APPROPRIATIONS ACT, 2015
General Leave
Mr. LATHAM. Mr. Speaker, I ask unanimous consent that all Members may
have 5 legislative days in which to revise and extend their remarks and
include extraneous material on H.R. 4745, and that I may include
tabular material on the same.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Iowa?
There was no objection.
The SPEAKER pro tempore. Pursuant to House Resolution 604 and rule
XVIII, the Chair declares the House in the Committee of the Whole House
on the state of the Union for the consideration of the bill, H.R. 4745.
The Chair appoints the gentleman from North Carolina (Mr. Holding) to
preside over the Committee of the Whole.
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In the Committee of the Whole
Accordingly, the House resolved itself into the Committee of the
Whole House on the state of the Union for the consideration of the bill
(H.R. 4745) making appropriations for the Departments of
Transportation, Housing and Urban Development, and related agencies for
the fiscal year ending September 30, 2015, and for other purposes, with
Mr. Holding in the chair.
[[Page H5078]]
The Clerk read the title of the bill.
The CHAIR. Pursuant to the rule, the bill is considered read the
first time.
The gentleman from Iowa (Mr. Latham) and the gentleman from Arizona
(Mr. Pastor) each will control 30 minutes.
The Chair recognizes the gentleman from Iowa.
Mr. LATHAM. Mr. Chairman, I yield myself as much time as I might
consume.
I am pleased today to present to the House for consideration H.R.
4745, the Transportation, Housing and Urban Development Appropriations
Act for fiscal year 2015.
The committee has put forth a bill that conforms to our 302(b)
allocation of $52 billion in budget authority and is in line with the
budget cap of $1.014 trillion. Under such an allocation, we prioritized
programs and spending to achieve three very important goals: to
continue the ob lim level funding levels of MAP-21 contingent upon
reauthorization; keep the commercial air space running smoothly; and
preserve the housing option for all current HUD-assisted families.
I think this is a good bill with the allocation that was given to us.
We may hear today from some who say the bill spends too much money, and
I am sure we will hear from those who believe we should be spending
more money. However, this bill received a fair allocation under the
Ryan-Murray budget agreement with a large, bipartisan majority, and, as
such, we should continue that support.
Thanks to the return of regular order, the whole House of
Representatives has the opportunity for full consideration of this
legislation. It is imperative that we move this bill to final passage,
reflecting the amendments adopted by the House, and move this bill to
conference in time for the new fiscal year.
I would like to thank my good friend and fellow future retiree, the
gentleman from Arizona and the T-HUD ranking member, Mr. Pastor, for
his ideas and support in drafting the bill. It has been a real pleasure
to work with the gentleman, and I really do appreciate his friendship.
I would also like to thank Chairman Rogers and Ranking Member Lowey,
plus the members of the full committee, and especially the
subcommittee, for the hours spent in hearings, markups, and meetings,
working together to bring this bill to the floor and eventually have it
signed into law.
Finally, I would like to thank the staff on both sides of the aisle.
They have worked tirelessly to get this bill done to this point, and I
urge the adoption of this bill.
I reserve the balance of my time.
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Mr. PASTOR of Arizona. Mr. Chairman, I yield myself such time as I
may consume.
(Mr. PASTOR of Arizona asked and was given permission to revise and
extend his remarks.)
Mr. PASTOR of Arizona. Mr. Chairman, I am pleased that we are
beginning consideration of H.R. 4745, the fiscal year 2015
Transportation, Housing and Urban Development, and Related Agencies
Appropriations bill.
I also want to thank Chairman Latham for his work on this bill. He
has been a good friend throughout the years and has been a great
chairman over these last few years on this subcommittee. I really have
enjoyed his friendship. I enjoy working with him, and I thank him for
all the courtesies he has extended to me.
I also want to thank the staff--the staff on the majority and the
staff on the minority side. They have worked well together over these
last few months to bring this bill on the floor.
On paper, this bill appears to be nearly $1.2 billion higher than the
fiscal year 2014 enacted level. However, the sharp differences between
OMB and CBO on the receipt estimates for the FHA loan program mean that
this bill is actually $1.8 billion lower--lower than the FY 2014 bill.
As a result, many programs are frozen at last year's level. Deep cuts
were made to Amtrak, cuts were made to grants for new transit systems,
HUD's HOME program, and HUD's program to reduce the hazards of lead and
other household toxins have been reduced.
On a positive note, the bill addresses many of the important safety
functions of the Department of Transportation.
{time} 1415
For example, this bill provides strong funding for the programs and
activities of the Federal Aviation Administration. It will allow the
FAA to continue to hire and train new controllers that were lost due to
sequestration.
The bill also ensures that the FAA will be able to continue to make
important investments to modernize our aging air traffic control
system.
With regard to housing programs, the Community Development Block
Grants program is adequately funded, and the chairman has worked to
ensure that tenants in assisted housing can retain their housing.
The administration's Statement of Administration Policy makes it
clear that this bill needs improvement before President Obama will sign
it into law.
As we consider the bill over the next few days, I hope that we can
prevent further cuts to important transportation and housing programs,
and I also hope that we can defeat legislative provisions that will
only weaken this bill's chances for enactment.
Finally, Mr. Chairman, I would like to point out to my colleagues
that the Senate allocation for this bill is nearly $2.4 billion higher
than this bill. I hope that we are able to consider this bill quickly,
so we can go to conference with the Senate to produce a bill that we
can all support.
I reserve the balance of my time.
Mr. LATHAM. Mr. Chairman, I yield such time as he may consume to the
gentleman from Kentucky (Mr. Rogers).
Mr. ROGERS of Kentucky. Mr. Chairman, I thank the gentleman for
yielding me this time.
I rise, obviously, in great support of this bill. This is the fourth
of the 12 appropriations bills that I hope to bring to the floor before
August. It continues to move the ball down the field toward our goal of
completing all of our appropriations work on time within the framework
of the Ryan-Murray budget deal.
The bill contains a fiscally responsible level of discretionary
funding--$52 billion for the important Departments of Transportation
and Housing and Urban Development, agencies that support critical
transportation infrastructure, safety, and housing assistance programs.
With this bill in particular, we had to make some smart but difficult
decisions, as Mr. Pastor and Chairman Latham have said. Although the
302(b) allocation is $1.2 billion more than last year, when technical
adjustments are taken into account, it is more than $1 billion below
the current level. As Chairman Latham and Mr. Pastor have described,
this is due to a considerable drop in Federal Housing Administration
receipts that are used as offsets within this legislation.
As a result, this bill, by necessity, strikes a fine balance between
fiscal restraint and targeted investment in programs that will boost
our economy, improve our quality of life, and provide housing options
to those Americans most in need.
One of our chief priorities in this bill is providing key
infrastructure programs with the funding needed to keep our economy
moving. The bill provides $40.26 billion from the highway trust fund
for the Federal highway program for road investments, the same as the
current level and contingent on the enactment of new transportation
authorization legislation. It also includes funding to help communities
build, maintain, and keep safe their mass transit systems.
Smooth, efficient, and safe air travel is another priority in this
bill. We ensured that we provided full funding for air traffic control
personnel, including controllers and safety inspectors. We are
investing in the future of air travel as well, helping to ease future
congestion and reduce delays by fully funding NextGen.
To protect every American who uses or lives near our roads, airways,
pipelines, and waterways, we increased funding for important
transportation safety programs.
Within the Department of Housing and Urban Development, we ensured
that all those who are currently served by critical housing programs
continue to keep a roof over their heads. To do so, the bill increases
funding for public and Indian housing by $6.2 million. We also fully
fund the President's request for veterans' housing vouchers.
Lastly, Community Development Block Grants have been held consistent
with last year's funding level.
As I said before, to balance out the important increases in the bill
and to factor in the reductions in FHA receipts, cuts to lower-priority
programs were necessary. For instance, the bill reduces Amtrak by $193
million below last year and places strict policy reforms on how tax
dollars are spent on this service.
We also reduced TIGER grants by $500 million below last year's level
and mandated that these funds address our most critical transportation
needs--road, highway, and bridge construction and improvement. None of
these funds under this bill will go toward nonessential purposes, like
streetscaping.
Overall, Mr. Chairman, this is a good bill. It will address our most
immediate infrastructure needs and provides our most vulnerable
citizens with housing.
Before I close my remarks, Mr. Chairman, I want to say a few words
about the coauthors of this bill--Chairman Latham and the ranking
member, Mr. Pastor. As you know, this will be their last T-HUD bill
before they leave us at the end of the year for greener pastures.
These two men have been great assets to our committee, for their
expertise, their willingness to work together, and their great
attitudes; and we are going to miss them greatly. Their swan song, this
bill, is a fine achievement, a capstone on two accomplished careers.
I want to thank them both for their hard work on this bill and others
through the years and for their contributions to the Appropriations
Committee and the House and the Nation.
My friend Mr. Latham and I have labored together on this committee
for a good while--18 years, Tom says--and we have been friends all
along. We served together on the Commerce, Justice, Science
Subcommittee for many, many years, among others, and I have learned to
respect Chairman Latham.
He is a great personal friend whom I treasure greatly. Mr. Pastor,
the same way--we have worked together on this committee for a number of
years as well. We have tried to serve the Nation and the Congress as
best we could, and these two gentlemen have done great work on behalf
of the American people.
This is a tough bill. It is a good bill, but it is a tough bill. They
had to squeeze some oversized feet into some undersized shoes, given
the allocation that they had to work with, but they came through with
flying colors.
So I enthusiastically urge my colleagues in the House to vote for
this bill because it is the best we can do,
[[Page H5088]]
and it is a great bill, but also, I want to say in closing, as a
tribute to these two fine public servants.
Mr. PASTOR of Arizona. Mr. Chairman, I want to thank Chairman Rogers
for his kind words. We have worked together for many years, and over
those years, we have been able to do appropriations bills and also
developed a great friendship. Thank you, Chairman Rogers.
I yield such time as she may consume to the gentlewoman from New York
(Mrs. Lowey).
Mrs. LOWEY. Mr. Chairman, I thank Chairman Latham and Ranking Member
Pastor for their outstanding service to the Congress and to the
country. They exemplify the spirit and history of bipartisan
cooperation of the Appropriations Committee, and they will certainly be
missed. I wish them both the best in the next chapter of their lives.
I appreciate their efforts to put this bill together. Their job was
made all the more difficult by much lower than expected FHA and Ginnie
Mae receipts.
Unfortunately, I must oppose this bill because it provides inadequate
funding for our country's highway and transit infrastructure.
Specifically, cuts to the following critical infrastructure programs
are unacceptable: Amtrak's capital funding is decreased by $200 million
below fiscal year 2014, which will defer critical repairs; capital
investment grants, which support new subway, light rail, and commuter
projects are $809 million below the request, and the bill contains no
funding for transit projects that are in the pipeline; TIGER would
receive a paltry $100 million--while I am pleased the majority included
it in its bill for the first time, the proposed level is insufficient;
and on the housing side, both HOME and the Public Housing Capital Fund,
which are vital for the rehabilitation and modernization of our
country's affordable housing stock, face sharp decreases.
At $700 million, HOME is funded at its lowest level since the program
began in 1992, and the Public Housing Capital Fund is funded below the
sequester level.
In addition, funding wasn't included to support the installation of
positive train control, which could prevent deadly rail accidents like
those experienced in New York and Connecticut in recent years. However,
I do appreciate that the chairman is committed to addressing this issue
if additional resources become available.
While I would have liked this bill to fully support the President's
new safe transportation of energy products fund for prevention and
response activities across all agencies at DOT that are grappling with
the dangers of crude oil transport by rail, I thank the chairman for
working with me to include approximately $11 million for the Federal
Railroad Administration to support grade crossing safety improvements
on rail routes that transport energy products and the hiring of safety
staff to monitor the routing of energy products.
There is also $7 million for Pipeline Hazardous Materials Safety
Administration to improve training and outreach efforts related to
incident response, along with report language that directs the
Department of Transportation to update emergency spill response plans
for rail crude oil spills, improve first responder training protocols
for spill incidents, and finalize a rule for improving safety standards
for crude oil tank cars, like the DOT-111, by the end of September.
I would be remiss if I didn't note my objection to the inclusion of
riders on California high-speed rail and on truck weight exemptions.
These controversial riders will only hinder the bill's progress through
the Congress.
I would note for my colleagues that the Senate Appropriations
Committee marked up its transportation and housing bill last week. The
Senate bill's allocation was nearly $2.4 billion higher than this bill.
As a result, it addresses many of the shortfalls of the bill we
consider today.
It is my sincere hope that we can improve this bill in a conference
with the Senate before it is signed into law.
Mr. LATHAM. Mr. Chairman, does the gentleman from Arizona have any
more speakers?
Mr. PASTOR of Arizona. Mr. Chairman, I yield back the balance of my
time.
Mr. LATHAM. Mr. Chairman, I yield back the balance of my time.
The CHAIR. All time for general debate has expired.
Pursuant to the rule, the bill shall be considered for amendment
under the 5-minute rule.
During consideration of the bill for amendment, the Chair may accord
priority in recognition to a Member offering an amendment who has
caused it to be printed in the designated place in the Congressional
Record. Those amendments will be considered read.
The Clerk will read.
The Clerk read as follows:
H.R. 4745
Be it enacted by the Senate and House of Representatives of
the United States of America in Congress assembled, That the
following sums are appropriated, out of any money in the
Treasury not otherwise appropriated, for the Departments of
Transportation, and Housing and Urban Development, and
related agencies for the fiscal year ending September 30,
2015, and for other purposes, namely:
TITLE I
DEPARTMENT OF TRANSPORTATION
Office of the Secretary
salaries and expenses
For necessary expenses of the Office of the Secretary,
$103,000,000, of which not to exceed $2,600,000 shall be
available for the immediate Office of the Secretary; not to
exceed $980,000 shall be available for the immediate Office
of the Deputy Secretary; not to exceed $19,000,000 shall be
available for the Office of the General Counsel; not to
exceed $9,500,000 shall be available for the Office of the
Under Secretary of Transportation for Policy; not to exceed
$12,500,000 shall be available for the Office of the
Assistant Secretary for Budget and Programs; not to exceed
$2,500,000 shall be available for the Office of the Assistant
Secretary for Governmental Affairs; not to exceed $24,720,000
shall be available for the Office of the Assistant Secretary
for Administration; not to exceed $2,000,000 shall be
available for the Office of Public Affairs; not to exceed
$1,700,000 shall be available for the Office of the Executive
Secretariat; not to exceed $1,400,000 shall be available for
the Office of Small and Disadvantaged Business Utilization;
not to exceed $10,600,000 shall be available for the Office
of Intelligence, Security, and Emergency Response; and not to
exceed $15,500,000 shall be available for the Office of the
Chief Information Officer: Provided, That the Secretary of
Transportation is authorized to transfer funds appropriated
for any office of the Office of the Secretary to any other
office of the Office of the Secretary: Provided further, That
no appropriation for any office shall be increased or
decreased by more than 5 percent by all such transfers:
Provided further, That notice of any change in funding
greater than 5 percent shall be submitted for approval to the
House and Senate Committees on Appropriations: Provided
further, That not to exceed $60,000 shall be for allocation
within the Department for official reception and
representation expenses as the Secretary may determine:
Provided further, That, notwithstanding any other provision
of law, excluding fees authorized in Public Law 107-71, there
may be credited to this appropriation up to $2,500,000 in
funds received in user fees: Provided further, That none of
the funds provided in this Act shall be available for the
position of Assistant Secretary for Public Affairs.
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Amendment Offered by Mr. Meehan
Mr. MEEHAN. Mr. Chair, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 2, line 13, after the dollar amount, insert ``(reduced
by $3,000,000)''.
Page 41, line 6, after the dollar amount, insert
``(increased by $3,000,000)''.
Mr. MEEHAN. Mr. Chairman, I reserve a point of order on the
gentleman's amendment.
The CHAIR. A point of order is reserved.
The gentleman from Pennsylvania is recognized for 5 minutes.
Mr. MEEHAN. Mr. Chair, my amendment seeks to transfer $3 million from
the Office of the Secretary of Transportation salaries and expense
account to the Federal Railroad Administration to fund the use of a
second car to support the inspection of crude oil routes covering more
than 14,000 miles of track nationwide. This funding would also be
available to expedite implementation of a remote automated track
inspection capability to increase inspection mileage while reducing
costs.
For more than 30 years, the Federal Railroad Administration's
Automated Track Inspection Program has provided accurate track geometry
data, as well as other track-related performance data, to assess
compliance with the Federal track safety standards. Currently, FRA is
operating only one ATIP car for inspections. My amendment would enable
the FRA to add an
[[Page H5089]]
additional car to support safety inspections.
Mr. Chairman, I realize you're in the unenviable position of
allocating the difficult funding level given to you. I would like to be
clear that I think you and your cohorts have done a tremendous job in
crafting a bill which truly does more with less. My amendment seeks to
match what is included in the Senate FY15 Transportation, Housing and
Urban Development bill for the Automated Track Inspection Program.
According to data from the Pipeline and Hazardous Materials Safety
Administration, more than 1.15 million gallons of crude oil were
spilled from railcars in 2013. Last year's total spills of 1.15 million
gallons means that 99.99 percent of shipments arrived without incident.
But recent derailments in my home State of Pennsylvania, including one
in Westmoreland County and one in my district of Philadelphia, have
made us all keenly aware of the dangers that train derailments can pose
to a community. Just yesterday, a train carrying crude oil derailed on
a bridge outside Pittsburgh. At this moment, it is dangling off the
track and over the water.
Derailments are fairly uncommon. The sober truth is that people's
lives are at risk, and we must do everything in our power to ensure we
continue to transport this crude in the safest manner possible. Track
data collected by ATIP is used by FRA, railroad inspectors, and Federal
railroads to assist in assured track safety.
Oil has been moving by rail through populous areas for decades, and
industry is responding by improving safety measures. It is time the
Federal Government do its part and increase our investment in the
safety inspections of our rail lines.
Mr. Chairman, this program produces results. It is not just people on
one side of the aisle that recognize this, but Congress as a whole
does. Why not take a modest increase in the funding of the FRA to
double their capability in performing safety evaluations?
This amendment would make our rail lines safer while reducing costs.
I urge its adoption, and I yield back the balance of my time.
Point of Order
Mr. LATHAM. Mr. Chairman, the amendment is very well intended, but I
make a point of order.
Mr. Chairman, the amendment proposes to amend portions of the bill
not yet read.
The amendment may not be considered en bloc under clause 2(f) of rule
XXI because the amendment proposes to increase the level of outlays in
the bill.
Therefore, Mr. Chairman, I ask for a ruling of the Chair.
The CHAIR. Does any Member wish to be heard on the point of order? If
not, the Chair will rule.
To be considered en bloc pursuant to clause 2(f) of rule XXI, an
amendment must not propose to increase the levels of budget authority
or outlays in the bill. Because the amendment offered by the gentleman
from Pennsylvania proposes a net increase in the level of outlays in
the bill, as argued by the chairman of the Subcommittee on
Appropriations, it may not avail itself of clause 2(f) to address
portions of the bill not yet read.
The point of order is sustained. The amendment is not in order.
Amendment Offered by Mr. Farenthold
Mr. FARENTHOLD. Mr. Chair, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 2, line 13, after the first dollar amount, insert
``(reduced by $6,000,000)''.
Page 15, line 2, after the first dollar amount, insert
``(increased by $6,000,000)''.
The CHAIR. The gentleman from Texas is recognized for 5 minutes.
Mr. FARENTHOLD. Mr. Chair, I rise today to offer an amendment to
direct $6 million to the FAA for additional radar technology and
equipment to the Standard Terminal Arrival Route, called STARs, in area
navigation. This additional radar technology would be placed on U.S.
Navy property where flight training operations are conducted. It is
designed to mitigate the cumulative effects of electromagnetic radar
interference from constructed or proposed wind turbines.
What we have got is a problem that is developing throughout the
country where wind farms are interfering with the ability of our radar
to track planes. This is a safety consideration. It is important to
making sure that we have adequately trained pilots in the Navy.
As we move towards more clean energy like wind energy, it is
important that we look at some of the unintended consequences of these.
This radar interference with FAA radar and radar used by the Navy in
training purposes, and in some instances other branches of the service,
is a real safety hazard.
This money will be used to develop the technology so these radars can
either be networked or additional weather band parts of the radar can
be adapted to mitigate the interference of these wind turbines. There
is a real chance that these wind farms, as more and more of them come
online, would severely impact radar operations throughout the country.
It is crucial that we invest in mitigation technologies and
strategies to make renewable energy products even more compatible with
our Naval training and FAA operations, and the time to act is now. I
urge my colleagues to adopt this amendment.
I yield back the remainder of my time.
Mr. LATHAM. Mr. Chair, I rise in opposition to the amendment.
The CHAIR. The gentleman from Iowa is recognized for 5 minutes.
Mr. LATHAM. The purpose of the amendment is to provide funding for
Navy operations that might be affected by new and existing wind
turbines. Upgrades to air traffic control to address Navy requirements
resulting from the construction of wind farms are the responsibility of
the Department of Defense and potentially those who are constructing
the new wind farms. FAA would have a role in consulting with DOD to
upgrades of air traffic control facilities, but this is typically done
as a reimbursable agreement between DOD and the FAA.
Further, we cannot accept this offset. We have already reduced DOT
salaries and expenses for the Office of the Secretary down to the level
provided in fiscal year 2012. We have provided funds in this account to
protect transportation consumers, ensure safety across DOT programs,
and provide oversight of DOT programs to safeguard the taxpayer.
I would be happy to work with the gentleman to ensure the FAA has an
appropriate partner to help in addressing this issue, but I must oppose
the gentleman's amendment.
I urge a ``no'' vote and yield back the balance of my time.
Mr. PASTOR of Arizona. Mr. Chair, I move to strike the last word.
The CHAIR. The gentleman from Arizona is recognized for 5 minutes.
Mr. PASTOR of Arizona. Mr. Chair, I rise in opposition to the
amendment.
I agree with the chairman that DOD, Department of Defense, has the
primary responsibility, and FAA would be a partner in that venture. We
also agree that the reduction of salaries and expenses below the FY
2014 level--we don't know what consequences it would have, possibly
RIFs or layoffs, and so for that reason, I ask opposition to the
amendment.
I yield back the balance of my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Texas (Mr. Farenthold).
The amendment was rejected.
The CHAIR. The Clerk will read.
The Clerk read as follows:
research and technology
For necessary expenses related to the Office of the
Assistant Secretary for Research and Technology, $12,625,000,
of which $8,218,000 shall remain available until September
30, 2017: Provided, That there may be credited to this
appropriation, to be available until expended, funds received
from States, counties, municipalities, other public
authorities, and private sources for expenses incurred for
training: Provided further, That any reference in law,
regulation, judicial proceedings, or elsewhere to the
Research and Innovative Technology Administration shall
continue to be deemed to be a reference to the Office of the
Assistant Secretary for Research and Technology of the
Department of Transportation.
national infrastructure investments
For capital investments in surface transportation
infrastructure, $100,000,000, to remain available through
September 30, 2017: Provided, That the Secretary of
Transportation shall distribute funds provided under this
heading as discretionary grants to be awarded to a State,
local government, or a collaboration among such entities on a
competitive basis for projects that will have a significant
impact on the Nation, a metropolitan area, or a region:
Provided further,
[[Page H5090]]
That funds under this heading shall be available only for
highway and bridge activities described under paragraphs (1)
and (3) of section 133(b) of title 23, United States Code,
and section 202(a) of such title; freight rail transportation
projects; and port infrastructure investments: Provided
further, That the Secretary may use up to 10 percent of the
funds made available under this heading for the purpose of
paying the subsidy and administrative costs of projects
eligible for Federal credit assistance under chapter 6 of
title 23, United States Code, if the Secretary finds that
such use of the funds would advance the purposes of this
paragraph: Provided further, That in distributing funds
provided under this heading, the Secretary shall take such
measures so as to ensure an equitable geographic distribution
of funds and an appropriate balance in addressing the needs
of urban and rural areas: Provided further, That a grant
funded under this heading shall be not less than $2,000,000
and not greater than $15,000,000: Provided further, That not
more than 20 percent of the funds made available under this
heading may be awarded to projects in a single State:
Provided further, That the Federal share of the costs for
which an expenditure is made under this heading shall be, at
the option of the recipient, up to 50 percent: Provided
further, That the Secretary shall give priority to projects
that require a contribution of Federal funds in order to
complete an overall financing package: Provided further, That
not less than 20 percent of the funds provided under this
heading shall be for projects located in rural areas:
Provided further, That for projects located in rural areas,
the minimum grant size shall be $1,000,000 and the Secretary
may increase the Federal share of costs to 80 percent:
Provided further, That projects conducted using funds
provided under this heading must comply with the requirements
of subchapter IV of chapter 31 of title 40, United States
Code.
financial management capital
For necessary expenses for upgrading and enhancing the
Department of Transportation's financial systems and re-
engineering business processes, $5,000,000, to remain
available through September 30, 2016.
cyber security initiatives
For necessary expenses for cyber security initiatives,
including necessary upgrades to wide area network and
information technology infrastructure, improvement of network
perimeter controls and identity management, testing and
assessment of information technology against business,
security, and other requirements, implementation of Federal
cyber security initiatives and information infrastructure
enhancements, implementation of enhanced security controls on
network devices, and enhancement of cyber security workforce
training tools, $5,000,000, to remain available through
September 30, 2016.
office of civil rights
For necessary expenses of the Office of Civil Rights,
$9,600,000.
transportation planning, research, and development
For necessary expenses for conducting transportation
planning, research, systems development, development
activities, and making grants, to remain available until
expended, $6,000,000.
working capital fund
For necessary expenses for operating costs and capital
outlays of the Working Capital Fund, not to exceed
$181,000,000 shall be paid from appropriations made available
to the Department of Transportation: Provided, That such
services shall be provided on a competitive basis to entities
within the Department of Transportation: Provided further,
That the above limitation on operating expenses shall not
apply to non-DOT entities: Provided further, That no funds
appropriated in this Act to an agency of the Department shall
be transferred to the Working Capital Fund without majority
approval of the Working Capital Fund Steering Committee and
approval of the Secretary: Provided further, That no
assessments may be levied against any program, budget
activity, subactivity or project funded by this Act unless
notice of such assessments and the basis therefor are
presented to the House and Senate Committees on
Appropriations and are approved by such Committees.
minority business resource center program
For the cost of guaranteed loans, $417,000, as authorized
by 49 U.S.C. 332: Provided, That such costs, including the
cost of modifying such loans, shall be as defined in section
502 of the Congressional Budget Act of 1974: Provided
further, That these funds are available to subsidize total
loan principal, any part of which is to be guaranteed, not to
exceed $18,367,000.
In addition, for administrative expenses to carry out the
guaranteed loan program, $596,000.
minority business outreach
For necessary expenses of Minority Business Resource Center
outreach activities, $3,099,000, to remain available until
September 30, 2016: Provided, That, notwithstanding 49 U.S.C.
332, these funds may be used for business opportunities
related to any mode of transportation.
payments to air carriers
(airport and airway trust fund)
In addition to funds made available from any other source
to carry out the essential air service program under 49
U.S.C. 41731 through 41742, $149,000,000, to be derived from
the Airport and Airway Trust Fund, to remain available until
expended: Provided, That in determining between or among
carriers competing to provide service to a community, the
Secretary may consider the relative subsidy requirements of
the carriers: Provided further, That basic essential air
service minimum requirements shall not include the 15-
passenger capacity requirement under subsection 41732(b)(3)
of title 49, United States Code: Provided further, That none
of the funds in this Act or any other Act shall be used to
enter into a new contract with a community located less than
40 miles from the nearest small hub airport before the
Secretary has negotiated with the community over a local cost
share: Provided further, That none of the funds in this Act
or any other Act shall be used to provide essential air
service to communities in the 48 contiguous States that
require a rate of subsidy per passenger in excess of $500
before the Secretary has negotiated with the community over a
local cost share so that the per passenger subsidy does not
exceed $500.
administrative provisions--office of the secretary of transportation
Sec. 101. None of the funds made available in this Act to
the Department of Transportation may be obligated for the
Office of the Secretary of Transportation to approve
assessments or reimbursable agreements pertaining to funds
appropriated to the modal administrations in this Act, except
for activities underway on the date of enactment of this Act,
unless such assessments or agreements have completed the
normal reprogramming process for Congressional notification.
Sec. 102. The Secretary or his designee may engage in
activities with States and State legislators to consider
proposals related to the reduction of motorcycle fatalities.
Amendment Offered by Mr. Walberg
Mr. WALBERG. Mr. Chair, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 10, strike lines 12 through 14.
The CHAIR. The gentleman from Minnesota is recognized for 5 minutes.
Mr. WALBERG. Mr. Chairman, I rise today in support of an amendment
which I am offering with Representatives Sensenbrenner and Ribble of
Wisconsin. I believe this amendment represents a simple, commonsense
change to an otherwise excellent bill.
I thank Chairman Latham and his staff for their hard work in getting
us here today.
Mr. Chairman, current Federal law prohibits Federal agencies from
lobbying Congress in support of or against legislation. Thanks to
Representative Sensenbrenner's past leadership, Congress passed similar
antilobbying language to prohibit the Department of Transportation from
lobbying State and local officials in 1998.
In 1997, the Government Accountability Office released a report on
activities undertaken by the National Highway Transportation Safety
Administration, NHTSA, to allow the State legislators to enact State
motorcycle helmet laws or discourage the repeal of existing State laws.
At the cost of tens of thousands of taxpayer dollars, NHTSA officials
traveled across the country to testify before State legislative
committees, participated in conferences, and produced videotapes and
other printed materials all towards the goal of weakening State laws
requiring motorcyclists to wear helmets.
NHTSA has an appropriate role to play in developing programs that
prevent accidents, but Congress has made it clear they should not be in
the business of lobbying State legislatures. Unfortunately, the
Consolidated Appropriations Act of 2014 included language which
repealed the lobby ban, and that provision is carried over into this
bill. Allowing Federal agencies to lobby States would add to the severe
governmental overreach, while violating the principles our Founding
Fathers laid out in the 10th Amendment.
The amendment I am offering today clarifies that Federal Government
agencies should not be in the business of lobbying State legislators.
It is an inappropriate use of taxpayer dollars, and it violates the
rights of States and local communities to make their own decisions.
Just as importantly, I believe these funds can be better spent on
programs to prevent distracted driving or on educating riders and the
driving public.
I ask my colleagues to support this amendment, and I yield back the
balance of my time.
[[Page H5091]]
{time} 1445
Mr. LATHAM. Mr. Chairman, I rise in support of the amendment.
The CHAIR. The gentleman from Iowa is recognized for 5 minutes.
Mr. LATHAM. Mr. Chairman, we would be happy to accept the amendment,
and I yield back the balance of my time.
Mr. PASTOR of Arizona. Mr. Chairman, I rise in opposition to the
amendment.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. PASTOR of Arizona. Mr. Chairman, the gentleman's amendment would
strike a provision that has been carried in every Transportation
appropriations bill since 2009.
Section 102 simply grants the Secretary or his representatives the
authority to engage in activities with States and State legislators to
consider proposals related to the reduction of motorcycle fatalities.
In 2012, there were nearly 5,000 motorcycle fatalities, which
represented an increase of more than 7 percent over the previous year.
The research and expertise of the National Highway Traffic Safety
Administration can be extremely helpful to State highway traffic safety
agencies as they consider measures to improve motorcycle safety. We
ought to provide any resource necessary to help States address this
important safety issue.
I urge my colleagues to oppose the amendment, and I yield back the
balance of my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Michigan (Mr. Walberg).
The amendment was agreed to.
The CHAIR. The Clerk will read.
The Clerk read as follows:
Sec. 103. Notwithstanding section 3324 of title 31, United
States Code, in addition to authority provided by section 327
of title 49, United States Code, the Department's Working
Capital Fund is hereby authorized to provide payments in
advance to vendors that are necessary to carry out the
Federal transit pass transportation fringe benefit program
under Executive Order 13150 and section 3049 of Public Law
109-59: Provided, That the Department shall include adequate
safeguards in the contract with the vendors to ensure timely
and high-quality performance under the contract.
Sec. 104. The Secretary shall post on the Web site of the
Department of Transportation a schedule of all meetings of
the Credit Council, including the agenda for each meeting,
and require the Credit Council to record the decisions and
actions of each meeting.
Federal Aviation Administration
operations
(airport and airway trust fund)
For necessary expenses of the Federal Aviation
Administration, not otherwise provided for, including
operations and research activities related to commercial
space transportation, administrative expenses for research
and development, establishment of air navigation facilities,
the operation (including leasing) and maintenance of
aircraft, subsidizing the cost of aeronautical charts and
maps sold to the public, lease or purchase of passenger motor
vehicles for replacement only, in addition to amounts made
available by Public Law 112-95, $9,750,000,000 of which
$8,595,000,000 shall be derived from the Airport and Airway
Trust Fund, of which not to exceed $7,396,654,000 shall be
available for air traffic organization activities; not to
exceed $1,218,458,000 shall be available for aviation safety
activities; not to exceed $16,000,000 shall be available for
commercial space transportation activities; not to exceed
$762,652,000 shall be available for finance and management
activities; not to exceed $60,089,000 shall be available for
NextGen and operations planning activities; and not to exceed
$296,147,000 shall be available for staff offices: Provided,
That not to exceed 2 percent of any budget activity, except
for aviation safety budget activity, may be transferred to
any budget activity under this heading: Provided further,
That no transfer may increase or decrease any appropriation
by more than 2 percent: Provided further, That any transfer
in excess of 2 percent shall be treated as a reprogramming of
funds under section 405 of this Act and shall not be
available for obligation or expenditure except in compliance
with the procedures set forth in that section: Provided
further, That not later than March 31 of each fiscal year
hereafter, the Administrator of the Federal Aviation
Administration shall transmit to Congress an annual update to
the report submitted to Congress in December 2004 pursuant to
section 221 of Public Law 108-176: Provided further, That the
amount herein appropriated shall be reduced by $100,000 for
each day after March 31 that such report has not been
submitted to the Congress: Provided further, That not later
than March 31 of each fiscal year hereafter, the
Administrator shall transmit to Congress a companion report
that describes a comprehensive strategy for staffing, hiring,
and training flight standards and aircraft certification
staff in a format similar to the one utilized for the
controller staffing plan, including stated attrition
estimates and numerical hiring goals by fiscal year: Provided
further, That the amount herein appropriated shall be reduced
by $100,000 per day for each day after March 31 that such
report has not been submitted to Congress: Provided further,
That funds may be used to enter into a grant agreement with a
nonprofit standard-setting organization to assist in the
development of aviation safety standards: Provided further,
That none of the funds in this Act shall be available for new
applicants for the second career training program: Provided
further, That none of the funds in this Act shall be
available for the Federal Aviation Administration to finalize
or implement any regulation that would promulgate new
aviation user fees not specifically authorized by law after
the date of the enactment of this Act: Provided further, That
there may be credited to this appropriation as offsetting
collections funds received from States, counties,
municipalities, foreign authorities, other public
authorities, and private sources for expenses incurred in the
provision of agency services, including receipts for the
maintenance and operation of air navigation facilities, and
for issuance, renewal or modification of certificates,
including airman, aircraft, and repair station certificates,
or for tests related thereto, or for processing major repair
or alteration forms: Provided further, That of the funds
appropriated under this heading, not less than $140,000,000
shall be for the contract tower program, of which $9,500,000
is for the contract tower cost share program: Provided
further, That none of the funds in this Act for aeronautical
charting and cartography are available for activities
conducted by, or coordinated through, the Working Capital
Fund.
facilities and equipment
(airport and airway trust fund)
For necessary expenses, not otherwise provided for, for
acquisition, establishment, technical support services,
improvement by contract or purchase, and hire of national
airspace systems and experimental facilities and equipment,
as authorized under part A of subtitle VII of title 49,
United States Code, including initial acquisition of
necessary sites by lease or grant; engineering and service
testing, including construction of test facilities and
acquisition of necessary sites by lease or grant;
construction and furnishing of quarters and related
accommodations for officers and employees of the Federal
Aviation Administration stationed at remote localities where
such accommodations are not available; and the purchase,
lease, or transfer of aircraft from funds available under
this heading, including aircraft for aviation regulation and
certification; to be derived from the Airport and Airway
Trust Fund, $2,600,000,000, of which $463,000,000 shall
remain available until September 30, 2015, and $2,137,000,000
shall remain available until September 30, 2017: Provided,
That there may be credited to this appropriation funds
received from States, counties, municipalities, other public
authorities, and private sources, for expenses incurred in
the establishment, improvement, and modernization of national
airspace systems: Provided further, That upon initial
submission to the Congress of the fiscal year 2016
President's budget, the Secretary of Transportation shall
transmit to the Congress a comprehensive capital investment
plan for the Federal Aviation Administration which includes
funding for each budget line item for fiscal years 2016
through 2020, with total funding for each year of the plan
constrained to the funding targets for those years as
estimated and approved by the Office of Management and
Budget.
research, engineering, and development
(airport and airway trust fund)
For necessary expenses, not otherwise provided for, for
research, engineering, and development, as authorized under
part A of subtitle VII of title 49, United States Code,
including construction of experimental facilities and
acquisition of necessary sites by lease or grant,
$156,750,000, to be derived from the Airport and Airway Trust
Fund and to remain available until September 30, 2017:
Provided, That there may be credited to this appropriation as
offsetting collections, funds received from States, counties,
municipalities, other public authorities, and private
sources, which shall be available for expenses incurred for
research, engineering, and development.
grants-in-aid for airports
(liquidation of contract authorization)
(limitation on obligations)
(airport and airway trust fund)
(including transfer of funds)
For liquidation of obligations incurred for grants-in-aid
for airport planning and development, and noise compatibility
planning and programs as authorized under subchapter I of
chapter 471 and subchapter I of chapter 475 of title 49,
United States Code, and under other law authorizing such
obligations; for procurement, installation, and commissioning
of runway incursion prevention devices and systems at
airports of such title; for grants authorized under section
41743 of title 49, United States Code; and for inspection
activities and administration of airport safety programs,
including those related to airport operating certificates
under section 44706 of title 49, United States Code,
$3,200,000,000, to be derived from the Airport and Airway
Trust Fund and to remain available until expended: Provided,
That none of
[[Page H5092]]
the funds under this heading shall be available for the
planning or execution of programs the obligations for which
are in excess of $3,350,000,000 in fiscal year 2015,
notwithstanding section 47117(g) of title 49, United States
Code: Provided further, That none of the funds under this
heading shall be available for the replacement of baggage
conveyor systems, reconfiguration of terminal baggage areas,
or other airport improvements that are necessary to install
bulk explosive detection systems: Provided further, That
notwithstanding any other provision of law, of funds limited
under this heading, not more than $107,100,000 shall be
obligated for administration, not less than $15,000,000 shall
be available for the Airport Cooperative Research Program,
not less than $29,750,000 shall be available for Airport
Technology Research, and $3,000,000, to remain available
until expended, shall be available and transferred to
``Office of the Secretary, Salaries and Expenses'' to carry
out the Small Community Air Service Development Program.
(cancellation)
Of the amounts authorized under sections 48103 and 48112 of
Title 49, United States Code, $260,000,000 are hereby
permanently cancelled from amounts authorized for the fiscal
year ending September 30, 2015 and prior years.
administrative provisions--federal aviation administration
Sec. 110. None of the funds in this Act may be used to
compensate in excess of 600 technical staff-years under the
federally funded research and development center contract
between the Federal Aviation Administration and the Center
for Advanced Aviation Systems Development during fiscal year
2015.
Sec. 111. None of the funds in this Act shall be used to
pursue or adopt guidelines or regulations requiring airport
sponsors to provide to the Federal Aviation Administration
without cost building construction, maintenance, utilities
and expenses, or space in airport sponsor-owned buildings for
services relating to air traffic control, air navigation, or
weather reporting: Provided, That the prohibition of funds in
this section does not apply to negotiations between the
agency and airport sponsors to achieve agreement on ``below-
market'' rates for these items or to grant assurances that
require airport sponsors to provide land without cost to the
FAA for air traffic control facilities.
Sec. 112. The Administrator of the Federal Aviation
Administration may reimburse amounts made available to
satisfy 49 U.S.C. 41742(a)(1) from fees credited under 49
U.S.C. 45303 and any amount remaining in such account at the
close of that fiscal year may be made available to satisfy
section 41742(a)(1) for the subsequent fiscal year.
Sec. 113. Amounts collected under section 40113(e) of
title 49, United States Code, shall be credited to the
appropriation current at the time of collection, to be merged
with and available for the same purposes of such
appropriation.
Sec. 114. None of the funds in this Act shall be available
for paying premium pay under subsection 5546(a) of title 5,
United States Code, to any Federal Aviation Administration
employee unless such employee actually performed work during
the time corresponding to such premium pay.
Sec. 115. None of the funds in this Act may be obligated
or expended for an employee of the Federal Aviation
Administration to purchase a store gift card or gift
certificate through use of a Government-issued credit card.
Sec. 116. None of the funds in this Act may be obligated
or expended for retention bonuses for an employee of the
Federal Aviation Administration without the prior written
approval of the Assistant Secretary for Administration of the
Department of Transportation.
Sec. 117. Notwithstanding any other provision of law, none
of the funds made available under this Act or any prior Act
may be used to implement or to continue to implement any
limitation on the ability of any owner or operator of a
private aircraft to obtain, upon a request to the
Administrator of the Federal Aviation Administration, a
blocking of that owner's or operator's aircraft registration
number from any display of the Federal Aviation
Administration's Aircraft Situational Display to Industry
data that is made available to the public, except data made
available to a Government agency, for the noncommercial
flights of that owner or operator.
Sec. 118. None of the funds in this Act shall be available
for salaries and expenses of more than 9 political and
Presidential appointees in the Federal Aviation
Administration.
Sec. 119. None of the funds made available under this Act
may be used to increase fees pursuant to section 44721 of
title 49, United States Code, until the FAA provides to the
House and Senate Committees on Appropriations the report
related to aeronautical navigation products referred to in
the explanatory statement described in section 4 of the
Consolidated Appropriations Act, 2014.
Sec. 119A. None of the funds appropriated or limited by
this Act may be used to change weight restrictions or prior
permission rules at Teterboro airport in Teterboro, New
Jersey.
Federal Highway Administration
limitation on administrative expenses
(highway trust fund)
(including transfer of funds)
Contingent upon reauthorization, not to exceed
$426,100,000, together with advances and reimbursements
received by the Federal Highway Administration, shall be paid
in accordance with law from appropriations made available by
this Act to the Federal Highway Administration for necessary
expenses for administration and operation. In addition, not
to exceed $3,248,000 shall be paid from appropriations made
available by this Act and transferred to the Appalachian
Regional Commission in accordance with section 104 of title
23, United States Code.
federal-aid highways
(limitation on obligations)
(highway trust fund)
Contingent upon reauthorization, funds available for the
implementation or execution of programs of Federal-aid
Highways and highway safety construction programs authorized
under titles 23 and 49, United States Code, and the
provisions of Public Law 112-141 shall not exceed total
obligations of $40,256,000,000 for fiscal year 2015:
Provided, That the Secretary may collect and spend fees, as
authorized by title 23, United States Code, to cover the
costs of services of expert firms, including counsel, in the
field of municipal and project finance to assist in the
underwriting and servicing of Federal credit instruments and
all or a portion of the costs to the Federal Government of
servicing such credit instruments: Provided further, That
such fees are available until expended to pay for such costs:
Provided further, That such amounts are in addition to
administrative expenses that are also available for such
purpose, and are not subject to any obligation limitation or
the limitation on administrative expenses under section 608
of title 23, United States Code.
(liquidation of contract authorization)
(highway trust fund)
Contingent upon reauthorization, for the payment of
obligations incurred in carrying out Federal-aid Highways and
highway safety construction programs authorized under title
23, United States Code, $40,995,000,000, derived from the
Highway Trust Fund (other than the Mass Transit Account), to
remain available until expended.
administrative provisions--federal highway administration
Sec. 120. Contingent upon reauthorization:
(a) For fiscal year 2015, the Secretary of Transportation
shall--
(1) not distribute from the obligation limitation for
Federal-aid Highways--
(A) amounts authorized for administrative expenses and
programs by section 104(a) of title 23, United States Code;
and
(B) amounts authorized for the Bureau of Transportation
Statistics;
(2) not distribute an amount from the obligation limitation
for Federal-aid Highways that is equal to the unobligated
balance of amounts--
(A) made available from the Highway Trust Fund (other than
the Mass Transit Account) for Federal-aid Highways and
highway safety construction programs for previous fiscal
years the funds for which are allocated by the Secretary (or
apportioned by the Secretary under sections 202 or 204 of
title 23, United States Code); and
(B) for which obligation limitation was provided in a
previous fiscal year;
(3) determine the proportion that--
(A) the obligation limitation for Federal-aid Highways,
less the aggregate of amounts not distributed under
paragraphs (1) and (2) of this subsection; bears to
(B) the total of the sums authorized to be appropriated for
the Federal-aid Highways and highway safety construction
programs (other than sums authorized to be appropriated for
provisions of law described in paragraphs (1) through (12) of
subsection (b) and sums authorized to be appropriated for
section 119 of title 23, United States Code, equal to the
amount referred to in subsection (b)(13) for such fiscal
year), less the aggregate of the amounts not distributed
under paragraphs (1) and (2) of this subsection;
(4) distribute the obligation limitation for Federal-aid
Highways, less the aggregate amounts not distributed under
paragraphs (1) and (2), for each of the programs (other than
programs to which paragraph (1) applies) that are allocated
by the Secretary under the Moving Ahead for Progress in the
21st Century Act and title 23, United States Code, or
apportioned by the Secretary under sections 202 or 204 of
that title, by multiplying--
(A) the proportion determined under paragraph (3); by
(B) the amounts authorized to be appropriated for each such
program for such fiscal year; and
(5) distribute the obligation limitation for Federal-aid
Highways, less the aggregate amounts not distributed under
paragraphs (1) and (2) and the amounts distributed under
paragraph (4), for Federal-aid Highways and highway safety
construction programs that are apportioned by the Secretary
under title 23, United States Code (other than the amounts
apportioned for the National Highway Performance Program in
section 119 of title 23, United States Code, that are exempt
from the limitation under subsection (b)(13) and the amounts
apportioned under sections 202 and 204 of that title) in the
proportion that--
(A) amounts authorized to be appropriated for the programs
that are apportioned under
[[Page H5093]]
title 23, United States Code, to each State for such fiscal
year; bears to
(B) the total of the amounts authorized to be appropriated
for the programs that are apportioned under title 23, United
States Code, to all States for such fiscal year.
(b) Exceptions From Obligation Limitation.--The obligation
limitation for Federal-aid Highways shall not apply to
obligations under or for--
(1) section 125 of title 23, United States Code;
(2) section 147 of the Surface Transportation Assistance
Act of 1978 (23 U.S.C. 144 note; 92 Stat. 2714);
(3) section 9 of the Federal-Aid Highway Act of 1981 (95
Stat. 1701);
(4) subsections (b) and (j) of section 131 of the Surface
Transportation Assistance Act of 1982 (96 Stat. 2119);
(5) subsections (b) and (c) of section 149 of the Surface
Transportation and Uniform Relocation Assistance Act of 1987
(101 Stat. 198);
(6) sections 1103 through 1108 of the Intermodal Surface
Transportation Efficiency Act of 1991 (105 Stat. 2027);
(7) section 157 of title 23, United States Code (as in
effect on June 8, 1998);
(8) section 105 of title 23, United States Code (as in
effect for fiscal years 1998 through 2004, but only in an
amount equal to $639,000,000 for each of those fiscal years);
(9) Federal-aid Highways programs for which obligation
authority was made available under the Transportation Equity
Act for the 21st Century (112 Stat. 107) or subsequent Acts
for multiple years or to remain available until expended, but
only to the extent that the obligation authority has not
lapsed or been used;
(10) section 105 of title 23, United States Code (as in
effect for fiscal years 2005 through 2012, but only in an
amount equal to $639,000,000 for each of those fiscal years);
(11) section 1603 of SAFETEA-LU (23 U.S.C. 118 note; 119
Stat. 1248), to the extent that funds obligated in accordance
with that section were not subject to a limitation on
obligations at the time at which the funds were initially
made available for obligation; and
(12) section 119 of title 23, United States Code (as in
effect for fiscal years 2013 and 2014, but only in an amount
equal to $639,000,000 for each of those fiscal years); and
(13) section 119 of title 23, United States Code (but, for
fiscal year 2015, only in an amount equal to $639,000,000).
(c) Redistribution of Unused Obligation Authority.--
Notwithstanding subsection (a), the Secretary shall, after
August 1 of such fiscal year--
(1) revise a distribution of the obligation limitation made
available under subsection (a) if an amount distributed
cannot be obligated during that fiscal year; and
(2) redistribute sufficient amounts to those States able to
obligate amounts in addition to those previously distributed
during that fiscal year, giving priority to those States
having large unobligated balances of funds apportioned under
sections 144 (as in effect on the day before the date of
enactment of Public Law 112-141) and 104 of title 23, United
States Code.
(d) Applicability of Obligation Limitations to
Transportation Research Programs.--
(1) In general.--Except as provided in paragraph (2), the
obligation limitation for Federal-aid Highways shall apply to
contract authority for transportation research programs
carried out under--
(A) chapter 5 of title 23, United States Code; and
(B) division E of the Moving Ahead for Progress in the 21st
Century Act.
(2) Exception.--Obligation authority made available under
paragraph (1) shall--
(A) remain available for a period of 4 fiscal years; and
(B) be in addition to the amount of any limitation imposed
on obligations for Federal-aid Highways and highway safety
construction programs for future fiscal years.
(e) Redistribution of Certain Authorized Funds.--
(1) In general.--Not later than 30 days after the date of
distribution of obligation limitation under subsection (a),
the Secretary shall distribute to the States any funds
(excluding funds authorized for the program under section 202
of title 23, United States Code) that--
(A) are authorized to be appropriated for such fiscal year
for Federal-aid Highways programs; and
(B) the Secretary determines will not be allocated to the
States (or will not be apportioned to the States under
section 204 of title 23, United States Code), and will not be
available for obligation, for such fiscal year because of the
imposition of any obligation limitation for such fiscal year.
(2) Ratio.--Funds shall be distributed under paragraph (1)
in the same proportion as the distribution of obligation
authority under subsection (a)(5).
(3) Availability.--Funds distributed to each State under
paragraph (1) shall be available for any purpose described in
section 133(b) of title 23, United States Code.
Sec. 121. Notwithstanding 31 U.S.C. 3302, funds received
by the Bureau of Transportation Statistics from the sale of
data products, for necessary expenses incurred pursuant to
chapter 63 of title 49, United States Code, may be credited
to the Federal-aid Highways account for the purpose of
reimbursing the Bureau for such expenses: Provided, That such
funds shall be subject to the obligation limitation for
Federal-aid Highways and highway safety construction
programs.
Sec. 122. Not less than 15 days prior to waiving, under
his or her statutory authority, any Buy America requirement
for Federal-aid Highways projects, the Secretary of
Transportation shall make an informal public notice and
comment opportunity on the intent to issue such waiver and
the reasons therefor: Provided, That the Secretary shall
provide an annual report to the House and Senate Committees
on Appropriations on any waivers granted under the Buy
America requirements.
Sec. 123. (a) In General.--Except as provided in subsection
(b), none of the funds made available, limited, or otherwise
affected by this Act shall be used to approve or otherwise
authorize the imposition of any toll on any segment of
highway located on the Federal-aid system in the State of
Texas that--
(1) as of the date of enactment of this Act, is not tolled;
(2) is constructed with Federal assistance provided under
title 23, United States Code; and
(3) is in actual operation as of the date of enactment of
this Act.
(b) Exceptions.--
(1) Number of toll lanes.--Subsection (a) shall not apply
to any segment of highway on the Federal-aid system described
in that subsection that, as of the date on which a toll is
imposed on the segment, will have the same number of nontoll
lanes as were in existence prior to that date.
(2) High-occupancy vehicle lanes.--A high-occupancy vehicle
lane that is converted to a toll lane shall not be subject to
this section, and shall not be considered to be a nontoll
lane for purposes of determining whether a highway will have
fewer nontoll lanes than prior to the date of imposition of
the toll, if--
(A) high-occupancy vehicles occupied by the number of
passengers specified by the entity operating the toll lane
may use the toll lane without paying a toll, unless otherwise
specified by the appropriate county, town, municipal or other
local government entity, or public toll road or transit
authority; or
(B) each high-occupancy vehicle lane that was converted to
a toll lane was constructed as a temporary lane to be
replaced by a toll lane under a plan approved by the
appropriate county, town, municipal or other local government
entity, or public toll road or transit authority.
Sec. 124. None of the funds in this Act to the Department
of Transportation may be used to provide credit assistance
unless not less than 3 days before any application approval
to provide credit assistance under sections 603 and 604 of
title 23, United States Code, the Secretary of Transportation
provides notification in writing to the following committees:
the House and Senate Committees on Appropriations; the
Committee on Environment and Public Works and the Committee
on Banking, Housing and Urban Affairs of the Senate; and the
Committee on Transportation and Infrastructure of the House
of Representatives: Provided, That such notification shall
include, but not be limited to, the name of the project
sponsor; a description of the project; whether credit
assistance will be provided as a direct loan, loan guarantee,
or line of credit; and the amount of credit assistance.
Sec. 125. Section 127 of title 23, United States Code, is
amended by adding at the end the following:
``(j) Operation of Vehicles on Certain Other Wisconsin
Highways.--If any segment of the United States Route 41
corridor, as described in section 1105(c)(57) of the
Intermodal Surface Transportation Efficiency Act of 1991, is
designated as a route on the Interstate System, a vehicle
that could operate legally on that segment before the date of
such designation may continue to operate on that segment,
without regard to any requirement under subsection (a).
``(k) Longer Combination Vehicles in Idaho.--No limit or
other prohibition under this section, except as provided in
this subsection, applies to a longer combination vehicle
operating on a segment of the Interstate System in Idaho if
such vehicle--
``(1) has a gross vehicle weight of 129,000 pounds or less;
``(2) complies with the single axle, tandem axle, and
bridge formula limits set forth in subsection (a); and
``(3) is authorized to operate on such segment under Idaho
State law.
``(l) Operation of Vehicles on Certain Mississippi
Highways.--If any segment of United States Route 78 in
Mississippi from mile marker 0 to mile marker 113 is
designated as part of the Interstate System, no limit
established under this section may apply to that segment with
respect to the operation of any vehicle that could have
legally operated on that segment before such designation.''.
Amendment Offered by Mr. Duffy
Mr. DUFFY. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 34, line 15, strike the closing quotation marks and
final period.
Page 34, after line 15, insert the following:
``(m) Logging Vehicles in Wisconsin.--No limit or other
prohibition under this section, except as provided in this
subsection, applies
[[Page H5094]]
to a vehicle transporting raw or unfinished forest product
and operating on Interstate Route 39 in Wisconsin from mile
marker 175.8 to mile marker 189 if such vehicle has a gross
vehicle weight of 98,000 pounds or less.''.
Mr. LATHAM. Mr. Chairman, I reserve a point of order on the
gentleman's amendment.
The CHAIR. A point of order is reserved.
The gentleman from Wisconsin is recognized for 5 minutes.
Mr. DUFFY. Mr. Chairman, in central and northern Wisconsin, logging
is an incredibly important industry for our community and for our
economy.
In Mosinee, Wisconsin, we have a very large paper mill. A vast
majority of the wood that feeds that paper mill comes from northern
Wisconsin. What happens is, the wood is harvested in northern Wisconsin
and it comes down Highway 51, where the weight limit for trucks is
98,000 pounds. In Wausau, Wisconsin, Highway 51 turns into I-39. It is
at that time that the weight limit goes from 98,000 pounds down to
80,000 pounds. At that point, those logging trucks are still 12 miles
away from their destination, the paper mill.
So what happens is our logging trucks go off the interstate and go
onto our back roads--through our communities, through our
neighborhoods, through downtown--where we have very tight-fitted areas
and much narrower roads, all so they can make it to the paper mill.
What my amendment would do, it would allow for a 12-mile extension so
those trucks can come from our forests in northern Wisconsin and stay
on the freeway that extra 12 miles to get to the paper mill.
This amendment is an amendment that affects the safety of my
community--my constituents--and it would have a small impact on our
economy so those trucks have a straight route to the paper mill.
With that, I would ask that my colleagues support my amendment, and I
yield back the balance of my time.
Point of Order
Mr. LATHAM. Mr. Chairman, I make a point of order against the
amendment because it proposes to change existing law and constitutes
legislation in an appropriation bill and, therefore, violates clause 2
of rule XXI.
The rule states in pertinent part:
``An amendment to a general appropriation bill shall not be in order
if changing existing law.''
The amendment directly amends existing law and is not merely
perfecting to the existing text of the bill.
I ask for a ruling of the Chair.
The CHAIR. Does any other Member wish to be heard on the point of
order?
Mr. DUFFY. I do, Mr. Chairman.
The CHAIR. The gentleman from Wisconsin is recognized to speak on the
point of order.
Mr. DUFFY. Mr. Chairman, what I would just ask then is that the
chairman and the ranking member, when this goes to conference
committee, if they would consider the issue that I brought up today,
and consider my constituents and the safety of my constituents in
central and northern Wisconsin.
With that, I ask unanimous consent to withdraw my amendment.
The CHAIR. Is there objection to the request of the gentleman from
Wisconsin?
There was no objection.
The CHAIR. The Clerk will read.
The Clerk read as follows:
Federal Motor Carrier Safety Administration
motor carrier safety operations and programs
(liquidation of contract authorization)
(limitation on obligations)
(highway trust fund)
Contingent upon reauthorization, for payment of obligations
incurred in the implementation, execution and administration
of motor carrier safety operations and programs pursuant to
section 31104(i) of title 49, United States Code, and
sections 4127 and 4134 of Public Law 109-59, as amended by
Public Law 112-141, $259,000,000, to be derived from the
Highway Trust Fund (other than the Mass Transit Account),
together with advances and reimbursements received by the
Federal Motor Carrier Safety Administration, the sum of which
shall remain available until expended: Provided, That funds
available for implementation, execution or administration of
motor carrier safety operations and programs authorized under
title 49, United States Code, shall not exceed total
obligations of $259,000,000 for ``Motor Carrier Safety
Operations and Programs'' for fiscal year 2015, of which
$9,000,000, to remain available for obligation until
September 30, 2017, is for the research and technology
program, and of which $1,000,000 shall be available for
commercial motor vehicle operator's grants to carry out
section 4134 of Public Law 109-59, and of which $34,545,000,
to remain available for obligation until September 30, 2017,
is for information management.
motor carrier safety grants
(liquidation of contract authorization)
(limitation on obligations)
(highway trust fund)
Contingent upon reauthorization, for payment of obligations
incurred in carrying out sections 31102, 31104(a), 31106,
31107, 31109, 31309, 31313 of title 49, United States Code,
and sections 4126 and 4128 of Public Law 109-59, as amended
by Public Law 112-141, $313,000,000, to be derived from the
Highway Trust Fund (other than the Mass Transit Account) and
to remain available until expended: Provided, That funds
available for the implementation or execution of motor
carrier safety programs shall not exceed total obligations of
$313,000,000 in fiscal year 2015 for ``Motor Carrier Safety
Grants''; of which $218,000,000 shall be available for the
motor carrier safety assistance program, $30,000,000 shall be
available for the commercial driver's license improvements
program, $32,000,000 shall be available for border
enforcement grants, $5,000,000 shall be available for the
performance and registration information system management
program, $25,000,000 shall be available for the commercial
vehicle information systems and networks deployment program,
and $3,000,000 shall be available for the safety data
improvement program: Provided further, That, of the funds
made available herein for the motor carrier safety assistance
program, $32,000,000 shall be available for audits of new
entrant motor carriers.
administrative provisions--federal motor carrier safety administration
Sec. 130. Funds appropriated or limited in this Act shall
be subject to the terms and conditions stipulated in section
350 of Public Law 107-87 and section 6901 of Public Law 110-
28.
Sec. 131. The Federal Motor Carrier Safety Administration
shall send notice of 49 C.F.R. section 385.308 violations by
certified mail, registered mail, or another manner of
delivery, which records the receipt of the notice by the
persons responsible for the violations.
National Highway Traffic Safety Administration
operations and research
For expenses necessary to discharge the functions of the
Secretary, with respect to traffic and highway safety
authorized under chapter 301 and part C of subtitle VI of
title 49, United States Code, $134,000,000, of which
$22,500,000 shall remain available through September 30,
2016.
operations and research
(liquidation of contract authorization)
(limitation on obligations)
(highway trust fund)
Contingent upon reauthorization, for payment of obligations
incurred in carrying out the provisions of 23 U.S.C. 403, and
chapter 303 of title 49, United States Code, $128,500,000, to
be derived from the Highway Trust Fund (other than the Mass
Transit Account) and to remain available until expended:
Provided, That none of the funds in this Act shall be
available for the planning or execution of programs the total
obligations for which, in fiscal year 2015, are in excess of
$128,500,000, of which $123,500,000 shall be for programs
authorized under 23 U.S.C. 403 and $5,000,000 shall be for
the National Driver Register authorized under chapter 303 of
title 49, United States Code: Provided further, That within
the $123,500,000 obligation limitation for operations and
research, $22,500,000 shall remain available until September
30, 2016, and shall be in addition to the amount of any
limitation imposed on obligations for future years: Provided
further, That $10,000,000 of the total obligation limitation
for operations and research in fiscal year 2015 shall be
applied toward unobligated balances of contract authority
provided in prior Acts for carrying out the provisions of 23
U.S.C. 403, and chapter 303 of title 49, United States Code.
highway traffic safety grants
(liquidation of contract authorization)
(limitation on obligations)
(highway trust fund)
Contingent upon reauthorization, for payment of obligations
incurred in carrying out provisions of 23 U.S.C. 402 and 405,
section 2009 of Public Law 109-59, as amended by Public Law
112-141, and section 31101(a)(6) of Public Law 112-141, to
remain available until expended, $561,500,000, to be derived
from the Highway Trust Fund (other than the Mass Transit
Account): Provided, That none of the funds in this Act shall
be available for the planning or execution of programs the
total obligations for which, in fiscal year 2015, are in
excess of $561,500,000 for programs authorized under 23
U.S.C. 402 and 405, section 2009 of Public Law 109-59, as
amended by Public Law 112-141, and section 31101(a)(6) of
Public Law 112-141, of which $235,000,000 shall be for
``Highway Safety Programs'' under 23 U.S.C. 402; $272,000,000
shall be for ``National Priority Safety Programs'' under 23
U.S.C. 405; $29,000,000 shall be for ``High Visibility
Enforcement Program'' under section 2009 of Public Law 109-
59, as amended by Public Law 112-141; $25,500,000 shall be
for ``Administrative Expenses'' under section 31101(a)(6) of
[[Page H5095]]
Public Law 112-141: Provided further, That none of these
funds shall be used for construction, rehabilitation, or
remodeling costs, or for office furnishings and fixtures for
State, local or private buildings or structures: Provided
further, That not to exceed $500,000 of the funds made
available for ``National Priority Safety Programs'' under 23
U.S.C. 405 for ``Impaired Driving Countermeasures'' (as
described in subsection (d) of that section) shall be
available for technical assistance to the States: Provided
further, That with respect to the ``Transfers'' provision
under 23 U.S.C. 405(a)(1)(G), any amounts transferred to
increase the amounts made available under section 402 shall
include the obligation authority for such amounts: Provided
further, That the Administrator shall notify the House and
Senate Committees on Appropriations of any exercise of the
authority granted under the previous proviso or under 23
U.S.C. 405(a)(1)(G) within 60 days.
administrative provisions--national highway traffic safety
administration
Sec. 140. Contingent upon reauthorization, an additional
$130,000 shall be made available to the National Highway
Traffic Safety Administration, out of the amount limited for
section 402 of title 23, United States Code, to pay for
travel and related expenses for State management reviews and
to pay for core competency development training and related
expenses for highway safety staff.
Sec. 141. The limitations on obligations for the programs
of the National Highway Traffic Safety Administration set in
this Act shall not apply to obligations for which obligation
authority was made available in previous public laws but only
to the extent that the obligation authority has not lapsed or
been used.
Sec. 142. None of the funds in this Act shall be used to
implement section 404 of title 23, United States Code.
Federal Railroad Administration
safety and operations
For necessary expenses of the Federal Railroad
Administration, not otherwise provided for, $185,250,000, of
which $12,400,000 shall remain available until expended.
railroad research and development
For necessary expenses for railroad research and
development, $35,250,000, to remain available until expended.
railroad rehabilitation and improvement financing program
The Secretary of Transportation is authorized to issue
direct loans and loan guarantees pursuant to sections 501
through 504 of the Railroad Revitalization and Regulatory
Reform Act of 1976 (Public Law 94-210), as amended, such
authority to exist as long as any such direct loan or loan
guarantee is outstanding: Provided, That, pursuant to section
502 of such Act, as amended, no new direct loans or loan
guarantee commitments shall be made using Federal funds for
the credit risk premium during fiscal year 2015: Provided
further, That no new direct loans or loan guarantee
commitments made under the Railroad Rehabilitation and
Improvement Financing Program in fiscal year 2015 shall cause
the total principal amount of direct loans and loan
guarantees committed under the Railroad Rehabilitation and
Improvement Financing Program to projects in a single state
to exceed $5,600,000,000.
operating grants to the national railroad passenger corporation
To enable the Secretary of Transportation to make quarterly
grants to the National Railroad Passenger Corporation, in
amounts based on the Secretary's assessment of the
Corporation's seasonal cash flow requirements, for the
operation of intercity passenger rail, as authorized by
section 101 of the Passenger Rail Investment and Improvement
Act of 2008 (division B of Public Law 110-432), $340,000,000,
to remain available until expended: Provided, That the
amounts available under this paragraph shall be available for
the Secretary to approve funding to cover operating losses
for the Corporation only after receiving and reviewing a
grant request for each specific train route: Provided
further, That each such grant request shall be accompanied by
a detailed financial analysis, revenue projection, and
capital expenditure projection justifying the Federal support
to the Secretary's satisfaction: Provided further, That not
later than 60 days after enactment of this Act, the
Corporation shall transmit, in electronic format, to the
Secretary and the House and Senate Committees on
Appropriations the annual budget, business plan, the 5-Year
Financial Plan for fiscal year 2015 required under section
204 of the Passenger Rail Investment and Improvement Act of
2008 and the comprehensive fleet plan for all Amtrak rolling
stock: Provided further, That the budget, business plan and
the 5-Year Financial Plan shall include annual information on
the maintenance, refurbishment, replacement, and expansion
for all Amtrak rolling stock consistent with the
comprehensive fleet plan: Provided further, That the
Corporation shall provide monthly performance reports in an
electronic format which shall describe the work completed to
date, any changes to the business plan, and the reasons for
such changes as well as progress against the milestones and
target dates of the 2012 performance improvement plan:
Provided further, That the Corporation's budget, business
plan, 5-Year Financial Plan, semiannual reports, monthly
reports, comprehensive fleet plan and all supplemental
reports or plans comply with requirements in Public Law 112-
55: Provided further, That none of the funds provided in this
Act may be used to support any route on which Amtrak offers a
discounted fare of more than 50 percent off the normal peak
fare: Provided further, That the preceding proviso does not
apply to routes where the operating loss as a result of the
discount is covered by a State and the State participates in
the setting of fares.
Amendment Offered by Mr. Broun of Georgia
Mr. BROUN of Georgia. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 42, line 15, after the dollar amount insert ``(reduced
by $340,000,000)''.
Page 156, line 16, after the dollar amount insert
``(increased by $340,000,000)''.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. BROUN of Georgia. Mr. Chairman, my amendment would reduce the
amount appropriated for the operating grants to Amtrak by $340 million
and increase the spending reduction account by the same amount. This
reduction would eliminate all operating funds for Amtrak.
My amendment to some might be quite harsh, but I suspect that my
colleagues who support Amtrak will argue that since the underlying bill
keeps funding at concurrent levels, we should leave the embattled
entity alone.
But the committee report for this bill gives us plenty of reasons why
we shouldn't allow Amtrak to continue at the status quo.
The first sentence in the committee report says:
Amtrak runs a deficit each year and requires a Federal
subsidy to cover both operating losses and capital
improvements.
A couple of paragraphs later it says:
Although the Northeast corridor is profitable, the
federally mandated services such as long-distance and State-
supported routes sustain large losses that cannot be overcome
by Amtrak's profitable services.
Let's talk about the long-distance routes, Mr. Chairman.
According to Amtrak's fiscal year 2013 ridership tables, the long-
distance routes experienced the highest ridership in 20 years at 4.8
million passengers. That sounds pretty good. But despite this growth,
these routes still lost $587 million last year. In other words, for
every passenger who traveled on one of Amtrak's long-distance routes
last year, Amtrak lost $122.29.
{time} 1500
If you found a good deal on Priceline, we might be able to actually
cut our losses by buying these passengers one-way airline tickets, and
they would get to their destinations much more quickly.
I wish I could say that this was the extent of Amtrak's failures.
Unfortunately, I can't.
Let's go back to the committee report. The report also addresses
Amtrak's notoriously wasteful food and beverage service, which lost an
estimated $73 million in fiscal year 2013 alone. Over the last 5 years,
food and beverage service has been responsible for approximately $387
million in total losses, on top of the long-distance losses.
Look at the fine print. The committee points out that Amtrak
routinely cooks its books to make these losses look better, usually by
transferring amounts from first class tickets onto the food and
beverage accounts. The current Amtrak inspector general has reported
that these transfers have increased by more than $22 million between
fiscal year 2006 and fiscal year 2012.
So while the topline numbers make it look as though the food and
beverage losses have gotten slightly less over the past year, with
current estimated cost recovery at a paltry 65 percent, these numbers
can't be trusted in the least.
Had enough, Mr. Chairman?
Let me leave you with one final thought: Amtrak is losing money hand
over fist. They are cooking their books. There is not an end in sight.
How much do you suppose Amtrak's food and beverage service employees
are paid annually? According to the committee report, these 1,200
employees are paid an average $106,000 a year.
Amtrak is a pseudo-private entity with priorities that are way, way
out of whack, and it will not become solvent, it will not right itself,
until Congress steps up and says enough is enough, and now is the time
for enough.
[[Page H5096]]
I urge my colleagues to join me and send Amtrak a message that its
mismanagement should come to an end and that it is intolerable to us
and the U.S. taxpayers.
Mr. Chairman, I yield back the balance of my time.
Mr. LATHAM. Mr. Chairman, I rise in opposition to the amendment.
The CHAIR. The gentleman from Iowa is recognized for 5 minutes.
Mr. LATHAM. Mr. Chairman, the gentleman's amendment would shut down
Amtrak.
I concede that Amtrak could be more efficient. However, it has made
significant improvements in this area recently, and it is moving in the
right direction.
The bill provides $340 million in operation grants to Amtrak, which
fully cover Amtrak's anticipated operating losses for fiscal year 2015.
This is a realistic number that we base on Amtrak's most recent
operating loss projections.
The bill does not include arbitrary funding decisions. We held
hearings, and we scrubbed every account. It isn't prudent to eliminate
an entire transportation option.
I urge a ``no'' vote on the amendment, and I yield back the balance
of my time.
Mr. PASTOR of Arizona. Mr. Chairman, I move to strike the last word.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. PASTOR of Arizona. Mr. Chairman, I rise in opposition to the
amendment, and I would tell my colleague and friend, the Congressman
from Georgia, that harsh is more than mild, in what you want to do.
I know that you and I want to continue to have constituents take the
``Midnight Train to Georgia,'' and I can't support your amendment.
I will tell you, Mr. Chairman, that I don't do Amtrak because we have
just a few lines in Arizona, but I understand that Amtrak is very
important to the Northeast and other parts of the country.
In my opinion, this is the Nation's railroad line. We need to improve
it. I am for that. This amendment would not improve it. It would
eliminate it.
I am in opposition to this amendment, and I yield back the balance of
my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Georgia (Mr. Broun).
The amendment was rejected.
Amendment Offered by Mr. Broun of Georgia
Mr. BROUN of Georgia. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 42, line 15, after the dollar amount insert ``(reduced
by $34,000,000)''.
Page 156, line 16, after the dollar amount insert
``(increased by $34,000,000)''.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. BROUN of Georgia. Mr. Chairman, this amendment is along the same
lines as the amendment I just offered, only it would reduce Amtrak
operating grants by a paltry amount of only $34 million or just a 10
percent reduction.
In offering my last amendment, I laid out a number of reasons why
Amtrak has failed to be a good steward of taxpayers' money.
I understand that many of my colleagues might not want to fully
defund this entity, so I am now asking that we join together and send a
message to Amtrak leadership, a smaller message, but a strong one
nonetheless.
I am asking my colleagues to tell Amtrak that we will not continue to
reward bad behavior and that, when we ask for reform, we expect real
reform to begin and take place--not fuzzy numbers, not misleading
reports, not sky-high employee salaries, but real, honest reform.
Amtrak has struggled for way too long under the status quo. It is
time to send them a message.
I urge my colleagues to support my amendment, and I yield back the
balance of my time.
Mr. LATHAM. Mr. Chairman, I rise in opposition to the amendment.
The CHAIR. The gentleman from Iowa is recognized for 5 minutes.
Mr. LATHAM. Mr. Chairman, I have to oppose the amendment.
The fact of the matter is the bill provides $340 billion in operating
grants to Amtrak, which will fully cover their operating losses. If in
fact the amendment were put in place, there could very easily be
interruptions of service in the Northeast or throughout the system, and
it could cause real problems as far as the operations itself,
obviously, of Amtrak.
For those reasons, I would oppose the amendment, and I yield back the
balance of my time.
Mr. PASTOR of Arizona. Mr. Chairman, I move to strike the last word.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. PASTOR of Arizona. Mr. Chairman, we are also in opposition to the
amendment, and I yield back the balance of my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Georgia (Mr. Broun).
The question was taken; and the Chair announced that the noes
appeared to have it.
Mr. BROUN of Georgia. Mr. Chairman, I demand a recorded vote.
The CHAIR. Pursuant to clause 6 of rule XVIII, further proceedings on
the amendment offered by the gentleman from Georgia will be postponed.
The Clerk will read.
The Clerk read as follows:
capital and debt service grants to the national railroad passenger
corporation
To enable the Secretary of Transportation to make grants to
the National Railroad Passenger Corporation for capital
investments as authorized by section 101(c), 102, and 219(b)
of the Passenger Rail Investment and Improvement Act of 2008
(division B of Public Law 110-432), $850,000,000, to remain
available until expended, of which not to exceed $150,000,000
shall be for debt service obligations as authorized by
section 102 of such Act: Provided, That of the amounts made
available under this heading, not less than $50,000,000 shall
be made available to bring Amtrak-served facilities and
stations into compliance with the Americans with Disabilities
Act: Provided further, That after an initial distribution of
up to $200,000,000, which shall be used by the Corporation as
a working capital account, all remaining funds shall be
provided to the Corporation only on a reimbursable basis:
Provided further, That of the amounts made available under
this heading, up to $20,000,000 may be used by the Secretary
to subsidize operating losses of the Corporation should the
funds provided under the heading ``Operating Grants to the
National Railroad Passenger Corporation'' be insufficient to
meet operational costs for fiscal year 2015: Provided
further, That the Secretary may retain up to one-half of 1
percent of the funds provided under this heading to fund the
costs of project management and oversight of activities
authorized by subsections 101(a) and 101(c) of division B of
Public Law 110-432: Provided further, That the Secretary
shall approve funding for capital expenditures, including
advance purchase orders of materials, for the Corporation
only after receiving and reviewing a grant request for each
specific capital project justifying the Federal support to
the Secretary's satisfaction: Provided further, That except
as otherwise provided herein, none of the funds under this
heading may be used to subsidize operating losses of the
Corporation: Provided further, That none of the funds under
this heading may be used for capital projects not approved by
the Secretary of Transportation or on the Corporation's
fiscal year 2015 business plan: Provided further, That in
addition to the project management oversight funds authorized
under section 101(d) of division B of Public Law 110-432, the
Secretary may retain up to an additional $5,000,000 of the
funds provided under this heading to fund expenses associated
with implementing section 212 of division B of Public Law
110-432, including the amendments made by section 212 to
section 24905 of title 49, United States Code.
administrative provisions--federal railroad administration
Sec. 150. The Secretary of Transportation may receive and
expend cash, or receive and utilize spare parts and similar
items, from non-United States Government sources to repair
damages to or replace United States Government owned
automated track inspection cars and equipment as a result of
third-party liability for such damages, and any amounts
collected under this section shall be credited directly to
the Safety and Operations account of the Federal Railroad
Administration, and shall remain available until expended for
the repair, operation and maintenance of automated track
inspection cars and equipment in connection with the
automated track inspection program.
Sec. 151. Notwithstanding any other provision of law, rule
or regulation, the Secretary of Transportation is authorized
to allow the issuer of any preferred stock heretofore sold to
the Department to redeem or repurchase such stock upon the
payment to the Department of an amount to be determined by
the Secretary.
Sec. 152. None of the funds provided to the National
Railroad Passenger Corporation may be used to fund any
overtime costs in excess of $35,000 for any individual
employee: Provided, That the president of Amtrak may
[[Page H5097]]
waive the cap set in the previous proviso for specific
employees when the president of Amtrak determines such a cap
poses a risk to the safety and operational efficiency of the
system: Provided further, That Amtrak shall notify the House
and Senate Committees on Appropriations each quarter of the
calendar year on waivers granted to employees and amounts
paid above the cap for each month within such quarter and
provide documentation of the specific activities of each
employee during his or her paid overtime in excess of $35,000
and how the work resulted in increased safety or operational
efficiencies: Provided further, That the president of Amtrak
shall certify the documentation in the previous proviso is
accurate and correct: Provided further, That Amtrak shall
provide to the House and Senate Committees on Appropriations
by March 1, 2015, a summary of all overtime payments incurred
by the Corporation for 2014 and the two prior calendar years:
Provided further, That such summary shall include the total
number of employees that received waivers and the total
overtime payments the Corporation paid to those employees
receiving waivers for each month for 2014 and for the two
prior calendar years.
Federal Transit Administration
administrative expenses
For necessary administrative expenses of the Federal
Transit Administration's programs authorized by chapter 53 of
title 49, United States Code, $103,000,000, of which not more
than $4,000,000 shall be available to carry out the
provisions of 49 U.S.C. 5329 and not less than $1,000,000
shall be available to carry out the provisions of 49 U.S.C.
5326: Provided, That none of the funds provided or limited in
this Act may be used to create a permanent office of transit
security under this heading: Provided further, That upon
submission to the Congress of the fiscal year 2016
President's budget, the Secretary of Transportation shall
transmit to Congress the annual report on New Starts,
including proposed allocations for fiscal year 2016.
Amendment Offered by Mr. Butterfield
Mr. BUTTERFIELD. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 48, line 5, after the dollar amount, insert ``(reduced
by $2,000,000)''.
Page 49, line 21, after the dollar amount, insert
``(increased by $2,000,000)''.
Page 49, line 22, after the dollar amount, insert
``(increased by $2,000,000)''.
The CHAIR. The gentleman from North Carolina is recognized for 5
minutes.
Mr. BUTTERFIELD. Mr. Chairman, the amendment that I am offering today
with my good friends--Congressman Langevin, Congressman Price, and
Congressman Quigley--will increase funding for FTA technical assistance
and training back simply to the 2014 levels.
Individuals with disabilities and older adults disproportionately
rely on public transit to live, learn, work, and access recreation in
their communities. There is a complex and ever-evolving need to adapt
our transit systems and services, so they are more accessible for
people with disabilities and older adults who rely on them.
FTA, Mr. Chairman, has a long history of working with Easter Seals,
the National Association of Area Agencies on Aging, and others to
provide training, technical assistance, and other problem-solving
support to the transit industry, people with disabilities, and older
adults; and it is imperative for this work to continue as more people
age and more people with disabilities seek to live as independently as
possible.
Mr. LATHAM. Will the gentleman yield?
Mr. BUTTERFIELD. I yield to the gentleman from Iowa.
Mr. LATHAM. We will accept the amendment.
Mr. BUTTERFIELD. Thank you, Mr. Latham.
Mr. Chairman, I yield back the balance of my time.
Mr. LANGEVIN. Mr. Chair, the amendment I authored with my good
friends Congressman Price, Congressman Quigley and Congressman
Butterfield will increase funding for FTA Technical Assistance and
Training, returning them to their 2014 levels.
The technical assistance and training dollars made available by this
amendment will help increase mobility for people with disabilities and
older adults. By providing this assistance to our transit systems and
services, we can ensure they become more accessible for those who rely
on them the most.
Easter Seals, the National Association of Area Agencies on Aging and
others have a long history of working with the FTA to provide training,
technical assistance and support services to the transit industry, the
elderly and peole with disabilities. It is critical for this work to
continue, especially as more people age and more of those with
disabilities seek to live as independently as possible.
For FTA to do this effectively, it must have adequate resources to
support these technical assitance activities.
Accordingly, our amendment will increase funding by $2 million for
FTA Technical Assistance and Training, restoring it to $5 million,
which equals last year's levels.
Individuals with disabilities and older adults disproportionately
rely on public transit to work, live, learn, and access recreation in
their communities. I ask that my colleagues support this amendment,
which will provide immeasurable benefits to all those it serves.
The CHAIR. The question is on the amendment offered by the gentleman
from North Carolina (Mr. Butterfield).
The amendment was agreed to.
Amendment Offered by Mr. Griffin of Arkansas
Mr. GRIFFIN of Arkansas. Mr. Chairman, I have an amendment at the
desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 48, line 5, after the dollar amount, insert ``(reduced
by $500,000)''.
Page 57, line 16, after the first dollar amount, insert
``(increased by $500,000)''.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. GRIFFIN of Arkansas. Mr. Chairman, I want to begin by thanking
Chairman Latham.
Mr. LATHAM. Will the gentleman yield?
Mr. GRIFFIN of Arkansas. I yield to the gentleman from Iowa.
Mr. LATHAM. We accept the amendment.
Mr. GRIFFIN of Arkansas. I want to, again, thank Chairman Latham, who
has made this possible, working with his staff. I want to thank all the
bipartisan support for this amendment from Mr. Kind, Mr. Walz, and Mr.
Terry, as well as my staff.
I want to acknowledge the success that this builds on from the
omnibus bill passed earlier this year, which incorporated my amendment
from the FY14 T-HUD bill to increase funding for DOT's Pipeline and
Hazardous Materials Safety Administration, or PHMSA, over lower
priority programs.
Mr. Chairman, on March 29, 2014, the ExxonMobil Pegasus pipeline in
Mayflower, Arkansas, the Second Congressional District, suffered a
catastrophic accidental rupture.
It inundated nearby homes and businesses with thousands of gallons of
spilled oil. I am committed to making things right for the people of
Mayflower and ensuring that another spill never occurs again in
Arkansas.
PHMSA is the Federal Government's primary agency for regulating and
ensuring the safe and secure movement of oil and petroleum products to
industry and consumers through America's interstate pipelines. As an
interstate pipeline, the inspection of the Pegasus pipeline was and is
PHMSA's responsibility.
Pipelines move nearly two-thirds of the oil and petroleum products
transported annually. Interstate pipelines deliver over 11.3 billion
barrels of petroleum each year. The cost to transport a barrel of
petroleum products from Houston to the New York Harbor is about a
dollar.
American pipelines are, without question, the safest way to move oil,
and ensuring the safe operation of pipelines that move oil from one
State to another is unquestionably a necessary function of the Federal
Government.
Although the amount of oil spilled from these pipelines is a minimal
fraction of what we safely transport every day throughout the country,
there is more we can do to ensure they are operated safely.
My amendment would increase the budget for PHMSA's operational
expenses by $500,000 to further ensure the safety of our Nation's
pipeline, and it will be taking this money from another account.
This appropriation finances the operational support costs for PHMSA
and will help keep these pipelines and the communities like Mayflower
that surround them safe from other tragic but preventable accidents,
without spending additional dollars.
I ask that the House support this amendment.
I thank the chairman for supporting this amendment, and I yield back
the balance of my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Arkansas (Mr. Griffin).
[[Page H5098]]
The amendment was agreed to.
{time} 1515
The CHAIR. The Clerk will read.
The Clerk read as follows:
transit formula grants
(liquidation of contract authorization)
(limitation on obligations)
(highway trust fund)
Contingent upon enactment of multi-year surface
transportation authorization legislation, for payment of
obligations incurred in the Federal Public Transportation
Assistance Program in this account, and for payment of
obligations incurred in carrying out the provisions of 49
U.S.C. 5305, 5307, 5310, 5311, 5318, 5322(d), 5329(e)(6),
5335, 5337, 5339, and 5340, as amended by Public Law 112-141;
and section 20005(b) of Public Law 112-141, as amended,
$9,500,000,000, to be derived from the Mass Transit Account
of the Highway Trust Fund and to remain available until
expended: Provided, That funds available for the
implementation or execution of programs authorized under 49
U.S.C. 5305, 5307, 5310, 5311, 5318, 5322(d), 5329(e)(6),
5335, 5337, 5339, and 5340, as amended by Public Law 112-141,
and section 20005(b) of Public Law 112-141, shall not exceed
total obligations of $8,595,000,000 in fiscal year 2015.
transit research
For necessary expenses to carry out 49 U.S.C. 5312 and
5313, $15,000,000, to remain available until expended:
Provided, That $14,000,000 shall be for activities authorized
under 49 U.S.C. 5312 and $1,000,000 shall be for activities
authorized under 49 U.S.C. 5313.
technical assistance and training
For necessary expenses to carry out 49 U.S.C. 5314 and
5322(a), (b) and (e), $3,000,000, to remain available until
expended: Provided, That $2,000,000 shall be for activities
authorized under 49 U.S.C. 5314 and $1,000,000 shall be for
activities authorized under 49 U.S.C. 5322(a), (b) and (e).
capital investment grants
(including rescission of funds)
For necessary expenses to carry out 49 U.S.C. 5309,
$1,691,000,000, to remain available until expended: Provided,
That of the unobligated balances made available under this
heading in division L of Public Law 113-76, $65,000,000 is
hereby rescinded.
grants to the washington metropolitan area transit authority
For grants to the Washington Metropolitan Area Transit
Authority as authorized under section 601 of division B of
Public Law 110-432, $150,000,000, to remain available until
expended: Provided, That the Secretary shall approve grants
for capital and preventive maintenance expenditures for the
Washington Metropolitan Area Transit Authority only after
receiving and reviewing a request for each specific project:
Provided further, That, prior to approving such grants, the
Secretary shall determine that the Washington Metropolitan
Area Transit Authority has placed the highest priority on
those investments that will improve the safety of the system:
Provided further, That the Secretary, in order to ensure
safety throughout the rail system, may waive the requirements
of section 601(e)(1) of title VI of Public Law 110-432 (112
Stat. 4968).
administrative provisions--federal transit administration
(including rescissions)
Sec. 160. The limitations on obligations for the programs
of the Federal Transit Administration shall not apply to any
authority under 49 U.S.C. 5338, previously made available for
obligation, or to any other authority previously made
available for obligation.
Sec. 161. Notwithstanding any other provision of law,
funds appropriated or limited by this Act under the heading
``Fixed Guideway Capital Investment'' of the Federal Transit
Administration for projects specified in this Act or
identified in reports accompanying this Act not obligated by
September 30, 2019, and other recoveries, shall be directed
to projects eligible to use the funds for the purposes for
which they were originally provided.
Sec. 162. Notwithstanding any other provision of law, any
funds appropriated before October 1, 2014, under any section
of chapter 53 of title 49, United States Code, that remain
available for expenditure, may be transferred to and
administered under the most recent appropriation heading for
any such section.
Sec. 163. For purposes of applying the project
justification and local financial commitment criteria of 49
U.S.C. 5309(d) to a New Starts project, the Secretary may
consider the costs and ridership of any connected project in
an instance in which private parties are making significant
financial contributions to the construction of the connected
project; additionally, the Secretary may consider the
significant financial contributions of private parties to the
connected project in calculating the non-Federal share of net
capital project costs for the New Starts project.
Sec. 164. Notwithstanding any other provision of law, none
of the funds made available in this Act shall be used to
enter into a full funding grant agreement for a project with
a New Starts share greater than 50 percent.
Sec. 165. None of the funds in this or any other Act may
be available to advance in any way a new light or heavy rail
project towards a full funding grant agreement as defined by
49 U.S.C. 5309 for the Metropolitan Transit Authority of
Harris County, Texas if the proposed capital project is
constructed on or planned to be constructed on Richmond
Avenue west of South Shepherd Drive or on Post Oak Boulevard
north of Richmond Avenue in Houston, Texas.
Amendment Offered by Mr. Poe of Texas
Mr. POE of Texas. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 52, strike lines 13 through 21.
The CHAIR. The gentleman from Texas is recognized for 5 minutes.
Mr. POE of Texas. Mr. Chairman, today, I rise to introduce an
amendment to strike section 165 from the underlying bill. Section 165
states that no funds ``in this or any other act'' may be available for
a light or heavy rail project in Houston, Texas, if the route goes
through Richmond or down Post Oak Boulevard.
This language is contrary to the will of the voters of Harris County,
Texas, and should not be included in this Federal Government
appropriations bill. Houstonians voted in support of new transportation
options for the Houston area in a local referendum in 2003. Now some
disagree with the results of that referendum, but local voters have
made their decision, and I rise to support their right to make these
decisions in Houston, Texas, and in local elections without the
interference of Congress.
If the Federal Government has the right to overrule a local election
and referendum, then what is next?
Blocking Federal funds via obscure riders in appropriations bills in
order to try and steer routing decisions is wrong. It is inappropriate
overreach by the Federal Government. It violates the will of the voters
of Harris County, and, ultimately, it hurts the City of Houston, Texas.
For Members outside of Texas who may be unfamiliar with this debate,
the precedent that this language will set, if allowed to remain in the
bill, is far-reaching, and it will affect more than just Texas. The
passage of this language as is means that local votes just don't matter
to Congress and that local officials don't really decide transportation
matters in each State and city because these decisions can be toyed
with and overruled by Congress.
This language is also bad policy. It is a throwback to the old
Houston when our only transportation plan was to build more highways as
far as the eye could see and block attempts to do anything else.
Houston has one of the most expansive and efficient highway systems
in the world, and, with the soon-to-be-completed Grand Parkway, the
system will be even better, but we can only build so many roads. We can
only build so many concrete monstrosities like the I-10 West corridor.
Over 130,000 people moved to Harris County last year. That is as many
as in Charleston, South Carolina, and another estimated 150,000 will
move to Harris County next year. Houston will soon be the third largest
city in the country, overtaking Chicago. With this increase in
population, we need solutions for transportation, not attempts to
stonewall all options from Washington.
The debate that we are having on the floor is not about whether or
not METRO is doing a good job, nor is it even about METRO. We know that
METRO has had its fair share of problems over the years. It must get
its financial house in order, and it must become efficient. It also
must get the credibility it needs from the voters once again, but it is
not our job to debate that local issue in Congress. The voters in a
local referendum made that decision 11 years ago. It is an
inappropriate misuse of authority to divert money away from Houston
because the Federal Government disagrees with the outcome of a local
election. As the saying goes, we need to let Texans run Texas. These
decisions should be made at the local level.
Supporters of this language may try to argue that this is an attempt
at fiscal responsibility. That is nonsense. This money is already
appropriated for Houston. If Houston doesn't use it, it is not going
back into the coffers, and it is not going to pay down the national
debt. The money is going to some other city that will take the money.
The idea that we will not take available transportation money for
Houston sets a bad precedent for Houston because the next time Houston
wants some Federal money, which is taxpayer money, we
[[Page H5099]]
may not be so fortunate to get that money, because the folks up here
said: Well, we offered you money once before, and you didn't take it.
No more money for transportation.
Houston is a donor State. Of the funds we send up here, 91 percent is
all we get back. We don't get the other 9 percent.
This is about the availability of transportation money to Houston,
Texas. The underlying bill prohibits that money because of certain
factors in the Houston area that don't like the outcome of this
election and that don't like light rail. Debate that issue in the city.
Let city officials make that decision. Let METRO make that decision.
Let there be a lively debate among the citizens who are affected by
light rail, but don't let Congress come in and overrule the will of the
people of Houston, Texas, in an election that they had 11 years ago to
accept Federal funding when it is appropriate for us to take it.
And that's just the way it is.
Mr. Chairman, I submit for the Record letters from the North Montrose
Civic Association, the Greater Houston Partnership, the Upper Kirby
Management District, the Transportation Advocacy Group Houston Region,
the Women in Transportation, letters from the mayor's office, the
Washington Avenue Improvement Committee, Houston Tomorrow, and other
letters that I have received in support of my amendment.
Greater Houston Partnership,
Houston, Texas, June 6, 2014.
Subject: Federal funding is crucial for Houston
Hon. Ted Poe,
House of Representatives, Rayburn Building, Washington, DC
Dear Congressman Poe: On behalf of the 2,100 members of the
Greater Houston Partnership (GHP), we thank you for your
leadership in Congress. In particular, we thank you for your
efforts to ensure that every dollar of federal funding that
is available to the greater Houston region continues to flow
to our region.
As an economic development organization we have been
successful in attracting new businesses and development to
our region since our establishment in 1989. In 2013, we
estimate that our region brought in more than 300 projects,
totaling more than $20 billion in capital investment, more
than 20,000 new employees, and more than 30 million square
feet in development. Since 2009, the businesses that GHP
attracted to our region equates to $22.9 billion in economic
development. A significant reason for our success has been
our ability to leverage federal dollars in order to guarantee
that our infrastructure is highly functional and our business
climate is attractive. When relocating, businesses are
attracted to cities that are progressing and planning for the
future.
At GHP, we continuously analyze issues of regional
significance. Importantly, we also survey the Houston
business community as well as business leaders across the
nation and around the world to gauge perceptions about how
Houston compares to other major metropolitan areas. One
challenge for our region is the need to improve the
attractiveness and quality of life aspects of Houston.
Without improvements we will not be able to attract global
talent and address local socioeconomic gaps that can hinder
our region. Houston simply cannot afford to have limitations
on federal funding or turn away money that can be utilized to
make our region a better place to live, work and build a
business. We are setting a bad precedent.
As the largest business organization in the greater Houston
region we encourage you to continue to stand up for your
constituents. We share your commitment and dedication to the
betterment of our region, and we thank you for your
leadership on this issue. We stand ready to assist.
Regards,
Bob Harvey,
President & CEO.
____
Transportation Advocacy Group,
Houston Region, June 6, 2014.
Hon. Ted Poe,
House of Representatives, Rayburn Building
Washington, DC.
Dear Representative Poe: TAG-Houston Region advocates for
adequate and sustainable transportation infrastructure
funding for all modes of transportation. We urge you to
oppose any proposed legislation that would restrict the
ability to deploy transit in the Houston region. We are
making great strides in Houston towards meaningful transit
access for all Houstonians. We cannot afford to lose this
momentum.
Thank you for your leadership and service.
Most sincerely,
Jack Drake,
Chairman,
TAG-Houston Region.
Andrea French,
Executive Director,
TAG-Houston Region.
____
June 9, 2014.
Hon. Ted Poe,
House of Representatives, Rayburn Building, Washington, DC.
Dear Mr. Poe: WTS Houston is a premier transportation
organization of men and women dedicated to the advancement of
women in the transportation industry. Encompassing the Texas
Gulf Coast region, our membership is comprised of industry
giants that take on Road and Bridge, Rail, Aviation, Transit
and Port related transportation projects. Representing public
agencies and private firms, WTS Houston boasts over 70
members and our corporate members include industry leaders
from across the nation.
Regarding transportation legislation currently under
discussion in Congress, our organization is opposed to any
legislative restrictions on federal funding for
transportation in Houston, Texas. The Houston region is one
of the fastest growing urban areas in the country. However,
the region will not be able to maintain its economic vitality
without the ability to create and preserve the infrastructure
that supports the movement of people and goods through Texas
and the country.
Sincerely,
Meredith Alberto,
WTS Houston Immediate Past President.
____
Montrose Management District,
June 8, 2014.
Re Legislative Restrictions on Federal Funding for
Transportation projects in Houston, Texas.
Hon. Ted Poe,
Second Congressional District,
Houston, Texas.
Dear Congressman Poe: I write you on behalf of the Board of
Directors for the Montrose Management District to express our
concern over actions proposed by Congressman Culberson
related to restriction of the use of future federal funding
for mobility and rail projects in Houston.
The Board of Directors for the District have expressed
support for the development of rail along the Richmond avenue
corridor as it falls in line with the District's overall goal
of seeing economic development occur within the District. We
believe that any continued limitation on the use of federal
funding to expand the Metro Rail system along Richmond, with
its vital and necessary east/west connection from the central
part of the City to the Galleria area should be eliminated.
We need Washington's help with this significant mobility
project, not only for the benefits it will clearly derive to
those that live and work in the Montrose area, but also to
help the City of Houston attain a higher level of air quality
through the elimination of traffic congestion and pollution
that occurs through emissions from gas and diesel burning
engines.
Please know that we support any efforts you might take to
lift or defeat the further imposition of limitations on the
use of federal funding for transportation projects in
Houston, Texas. Thank you for your continued hard work and
support.
Sincerely,
Bill Calderon,
Executive Director, Montrose Management District.
____
University Place Association,
Houston, Texas, June 6, 2014.
Congressman Ted Poe,
Congressman Michael McCaul,
Congressman Al Green,
Congressman Pete Olson,
Congresswoman Sheila Jackson Lee,
Congressman Gene Green,
Congressman Randy Weber,
Congressman Kevin Brady.
Dear Congressmen and Congresswoman: On behalf of the Board
of Directors of University Place Association & Super
Neighborhood, I am writing to oppose the proposed legislation
that would restrict Metro's ability to deploy transit in the
Houston region.
On June 9th, we urge you to please remove any Federal
limits to the future of transit in the Houston region.
Imposing unnecessary, arbitrary limits on the future choices
of the people of Houston--such as those in section 165 of HR
4575--would be a huge mistake.
Sincerely,
Kathie Easterly,
Executive Director.
Mr. POE of Texas. I yield back the balance of my time.
Mr. CULBERSON. Mr. Chairman, I rise in opposition to the gentleman's
amendment.
The CHAIR. The gentleman from Texas is recognized for 5 minutes.
Mr. CULBERSON. Mr. Chairman, in years to come, when history books
look back and ask the question why America went bankrupt, they are
going to look at my colleague Ted Poe's amendment as exhibit A. It is
very unfortunate that my friend and fellow Texan (Mr. Poe), who has
until today portrayed himself as a fiscal conservative, would offer an
amendment to force the people of my district to spend money we don't
have on a project we don't want and that is unaffordable, unnecessary,
and unapproved by the voters. These are my constituents, and it has no
effect on Mr. Poe's district or on anyone else's district.
Mr. POE of Texas. Will the gentleman yield?
[[Page H5100]]
Mr. CULBERSON. No, I will not yield.
The amendment is very narrowly drawn, Mr. Chairman, so that it only
affects my district. I wrote this amendment because it says that no
money can be spent on rail in my district. In the boundaries of
District Seven, which is west of Shepherd on Richmond, and on Post Oak,
north of Richmond and south Post Oak, those lines are entirely in my
district.
The people of my district--I have polled them--oppose this line, and
80 percent of the folks who own property or who live or work on those
two streets don't want it. The voters did not approve the line on
Richmond. It was not on the ballot. The people on Post Oak do not want
it. It will destroy The Galleria.
Mr. Poe is advocating for the construction of rail on Richmond and
Post Oak, which will destroy those two streets. The Richmond line is
not approved by the voters, and the Post Oak line will destroy that
area. Houston METRO has no money to build it. They can't afford it.
There is no money in this bill or in any other bill to pay for these
lines. In fact, for the lines that have been approved by the voters,
METRO is building a rail line on the east side of town, which I
support, because the voters approved it. The local transit authority is
spending $3,000 an inch to build a rail line on the east side of
Houston.
This is a waste of money. We simply cannot afford it. That is why the
Citizens Against Government Waste opposes Mr. Poe's amendment. That is
why Americans for Tax Reform opposes Mr. Poe's amendment. That is why
the National Taxpayers Union opposes Mr. Poe's amendment. The Club for
Growth opposes Mr. Poe's amendment because it is amendments like this--
those attempting to force us to spend money we don't have on projects
we don't want--that are completely unnecessary, of which the voters did
not approve and that are going to bankrupt this Nation. Imagine if you
did not want to build a pool in your backyard but that your next-door
neighbor had the deed restrictions changed to force you to build a pool
in your backyard. That is exactly what this amendment is.
This amendment affects only my district. I am doing my job as their
Representative to protect my constituents' quality of life and to
protect their pocketbooks against a rail line that we cannot afford and
that nobody wants and that voters did not approve. That is why I am
proud to have the help and support of Chairman Latham and of the
ranking member, Mr. Pastor. Americans for Tax Reform, the National
Taxpayers Union, Club for Growth, and Citizens Against Government Waste
are all in opposition to this amendment as are the people whom I
represent.
I am very disappointed and disheartened that my friend Mr. Poe would
stand up and offer this amendment and call the Katy Freeway a concrete
monstrosity. The Katy Freeway is my pride and joy. The first thing I
did when I got elected to Congress was to get the Katy Freeway built
without a single earmark and without any new Federal money. We got it
built in 5 years and 3 months, and it went from eight lanes to 22
lanes. The economic growth on the west side has ballooned because of
the Katy Freeway, and that freeway is moving more cars in less time and
at more savings to taxpayers than is any other transportation project
in the history of Houston.
I am proud of the Katy Freeway. I am immensely proud to represent my
district. This amendment and the language in the bill affect only my
district and are in complete conformity with the voters' decision in
2003. I urge my colleagues to join me in opposing Mr. Poe's amendment
and vote ``no.''
I want to thank the chairman and the ranking member for joining me in
the opposition of this amendment.
I yield back the balance of my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Texas (Mr. Poe).
The question was taken; and the Chair announced that the noes
appeared to have it.
Mr. POE of Texas. Mr. Chairman, I demand a recorded vote.
The CHAIR. Pursuant to clause 6 of rule XVIII, further proceedings on
the amendment offered by the gentleman from Texas will be postponed.
The CHAIR. The Clerk will read.
The Clerk read as follows:
Sec. 166. Unobligated and recovered fiscal year 2010
through 2012 funds that were made available to carry out 49
U.S.C. 5339 shall be available to carry out 49 U.S.C. 5309,
as amended by Public Law 112-141, subject to the terms and
conditions required under such section.
Saint Lawrence Seaway Development Corporation
The Saint Lawrence Seaway Development Corporation is hereby
authorized to make such expenditures, within the limits of
funds and borrowing authority available to the Corporation,
and in accord with law, and to make such contracts and
commitments without regard to fiscal year limitations as
provided by section 104 of the Government Corporation Control
Act, as amended, as may be necessary in carrying out the
programs set forth in the Corporation's budget for the
current fiscal year.
operations and maintenance
(harbor maintenance trust fund)
For necessary expenses to conduct the operations,
maintenance, and capital asset renewal activities of those
portions of the St. Lawrence Seaway owned, operated, and
maintained by the Saint Lawrence Seaway Development
Corporation, $32,500,000, to be derived from the Harbor
Maintenance Trust Fund, pursuant to Public Law 99-662.
Maritime Administration
maritime security program
For necessary expenses to maintain and preserve a U.S.-flag
merchant fleet to serve the national security needs of the
United States, $166,000,000, to remain available until
expended.
operations and training
For necessary expenses of operations and training
activities authorized by law, $132,000,000, of which
$11,300,000 shall remain available until expended for
maintenance and repair of training ships at State Maritime
Academies, and of which $2,400,000 shall remain available
through September 30, 2016, for the Student Incentive Program
at State Maritime Academies, and of which $1,500,000 shall
remain available until expended for facilities maintenance
and repair, equipment, and capital improvements at the United
State Merchant Marine Academy: Provided, That amounts
apportioned for the United States Merchant Marine Academy
shall be available only upon allotments made personally by
the Secretary of Transportation or the Assistant Secretary
for Budget and Programs: Provided further, That the
Superintendent, Deputy Superintendent and the Director of the
Office of Resource Management of the United State Merchant
Marine Academy may not be allotment holders for the United
States Merchant Marine Academy, and the Administrator of the
Maritime Administration shall hold all allotments made by the
Secretary of Transportation or the Assistant Secretary for
Budget and Programs under the previous proviso: Provided
further, That 50 percent of the funding made available for
the United States Merchant Marine Academy under this heading
shall be available only after the Secretary, in consultation
with the Superintendent and the Maritime Administrator,
completes a plan detailing by program or activity how such
funding will be expended at the Academy, and this plan is
submitted to the House and Senate Committees on
Appropriations.
ship disposal
For necessary expenses related to the disposal of obsolete
vessels in the National Defense Reserve Fleet of the Maritime
Administration, $4,000,000, to remain available until
expended.
maritime guaranteed loan (title xi) program account
(including transfer and rescission of funds)
For necessary administrative expenses of the maritime
guaranteed loan program, $3,100,000 shall be paid to the
appropriations for ``Maritime Administration-Operations and
Training'': Provided, That of the funds made available under
this heading in division L of Public Law 113-76, $29,000,000
is rescinded.
administrative provisions--maritime administration
Sec. 170. Notwithstanding any other provision of this Act,
the Maritime Administration is authorized to furnish
utilities and services and make necessary repairs in
connection with any lease, contract, or occupancy involving
Government property under control of the Maritime
Administration, and payments received therefor shall be
credited to the appropriation charged with the cost thereof:
Provided, That rental payments under any such lease,
contract, or occupancy for items other than such utilities,
services, or repairs shall be covered into the Treasury as
miscellaneous receipts.
Sec. 171. None of the funds available or appropriated in
this Act shall be used by the United States Department of
Transportation or the United States Maritime Administration
to negotiate or otherwise execute, enter into, facilitate or
perform fee-for-service contracts for vessel disposal,
scrapping or recycling, unless there is no qualified domestic
ship recycler that will pay any sum of money to purchase and
scrap or recycle a vessel owned, operated or managed by the
Maritime Administration or that is part of the National
Defense Reserve Fleet. Such sales offers must be consistent
with the solicitation
[[Page H5101]]
and provide that the work will be performed in a timely
manner at a facility qualified within the meaning of section
3502 of Public Law 106-398. Nothing contained herein shall
affect the Maritime Administration's authority to award
contracts at least cost to the Federal Government and
consistent with the requirements of 16 U.S.C. 5405(c),
section 3502, or otherwise authorized under the Federal
Acquisition Regulation.
Pipeline and Hazardous Materials Safety Administration
operational expenses
(including transfer of funds)
For necessary operational expenses of the Pipeline and
Hazardous Materials Safety Administration, $21,654,000:
Provided, That $1,500,000 shall be transferred to ``Pipeline
Safety'' in order to fund ``Pipeline Safety Information
Grants to Communities'' as authorized under section 60130 of
title 49, United States Code.
hazardous materials safety
For expenses necessary to discharge the hazardous materials
safety functions of the Pipeline and Hazardous Materials
Safety Administration, $52,000,000, of which $7,000,000 shall
remain available until September 30, 2017: Provided, That up
to $800,000 in fees collected under 49 U.S.C. 5108(g) shall
be deposited in the general fund of the Treasury as
offsetting receipts: Provided further, That there may be
credited to this appropriation, to be available until
expended, funds received from States, counties,
municipalities, other public authorities, and private sources
for expenses incurred for training, for reports publication
and dissemination, and for travel expenses incurred in
performance of hazardous materials exemptions and approvals
functions.
pipeline safety
(pipeline safety fund)
(oil spill liability trust fund)
(pipeline safety design review fund)
For expenses necessary to conduct the functions of the
pipeline safety program, for grants-in-aid to carry out a
pipeline safety program, as authorized by 49 U.S.C. 60107,
and to discharge the pipeline program responsibilities of the
Oil Pollution Act of 1990, $131,500,000, of which $19,500,000
shall be derived from the Oil Spill Liability Trust Fund and
shall remain available until September 30, 2017; and of which
$110,000,000 shall be derived from the Pipeline Safety Fund,
of which $54,436,000 shall remain available until September
30, 2017; and of which $2,000,000, to remain available until
expended, shall be derived from the Pipeline Safety Design
Review Fund, as authorized in 49 U.S.C. 60117(n): Provided,
That not less than $1,058,000 of the funds provided under
this heading shall be for the One-Call state grant program.
emergency preparedness grants
(emergency preparedness fund)
For necessary expenses to carry out 49 U.S.C. 5128(b),
$188,000, to be derived from the Emergency Preparedness Fund,
to remain available until September 30, 2016: Provided, That
not more than $28,318,000 shall be made available for
obligation in fiscal year 2015 from amounts made available by
49 U.S.C. 5116(i) and 5128(b)-(c): Provided further, That
none of the funds made available by 49 U.S.C. 5116(i),
5128(b), or 5128(c) shall be made available for obligation by
individuals other than the Secretary of Transportation, or
his or her designee.
Office of Inspector General
salaries and expenses
For necessary expenses of the Office of the Inspector
General to carry out the provisions of the Inspector General
Act of 1978, as amended, $86,223,000: Provided, That the
Inspector General shall have all necessary authority, in
carrying out the duties specified in the Inspector General
Act, as amended (5 U.S.C. App. 3), to investigate allegations
of fraud, including false statements to the government (18
U.S.C. 1001), by any person or entity that is subject to
regulation by the Department: Provided further, That the
funds made available under this heading may be used to
investigate, pursuant to section 41712 of title 49, United
States Code: (1) unfair or deceptive practices and unfair
methods of competition by domestic and foreign air carriers
and ticket agents; and (2) the compliance of domestic and
foreign air carriers with respect to item (1) of this
proviso: Provided further, That: (1) the Inspector General
shall have the authority to audit and investigate the
Metropolitan Washington Airports Authority (MWAA); (2) in
carrying out these audits and investigations the Inspector
General shall have all the authorities described under
section 6 of the Inspector General Act (5 U.S.C. App.); (3)
MWAA Board Members, employees, contractors, and
subcontractors shall cooperate and comply with requests from
the Inspector General, including providing testimony and
other information; (4) The Inspector General shall be
permitted to observe closed executive sessions of the MWAA
Board of Directors; (5) MWAA shall pay the expenses of the
Inspector General, including staff salaries and benefits and
associated operating costs, which shall be credited to this
appropriation and remain available until expended; and (6) if
MWAA fails to make funds available to the Inspector General
within 30 days after a request for such funds is received,
then the Inspector General shall notify the Secretary of
Transportation, who shall not approve a grant for MWAA under
section 47107(b) of title 49, United States Code, until such
funding is made available for the Inspector General: Provided
further, That hereafter funds transferred to the Office of
the Inspector General through forfeiture proceedings or from
the Department of Justice Assets Forfeiture Fund or the
Department of the Treasury Forfeiture Fund, as a
participating agency, as an equitable share from the
forfeiture of property in investigations in which the Office
of Inspector General participates, or through the granting of
a Petition for Remission or Mitigation, shall be deposited to
the credit of this account for law enforcement activities
authorized under the Inspector General Act of 1978, as
amended, to remain available until expended.
Surface Transportation Board
salaries and expenses
For necessary expenses of the Surface Transportation Board,
including services authorized by 5 U.S.C. 3109, $31,250,000:
Provided, That notwithstanding any other provision of law,
not to exceed $1,250,000 from fees established by the
Chairman of the Surface Transportation Board shall be
credited to this appropriation as offsetting collections and
used for necessary and authorized expenses under this
heading: Provided further, That the sum herein appropriated
from the general fund shall be reduced on a dollar-for-dollar
basis as such offsetting collections are received during
fiscal year 2015, to result in a final appropriation from the
general fund estimated at no more than $30,000,000.
General Provisions--Department of Transportation
Sec. 180. During the current fiscal year, applicable
appropriations to the Department of Transportation shall be
available for maintenance and operation of aircraft; hire of
passenger motor vehicles and aircraft; purchase of liability
insurance for motor vehicles operating in foreign countries
on official department business; and uniforms or allowances
therefor, as authorized by law (5 U.S.C. 5901-5902).
Sec. 181. Appropriations contained in this Act for the
Department of Transportation shall be available for services
as authorized by 5 U.S.C. 3109, but at rates for individuals
not to exceed the per diem rate equivalent to the rate for an
Executive Level IV.
Sec. 182. None of the funds in this Act shall be available
for salaries and expenses of more than 110 political and
Presidential appointees in the Department of Transportation:
Provided, That none of the personnel covered by this
provision may be assigned on temporary detail outside the
Department of Transportation.
Sec. 183. (a) No recipient of funds made available in this
Act shall disseminate personal information (as defined in 18
U.S.C. 2725(3)) obtained by a State department of motor
vehicles in connection with a motor vehicle record as defined
in 18 U.S.C. 2725(1), except as provided in 18 U.S.C. 2721
for a use permitted under 18 U.S.C. 2721.
(b) Notwithstanding subsection (a), the Secretary shall not
withhold funds provided in this Act for any grantee if a
State is in noncompliance with this provision.
Sec. 184. Funds received by the Federal Highway
Administration, Federal Transit Administration, and Federal
Railroad Administration from States, counties,
municipalities, other public authorities, and private sources
for expenses incurred for training may be credited
respectively to the Federal Highway Administration's
``Federal-Aid Highways'' account, the Federal Transit
Administration's ``Technical Assistance and Training''
account, and to the Federal Railroad Administration's
``Safety and Operations'' account, except for State rail
safety inspectors participating in training pursuant to 49
U.S.C. 20105.
Sec. 185. None of the funds in this Act to the Department
of Transportation may be used to make a loan, loan guarantee,
line of credit, or grant unless the Secretary of
Transportation notifies the House and Senate Committees on
Appropriations not less than 3 full business days before any
project competitively selected to receive a discretionary
grant award, any discretionary grant award, letter of intent,
loan commitment, loan guarantee commitment, line of credit
commitment, or full funding grant agreement is announced by
the department or its modal administrations from:
(1) any discretionary grant or federal credit program of
the Federal Highway Administration including the emergency
relief program;
(2) the airport improvement program of the Federal Aviation
Administration;
(3) any program of the Federal Railroad Administration;
(4) any program of the Federal Transit Administration other
than the formula grants and fixed guideway modernization
programs;
(5) any program of the Maritime Administration; or
(6) any funding provided under the headings ``National
Infrastructure Investments'' in this Act: Provided, That the
Secretary gives concurrent notification to the House and
Senate Committees on Appropriations for any ``quick release''
of funds from the emergency relief program: Provided further,
That no notification shall involve funds that are not
available for obligation.
Sec. 186. Rebates, refunds, incentive payments, minor fees
and other funds received by the Department of Transportation
from travel management centers, charge card programs, the
subleasing of building space, and miscellaneous sources are
to be credited to
[[Page H5102]]
appropriations of the Department of Transportation and
allocated to elements of the Department of Transportation
using fair and equitable criteria and such funds shall be
available until expended.
Sec. 187. Amounts made available in this or any other Act
that the Secretary determines represent improper payments by
the Department of Transportation to a third-party contractor
under a financial assistance award, which are recovered
pursuant to law, shall be available--
(1) to reimburse the actual expenses incurred by the
Department of Transportation in recovering improper payments;
and
(2) to pay contractors for services provided in recovering
improper payments or contractor support in the implementation
of the Improper Payments Information Act of 2002: Provided,
That amounts in excess of that required for paragraphs (1)
and (2)--
(A) shall be credited to and merged with the appropriation
from which the improper payments were made, and shall be
available for the purposes and period for which such
appropriations are available: Provided further, That where
specific project or accounting information associated with
the improper payment or payments is not readily available,
the Secretary may credit an appropriate account, which shall
be available for the purposes and period associated with the
account so credited; or
(B) if no such appropriation remains available, shall be
deposited in the Treasury as miscellaneous receipts: Provided
further, That prior to the transfer of any such recovery to
an appropriations account, the Secretary shall notify the
House and Senate Committees on Appropriations of the amount
and reasons for such transfer: Provided further, That for
purposes of this section, the term ``improper payments'' has
the same meaning as that provided in section 2(d)(2) of
Public Law 107-300.
Sec. 188. Notwithstanding any other provision of law, if
any funds provided in or limited by this Act are subject to a
reprogramming action that requires notice to be provided to
the House and Senate Committees on Appropriations,
transmission of said reprogramming notice shall be provided
solely to the Committees on Appropriations, and said
reprogramming action shall be approved or denied solely by
the Committees on Appropriations: Provided, That the
Secretary may provide notice to other congressional
committees of the action of the Committees on Appropriations
on such reprogramming but not sooner than 30 days following
the date on which the reprogramming action has been approved
or denied by the House and Senate Committees on
Appropriations.
Sec. 189. None of the funds appropriated or otherwise made
available under this Act may be used by the Surface
Transportation Board of the Department of Transportation to
charge or collect any filing fee for rate or practice
complaints filed with the Board in an amount in excess of the
amount authorized for district court civil suit filing fees
under section 1914 of title 28, United States Code.
Sec. 190. Funds appropriated in this Act to the modal
administrations may be obligated for the Office of the
Secretary for the costs related to assessments or
reimbursable agreements only when such amounts are for the
costs of goods and services that are purchased to provide a
direct benefit to the applicable modal administration or
administrations.
Sec. 191. The Secretary of Transportation is authorized to
carry out a program that establishes uniform standards for
developing and supporting agency transit pass and transit
benefits authorized under section 7905 of title 5, United
States Code, including distribution of transit benefits by
various paper and electronic media.
Sec. 192. None of the funds made available by this Act
shall be used by the Surface Transportation Board to take any
actions with respect to the construction of a high speed rail
project in California unless the Board has jurisdiction over
the entire project and the permit is or was issued by the
Board with respect to the project in its entirety.
Sec. 193. None of the funds limited or otherwise made
available by this Act to carry out chapter 6 of title 23,
United States Code, may be used to subsidize a credit
instrument authorized under such chapter that would cause the
credit subsidy obligated in fiscal year 2015 to fund projects
located in a single State to exceed 33 percent of the total
credit subsidy made available by this Act on October 1, 2014
to carry out such chapter.
Sec. 194. None of the funds limited or otherwise made
available by this Act may be used to deny an application to
renew a Hazardous Materials Safety Program permit for a motor
carrier based on that carrier's Hazardous Materials Out-of-
Service rate, unless the carrier has the opportunity to
submit a written description of corrective actions taken, and
other documentation the carrier wishes the Secretary to
consider, including submitting a corrective action plan, and
the Secretary determines the actions or plan is insufficient
to address the safety concerns that resulted in that
Hazardous Materials Out-of-Service rate.
Sec. 195. Any unexpended amounts available for obligation
under the heading ``Federal Railroad Administration--Safety
and Operations'' under the Consolidated Appropriations Act,
2005 (Public Law 108-447) shall be made available for rail
safety oversight activities for the transport of energy
products: Provided, That $10,000,000 of unexpended amounts
available for obligation under the heading ``Federal Railroad
Administration--Capital Assistance to States--Intercity
Passenger Rail Service'' for fiscal years 2008 and 2009 shall
be made available for grade crossing safety improvements on
rail routes that transport energy products.
This title may be cited as the ``Department of
Transportation Appropriations Act, 2015''.
TITLE II
DEPARTMENT OF HOUSING AND URBAN DEVELOPMENT
Management and Administration
executive offices
For necessary salaries and expenses for Executive Offices,
which shall be comprised of the offices of the Secretary,
Deputy Secretary, Adjudicatory Services, Congressional and
Intergovernmental Relations, Public Affairs, Small and
Disadvantaged Business Utilization, and the Center for Faith-
Based and Neighborhood Partnerships, $14,000,000: Provided,
That not to exceed $25,000 of the amount made available under
this heading shall be available to the Secretary for official
reception and representation expenses as the Secretary may
determine.
administrative support offices
For necessary salaries and expenses for Administrative
Support Offices of the Department of Housing and Urban
Development, $500,000,000, of which not to exceed $45,000,000
shall be available for the Office of the Chief Financial
Officer; not to exceed $93,000,000 shall be available for the
Office of the General Counsel; not to exceed $194,000,000
shall be available for the Office of Administration; not to
exceed $52,000,000 shall be available for the Office of the
Chief Human Capital Officer; not to exceed $49,000,000 shall
be available for the Office of Field Policy and Management;
not to exceed $16,000,000 shall be available for the Office
of the Chief Procurement Officer; not to exceed $2,500,000
shall be available for the Office of Departmental Equal
Employment Opportunity; not to exceed $3,500,000 shall be
available for the Office of Strategic Planning and
Management; and not to exceed $45,000,000 shall be available
for the Office of the Chief Information Officer: Provided,
That funds provided under this heading may be used for
necessary administrative and non-administrative expenses of
the Department of Housing and Urban Development, not
otherwise provided for, including purchase of uniforms, or
allowances therefore, as authorized by U.S.C. 5901-5902; hire
of passenger motor vehicles; and services as authorized by 5
U.S.C. 3109: Provided further, That notwithstanding any other
provision of law, funds appropriated under this heading may
be used for advertising and promotional activities that
support the housing mission area: Provided further, That the
Secretary shall provide the Committees on Appropriations
quarterly written notification regarding the status of
pending congressional reports: Provided further, That the
Secretary shall provide all signed reports required by
Congress electronically.
Program Office Salaries and Expenses
public and indian housing
For necessary salaries and expenses of the Office of Public
and Indian Housing, $200,000,000.
community planning and development
For necessary salaries and expenses of the Office of
Community Planning and Development, $100,000,000.
housing
For necessary salaries and expenses of the Office of
Housing, $370,000,000, of which at least $9,000,000 shall be
for the Office of Risk and Regulatory Affairs.
policy development and research
For necessary salaries and expenses of the Office of Policy
Development and Research, $20,000,000.
fair housing and equal opportunity
For necessary salaries and expenses of the Office of Fair
Housing and Equal Opportunity, $68,000,000.
office of lead hazard control and healthy homes
For necessary salaries and expenses of the Office of Lead
Hazard Control and Healthy Homes, $7,000,000.
Public and Indian Housing
tenant-based rental assistance
For activities and assistance for the provision of tenant-
based rental assistance authorized under the United States
Housing Act of 1937, as amended (42 U.S.C. 1437 et seq.)
(``the Act'' herein), not otherwise provided for,
$15,356,529,000, to remain available until September 30,
2017, shall be available on October 1, 2014 (in addition to
the $4,000,000,000 previously appropriated under this heading
that became available on October 1, 2014), and
$4,000,000,000, to remain available until September 30, 2018,
shall be available on October 1, 2015: Provided, That the
amounts made available under this heading are provided as
follows:
(1) $17,693,079,000 shall be available for renewals of
expiring section 8 tenant-based annual contributions
contracts (including renewals of enhanced vouchers under any
provision of law authorizing such assistance under section
8(t) of the Act) and including renewal of other special
purpose incremental vouchers: Provided, That notwithstanding
any other provision of law, from amounts provided under this
paragraph and any carryover, the Secretary for the calendar
year
[[Page H5103]]
2015 funding cycle shall provide renewal funding for each
public housing agency based on validated voucher management
system (VMS) leasing and cost data for the prior calendar
year and by applying an inflation factor as established by
the Secretary, by notice published in the Federal Register,
and by making any necessary adjustments for the costs
associated with the first-time renewal of vouchers under this
paragraph including tenant protection, HOPE VI, and Choice
Neighborhoods vouchers: Provided further, That in determining
calendar year 2015 funding allocations under this heading for
public housing agencies, including agencies participating in
the Moving To Work (MTW) demonstration, the Secretary may
take into account the anticipated impact of changes in
targeting and utility allowances, on public housing agencies'
contract renewal needs: Provided further, That none of the
funds provided under this paragraph may be used to fund a
total number of unit months under lease which exceeds a
public housing agency's authorized level of units under
contract, except for public housing agencies participating in
the Moving to Work (MTW) demonstration, which are instead
governed by the terms and conditions of their MTW agreements:
Provided further, That the Secretary shall, to the extent
necessary to stay within the amount specified under this
paragraph (except as otherwise modified under this
paragraph), pro rate each public housing agency's allocation
otherwise established pursuant to this paragraph: Provided
further, That except as provided in the following provisos,
the entire amount specified under this paragraph (except as
otherwise modified under this paragraph) shall be obligated
to the public housing agencies based on the allocation and
pro rata method described above, and the Secretary shall
notify public housing agencies of their annual budget by the
latter of 60 days after enactment of this Act or March 1,
2015: Provided further, That the Secretary may extend the
notification period with the prior written approval of the
House and Senate Committees on Appropriations: Provided
further, That public housing agencies participating in the
MTW demonstration shall be funded pursuant to their MTW
agreements and shall be subject to the same pro rata
adjustments under the previous provisos: Provided further,
That the Secretary may offset public housing agencies'
calendar year 2015 allocations based on the excess amounts of
public housing agencies' net restricted assets accounts,
including HUD held programmatic reserves (in accordance with
VMS data in calendar year 2014 that is verifiable and
complete), as determined by the Secretary: Provided further,
That public housing agencies participating in the MTW
demonstration shall also be subject to the offset, as
determined by the Secretary, excluding amounts subject to the
single fund budget authority provisions of their MTW
agreements, from the agencies' calendar year 2015 MTW funding
allocation: Provided further, That the Secretary shall use
any offset referred to in the previous two provisos
throughout the calendar year to prevent the termination of
rental assistance for families as the result of insufficient
funding, as determined by the Secretary, and to avoid or
reduce the proration of renewal funding allocations: Provided
further, That up to $75,000,000 shall be available only: (1)
for adjustments in the allocations for public housing
agencies, after application for an adjustment by a public
housing agency that experienced a significant increase, as
determined by the Secretary, in renewal costs of vouchers
resulting from unforeseen circumstances or from portability
under section 8(r) of the Act; (2) for vouchers that were not
in use during the 12-month period in order to be available to
meet a commitment pursuant to section 8(o)(13) of the Act;
(3) for adjustments for costs associated with HUD-Veterans
Affairs Supportive Housing (HUD-VASH) vouchers; (4) for
public housing agencies that despite taking reasonable cost
savings measures, as determined by the Secretary, would
otherwise be required to terminate rental assistance for
families as a result of insufficient funding: Provided
further, That the Secretary shall allocate amounts under the
previous proviso based on need, as determined by the
Secretary; and (5) for adjustments in the allocations for
public housing agencies that experienced a significant
increase, as determined by the Secretary, in renewal costs as
a result of participation in the Small Area Fair Market Rent
demonstration;
(2) $130,000,000 shall be for section 8 rental assistance
for relocation and replacement of housing units that are
demolished or disposed of pursuant to section 18 of the Act,
conversion of section 23 projects to assistance under section
8, the family unification program under section 8(x) of the
Act, relocation of witnesses in connection with efforts to
combat crime in public and assisted housing pursuant to a
request from a law enforcement or prosecution agency,
enhanced vouchers under any provision of law authorizing such
assistance under section 8(t) of the Act, HOPE VI and Choice
Neighborhood vouchers, mandatory and voluntary conversions,
and tenant protection assistance including replacement and
relocation assistance or for project-based assistance to
prevent the displacement of unassisted elderly tenants
currently residing in section 202 properties financed between
1959 and 1974 that are refinanced pursuant to Public Law 106-
569, as amended, or under the authority as provided under
this Act: Provided, That when a public housing development is
submitted for demolition or disposition under section 18 of
the Act, the Secretary may provide section 8 rental
assistance when the units pose an imminent health and safety
risk to residents: Provided further, That the Secretary may
only provide replacement vouchers for units that were
occupied within the previous 24 months that cease to be
available as assisted housing, subject only to the
availability of funds: Provided further, That of the amounts
made available under this paragraph, $5,000,000 may be
available to provide tenant protection assistance, not
otherwise provided under this paragraph, to residents
residing in low vacancy areas and who may have to pay rents
greater than 30 percent of household income, as the result of
(1) the maturity of a HUD-insured, HUD-held or section 202
loan that requires the permission of the Secretary prior to
loan prepayment; (2) the expiration of a rental assistance
contract for which the tenants are not eligible for enhanced
voucher or tenant protection assistance under existing law;
or (3) the expiration of affordability restrictions
accompanying a mortgage or preservation program administered
by the Secretary: Provided further, That such tenant
protection assistance made available under the previous
proviso may be provided under the authority of section 8(t)
or section 8(o)(13) of the United States Housing Act of 1937
(42 U.S.C. 1437f(t)): Provided further, That the Secretary
shall issue guidance to implement the previous provisos,
including, but not limited to, requirements for defining
eligible at-risk households within 120 days of the enactment
of this Act: Provided further, That any tenant protection
voucher made available from amounts under this paragraph
shall not be reissued by any public housing agency, except
the replacement vouchers as defined by the Secretary by
notice, when the initial family that received any such
voucher no longer receives such voucher, and the authority
for any public housing agency to issue any such voucher shall
cease to exist: Provided further, That the Secretary, for the
purpose under this paragraph, may use unobligated balances,
including recaptures and carryovers, remaining from amounts
appropriated in prior fiscal years under this heading for
voucher assistance for nonelderly disabled families and for
disaster assistance made available under Public Law 110-329;
(3) $1,350,000,000 shall be for administrative and other
expenses of public housing agencies in administering the
section 8 tenant-based rental assistance program, of which up
to $10,000,000 shall be available to the Secretary to
allocate to public housing agencies that need additional
funds to administer their section 8 programs, including fees
associated with section 8 tenant protection rental
assistance, the administration of disaster related vouchers,
Veterans Affairs Supportive Housing vouchers, and other
special purpose incremental vouchers: Provided, That no less
than $1,335,000,000 of the amount provided in this paragraph
shall be allocated to public housing agencies for the
calendar year 2015 funding cycle based on section 8(q) of the
Act (and related Appropriation Act provisions) as in effect
immediately before the enactment of the Quality Housing and
Work Responsibility Act of 1998 (Public Law 105-276):
Provided further, That if the amounts made available under
this paragraph are insufficient to pay the amounts determined
under the previous proviso, the Secretary may decrease the
amounts allocated to agencies by a uniform percentage
applicable to all agencies receiving funding under this
paragraph or may, to the extent necessary to provide full
payment of amounts determined under the previous proviso,
utilize unobligated balances, including recaptures and
carryovers, remaining from funds appropriated to the
Department of Housing and Urban Development under this
heading from prior fiscal years, notwithstanding the purposes
for which such amounts were appropriated: Provided further,
That all public housing agencies participating in the MTW
demonstration shall be funded pursuant to their MTW
agreements, and shall be subject to the same uniform
percentage decrease as under the previous proviso: Provided
further, That amounts provided under this paragraph shall be
only for activities related to the provision of tenant-based
rental assistance authorized under section 8, including
related development activities;
(4) $108,450,000 for the renewal of tenant-based assistance
contracts under section 811 of the Cranston-Gonzalez National
Affordable Housing Act (42 U.S.C. 8013), including necessary
administrative expenses: Provided, That administrative and
other expenses of public housing agencies in administering
the special purpose vouchers in this paragraph shall be
funded under the same terms and be subject to the same pro
rata reduction as the percent decrease for administrative and
other expenses to public housing agencies under paragraph (3)
of this heading;
(5) $75,000,000 for incremental rental voucher assistance
for use through a supported housing program administered in
conjunction with the Department of Veterans Affairs as
authorized under section 8(o)(19) of the United States
Housing Act of 1937: Provided, That the Secretary of Housing
and Urban Development shall make such funding available,
notwithstanding section 204 (competition provision) of this
title, to public housing agencies that partner with eligible
VA Medical Centers or other entities as designated by the
Secretary of the Department of Veterans Affairs, based on
geographical need for such assistance as identified by the
[[Page H5104]]
Secretary of the Department of Veterans Affairs, public
housing agency administrative performance, and other factors
as specified by the Secretary of Housing and Urban
Development in consultation with the Secretary of the
Department of Veterans Affairs: Provided further, That the
Secretary of Housing and Urban Development may waive, or
specify alternative requirements for (in consultation with
the Secretary of the Department of Veterans Affairs), any
provision of any statute or regulation that the Secretary of
Housing and Urban Development administers in connection with
the use of funds made available under this paragraph (except
for requirements related to fair housing, nondiscrimination,
labor standards, and the environment), upon a finding by the
Secretary that any such waivers or alternative requirements
are necessary for the effective delivery and administration
of such voucher assistance: Provided further, That assistance
made available under this paragraph shall continue to remain
available for homeless veterans upon turn-over; and
(6) The Secretary shall separately track all special
purpose vouchers funded under this heading.
{time} 1530
Amendment Offered by Mr. Chabot
Mr. CHABOT. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 73, line 7, after the dollar amount, insert ``(reduced
by $1,535, 652,900)''.
Page 73, line 11, after the dollar amount, insert
``(reduced by $400,000,000)''.
Page 73, line 15, after the dollar amount, insert
``(reduced by $1,769,307,900)''.
Page 76, line 16, after the dollar amount, insert
``(reduced by $7,500,000)''.
Page 77, line 16, after the dollar amount, insert
``(reduced by $13,000,000)''.
Page 78, line 22, after the dollar amount, insert
``(reduced by $500,000)''.
Page 80, line 10, after the dollar amount, insert
``(reduced by $135,000,000)''.
Page 80, line 13, after the dollar amount, insert
``(reduced by $1,000,000)''.
Page 80, line 21, after the dollar amount, insert
``(reduced by $133,500,000)''.
Page 82, line 1, after the dollar amount, insert ``(reduced
by $10,845,000)''.
Page 82, line 13, after the dollar amount, insert
``(reduced by $7,500,000)''.
Page 101, line 15, after the dollar amount, insert
``(reduced by $934,600,000)''.
Page 101, line 19, after the dollar amount, insert
``(reduced by $40,000,000)''.
Page 102, line 12, after the dollar amount, insert
``(reduced by $21,000,000)''.
Page 156, line 16, after the dollar amount, insert
``(increased by $2,910,252,900)''.
Mr. CHABOT (during the reading). Mr. Chairman, I ask unanimous
consent that the amendment be considered as read.
The CHAIR. Is there objection to the request of the gentleman from
Ohio?
There was no objection.
The CHAIR. The gentleman from Ohio is recognized for 5 minutes.
Mr. CHABOT. Mr. Chairman, my amendment would reduce section 8
spending across the board by 10 percent, $3 billion, and place the
savings in the spending reduction account.
The section 8 voucher program, which was intended to provide
temporary assistance for struggling Americans, has become,
unfortunately, a way of life for far too many in this country. Many of
our communities, like my community, Cincinnati, are struggling to deal
with the program's unintended consequences in many instances in many
neighborhoods.
As a result, the program is in need of serious reform. For example,
to help reduce dependency on the program, we should establish time
limits for beneficiaries, except for the elderly or disabled. The
payments should not go on basically forever, as they do under current
law.
To make certain that section 8 landlords are accountable to local
communities, landlords should be required to comply with local laws and
ordinances, and not be allowed to hide behind the HUD regulations when
faced with complaints about their properties.
To make the program safer for both its recipients and the neighbors
of those recipients, we need to ensure that convicted felons and sex
offenders are barred from participation in the section 8 program.
If you are able to work, then you should have to work in order to be
eligible for section 8 benefits. Until reforms like these have been
implemented, spending more tax dollars on the Section 8 voucher program
is akin to throwing good money after bad.
Faced with a national debt that exceeds $17 trillion and, in fact, is
around $17.5 trillion now, continuing this funding is something we
simply cannot afford.
Mr. Chairman, as we look for areas to reduce Federal spending, a
broken program like section 8 that rewards government dependency with
our tax dollars is a good place to start.
Those other things that I mentioned are things that we have offered
in the past and intend to offer in legislation in the future. But
relative to this particular amendment, this would just cut the funding
by $3 billion, which is approximately 10 percent of the section 8
program.
Mr. Chairman, I yield back the balance of my time.
Mr. LATHAM. Mr. Chairman, I rise in opposition to the amendment.
The CHAIR. The gentleman from Iowa is recognized for 5 minutes.
Mr. LATHAM. Mr. Chairman, I think we all know in section 8 there are
reforms that are needed. This amendment does nothing to those reforms,
and it should be to the authorizing Financial Services Committee to
initiate the reform so that, in fact, we can change it, make it work
better, and do the right thing for the people in the system. But this
is just not the way to approach it.
We have worked in this bill to cut all unnecessary spending in HUD's
programs. We provided funds to continue assistance to the 2.2 million
families while cutting administrative fees by $150 million to $1.35
billion.
It also would cut the housing assistance for homeless veterans
program, which we need to give those veterans the kind of services that
they desperately need.
I agree with the gentleman from Ohio that reforms need to be done to
the program. This is not the place to do those reforms, nor is he even
proposing any reforms to the program, rather than just slashing
important programs for people. And I don't want to be the one to have
to pick and choose who is going to lose their house, their place to
live under this amendment.
So for those reasons, Mr. Chairman, I would oppose the amendment.
I yield back the balance of my time.
Mr. PASTOR of Arizona. Mr. Chairman, I move to strike the last word.
The CHAIR. The gentleman is recognized for 5 minutes.
Mr. PASTOR of Arizona. Mr. Chairman, I also rise in opposition to
this amendment.
As you know, Mr. Chairman, recently they have announced that we are
slowly still recovering from the Great Recession, and we still have a
large number of people who are underemployed or unemployed.
The reality is that the reform that my friend from Ohio would like to
bring in section 8 housing will not occur by these cuts, as pointed out
by the chairman.
We believe that what this amendment would do is it would evict over
150,000 people from their homes. It would have an effect on the
homeless veterans and reduce their assistance.
The reality is today that over half of the residents who live in
section 8 are families with children, and so the consequences of this
amendment are too dire, and we can't support it, so I rise in
opposition to the amendment.
Mr. Chairman, I yield back the balance of my time.
The CHAIR. The question is on the amendment offered by the gentleman
from Ohio (Mr. Chabot).
The question was taken; and the Chair announced that the noes
appeared to have it.
Mr. CHABOT. Mr. Chairman, I demand a recorded vote.
The CHAIR. Pursuant to clause 6 of rule XVIII, further proceedings on
the amendment offered by the gentleman from Ohio will be postponed.
Amendment Offered by Mr. Nadler
Mr. NADLER. Mr. Chairman, I have an amendment at the desk.
The CHAIR. The Clerk will report the amendment.
The Clerk read as follows:
Page 73, line 7, after the dollar amount insert
``(increased by $988,471,000)''.
Page 73, line 15, after the dollar amount insert
``(increased by $633,471,000)''.
Page 80, line 10, after the dollar amount insert
``(increased by $355,000,000)''.
Page 80, line 21, after the dollar amount insert
``(increased by $335,000,000)''.
Mr. LATHAM. Mr. Chairman, we have not even seen the amendment. For
that reason, I reserve a point of order on the gentleman's amendment.
The CHAIR. A point of order is reserved.
[[Page H5105]]
The gentleman from New York is recognized for 5 minutes.
Mr. NADLER. Mr. Chairman, two of our central responsibilities as
Members of Congress are to support a strong national infrastructure and
to ensure that every American has a place to call home. The funding
levels provided in this legislation will make it impossible to fulfill
either of those responsibilities.
There can be no question that we must put people back to work and
bring our crumbling, outdated infrastructure into the 21st century. At
the funding levels provided in this bill, few of those goals can be
accomplished.
{time} 1545
The bill cuts the FTA's Capital Investment Grant Program, more
commonly known as New Starts, by $252 million. It includes a $500
million cut to the TIGER grant program, funding it $1.15 billion below
the President's request, and it cuts $200 million from Amtrak's capital
funding, while providing no funding for high-speed rail.
Beyond simply cutting critical funding, the bill places restrictions
on the use of TIGER grants and high-speed rail, and it exempts three
States--Wisconsin, Mississippi, and Idaho--from truck size and weight
limits on Federal highways.
Congress should not preempt the comprehensive study currently being
conducted by USDOT, required as part of MAP-21, the last legislation we
enacted on the subject, by enacting piecemeal riders on appropriations
bills.
The devastating impacts these cuts will have on our economy will only
be exacerbated by the cuts to vital housing programs for hardworking
families.
The HOME Investment Partnership Program is funded at its lowest level
since its creation in 1992, and the Public Housing Capital Fund falls
below its sequestered funding level, adding at least $1 billion to the
backlog of capital needs, but perhaps most startling is the failure of
this legislation to provide enough funding for every low-income senior
and hardworking family to access affordable and secure housing through
HUD's tenant-based rental assistance program, or section 8.
My amendment finally provides enough funding for HUD to renew every
section 8 voucher, including the 70,000 vouchers lost under
sequestration, and to support robust staffing at public housing
agencies around the country.
Rental assistance helps 2.1 million very low-income households rent
modest homes in the private market at an affordable cost. Households
who use Section 8 have incomes well below the Federal poverty line, and
nearly every household using a section 8 voucher includes children,
seniors, or people with disabilities.
Research consistently demonstrates that this program reduces poverty,
housing instability, and homelessness, and helps families live in safe,
healthy communities.
Despite the success, only about one in four eligible low-income
families receives Federal rental assistance. Long waiting lists remain
in nearly every community, even as the number of poor families who pay
more than half their monthly income for housing costs has risen 28
percent since 2007. These long wait lists are exacerbated by a lack of
administrative funding for public housing agencies.
In the past, Congress consistently provided the necessary funds to
ensure that no one receiving a Section 8 voucher loses access to
affordable, decent, and stable housing year to year, but sequestration
has had a devastating impact on section 8.
With inadequate funding for voucher renewals and extreme cuts to
administrative fees, State and local housing agencies assisted an
estimated 70,000 fewer families at the end of 2013 compared to a year
earlier.
The increased funding that Congress provided through the FY14 budget
agreement restored less than half of those vouchers, leaving 40,000
very low-income families with no access to affordable housing. This
bill does nothing to help those families.
My amendment will ensure that public housing agencies can renew every
current voucher and restore those lost under sequestration. The
amendment funds Section 8 voucher renewals at the President's request
of $18 billion and provides an additional $320 million to provide
vouchers to the 40,000 families who lost access due to Congress'
inability to address sequestration.
Of course, this additional funding would go a long way to ensuring
that every family who qualifies for rental assistance finds a home.
However, at the funding levels for administrative fees in this
legislation, it would be impossible for public housing agencies to hire
and maintain enough staff to process and renew vouchers.
We cannot continue to undermine our hardworking public housing
agencies by failing to provide them enough money to function; yet, once
again, this bill woefully underfunds administrative fees for public
housing by providing only $1.35 billion, a $150 million reduction from
last year's enacted level.
My amendment would finally address the undercutting at public housing
agencies by providing an additional $335 million to match the
President's request of $1.7 billion for administrative fees.
Mr. Chairman, our first priority must be to ensure that every working
family, every senior, and every child has access to a safe, healthy,
and affordable home. This amendment will guarantee that no one has to
choose between paying their rent and putting food on the table.
I urge my colleagues to support this amendment, and I yield back the
balance of my time.
Point of Order
Mr. LATHAM. Mr. Chairman, I make a point of order that the amendment
proposes a net increase in budget authority in the bill.
The amendment is not in order under section 3(d)(3) of House
Resolution 5, 113th Congress, which states:
``It shall not be in order to consider an amendment to a general
appropriation bill proposing a net increase in budget authority in the
bill (unless considered en bloc with another amendment or amendments
proposing an equal or greater decrease in such budget authority
pursuant to clause 2(f) of rule XXI).''
The amendment proposes a net increase in budget authority in the bill
in violation of such section.
I ask for a ruling of the Chair.
The CHAIR. Does any other Member wish to be heard on the point of
order?
Mr. NADLER. Mr. Chairman, we can all agree, I think, that this
amendment is necessary.
We are talking about denying tens of thousands of families and
seniors access to an efficient, cost-effective program that keeps
families together and lowers the government's costs over the long term.
Without this amendment, we will see a spike in homelessness, a spike
in medical costs, and a spike in hungry kids.
I understand the point of order. I understand that the rules demand
an offset for any funding increase in the bill. I also appreciate the
chairman's efforts to support Section 8 and public housing.
But when funding levels are this restrictive across the board, as
they are in this bill, it is impossible to offset such drastic
underfunding without hurting other people in need. The rules and the
drastic underfunding of this bill make it impossible to meet basic
human needs.
I hope that, as we go forward, we can find a way to provide these
funds so that kids, working families, and seniors are not out on the
street, as I guarantee you this bill at this funding level will do.
The CHAIR. The Chair is prepared to rule on the point of order.
The gentleman from Iowa makes a point of order that the amendment
offered by the gentleman from New York violates section 3(d)(3) of
House Resolution 5.
Section 3(d)(3) establishes a point of order against an amendment
proposing a net increase in budget authority in the pending bill.
As persuasively asserted by the gentleman from Iowa, the amendment
proposes a net increase in budget authority in the bill. Therefore, the
point of order is sustained. The amendment is not in order.
Ms. CASTOR of Florida. Mr. Chair, I ask unanimous consent that we
return to page 70, line 16, to consider my amendment that was passed a
moment ago.
The CHAIR. Is there objection to the request of the gentlewoman from
Florida?
[[Page H5106]]
Mr. LATHAM. Objection.
The CHAIR. Objection is heard.
Ms. CASTOR of Florida. Mr. Chair, I move to strike the last word.
The CHAIR. The gentlewoman is recognized for 5 minutes.
Ms. CASTOR of Florida. Mr. Chair, if I had an opportunity to offer my
amendment today, an amendment that passed with the support of both
parties in last year's T-HUD appropriations bill, I would raise the
fact that the Department of Housing and Urban Development, in many
communities across the country, has taken a step back from their
mission.
They have a very important mission when it comes to homelessness
among veterans, ensuring affordable housing partnerships, and combating
the foreclosure crisis.
Still, last year, we were disserved by the leadership at the
Department when they closed a number of field offices all across the
country, including the field office in the Tampa Bay area, that I
represent, and in the Orlando area.
Now, Florida has a population of almost 20 million people. We have
1.5 million veterans, and it is estimated that about 8,000 of them are
homeless. We have 47,000 people in Florida that are battling
homelessness, and our foreclosure rate is still too high. Nearly 9
percent of all Florida homes with mortgages are in some state of
foreclosure.
So it was very disturbing last year when HUD pulled back on the
ground, closed community offices in Tampa and Orlando. In fact, they
shut down 16 field offices. The problem was that they didn't consult
Congress, as they were supposed to. They came, they talked with us, but
they didn't really allow us any adequate input.
I encourage the leaders, like the gentleman from Arizona (Mr.
Pastor), who has been on this issue, to continue this dialogue with the
Department and the U.S. Senate in conference.
My amendment would have cut the executive office budget of HUD here
in Washington, D.C., by $3.5 million and, instead, devoted those funds
back to our local communities to fight homelessness among veterans,
foreclosures, and the other challenges we face.
The shift of these dollars out of D.C. to our local communities would
have sent a very strong message. You know, those fields offices,
especially the one I had in the Tampa Bay area, was a critical access
point for my neighbors and for many of the community's nonprofits.
We are being hurt by their decision, and all my amendment would have
done--and I hope this dialogue will continue--is ensure that the
Department remains focused on backing up what they said that they would
do to ensure that our local communities would not be hurt by taking
away people on the ground that interact on an everyday basis with the
people we represent.
So at this time, I want to thank the gentleman from Arizona (Mr.
Pastor) for his involvement in this issue and urge everyone involved in
the negotiations to emphasize the importance of having HUD focused on
their mission on the ground in our neighborhoods, in our cities and
towns and not on the bureaucracy here in Washington, D.C.
I yield back the balance of my time.
Mr. BUTTERFIELD. Mr. Chair, I ask unanimous consent that we go back
to page 70 for the purpose of offering an amendment.
The CHAIR. Is there objection to the request of the gentleman from
North Carolina?
Mr. LATHAM. There is an objection.
The CHAIR. Objection is heard.
Mr. BUTTERFIELD. Mr. Chairman, I move to strike the last word.
The CHAIR. The gentleman from North Carolina is recognized for 5
minutes.
Mr. BUTTERFIELD. Mr. Chairman, if I would have been able to offer my
amendment today, it would have clarified an existing Federal highway
priority corridor between Raleigh, North Carolina, and Norfolk,
Virginia.
It would have also codified the corridor as a future interstate
highway. This designation, Mr. Chairman, could eventually improve
transportation and commerce and economic development in North Carolina
and Virginia.
Eastern North Carolina, Mr. Chairman, remains one of the poorest
areas in the country, despite the economic resurgence many other areas
of the country have seen. My amendment, if it had been made in order,
would enable future construction between Raleigh and Norfolk to build
on an existing corridor where half of the route already meets Federal
freeway standards.
Improving on existing infrastructure can save taxpayer money and help
expedite the project's completion.
Mr. Chairman, I urge colleagues in future debates to consider this
request.
I yield back the balance of my time.
Mr. LATHAM. Mr. Chairman, I move that the Committee do now rise.
The motion was agreed to.
Accordingly, the Committee rose; and the Speaker pro tempore (Mr.
Broun of Georgia) having assumed the chair, Mr. Holding, Chair of the
Committee of the Whole House on the state of the Union, reported that
that Committee, having had under consideration the bill (H.R. 4745)
making appropriations for the Departments of Transportation, and
Housing and Urban Development, and related agencies for the fiscal year
ending September 30, 2015, and for other purposes, had come to no
resolution thereon.
____________________