Congressional Record, Volume 160 Issue 110 (Tuesday, July 15, 2014)

[Congressional Record Volume 160, Number 110 (Tuesday, July 15, 2014)]
[House]
[Pages H6245-H6261]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]

HIGHWAY AND TRANSPORTATION FUNDING ACT OF 2014

General Leave

Mr. SHUSTER. Mr. Speaker, I ask unanimous consent that all Members
may have 5 legislative days to revise and extend their remarks and
include extraneous materials on H.R. 5021.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Pennsylvania?
There was no objection.
Mr. SHUSTER. Mr. Speaker, pursuant to House Resolution 669, I call up
the bill (H.R. 5021) to provide an extension of Federal-aid highway,
highway safety, motor carrier safety, transit, and other programs
funded out of the Highway Trust Fund, and for other purposes, and ask
for its immediate consideration.
The Clerk read the title of the bill.
The SPEAKER pro tempore. Pursuant to House Resolution 669, the
amendment in the nature of a substitute recommended by the Committee on
Ways and Means, modified

[[Page H6246]]

by the amendments printed in House Report 113-521, are adopted, and the
bill, as amended, is considered read.
The text of the bill, as amended, is as follows:

H.R. 5021

Be it enacted by the Senate and House of Representatives of
the United States of America in Congress assembled,

SECTION 1. SHORT TITLE; TABLE OF CONTENTS.

(a) Short Title.--This Act may be cited as the ``Highway
and Transportation Funding Act of 2014''.
(b) Table of Contents.--The table of contents for this Act
is as follows:

Sec. 1. Short title; table of contents.

TITLE I--SURFACE TRANSPORTATION PROGRAM EXTENSION

Subtitle A--Federal-Aid Highways

Sec. 1001. Extension of Federal-aid highway programs.
Sec. 1002. Administrative expenses.

Subtitle B--Extension of Highway Safety Programs

Sec. 1101. Extension of National Highway Traffic Safety
Administration highway safety programs.
Sec. 1102. Extension of Federal Motor Carrier Safety
Administration programs.
Sec. 1103. Dingell-Johnson Sport Fish Restoration Act.

Subtitle C--Public Transportation Programs

Sec. 1201. Formula grants for rural areas.
Sec. 1202. Apportionment of appropriations for formula
grants.
Sec. 1203. Authorizations for public transportation.
Sec. 1204. Bus and bus facilities formula grants.

Subtitle D--Hazardous Materials

Sec. 1301. Authorization of appropriations.

TITLE II--REVENUE PROVISIONS

Sec. 2001. Extension of Highway Trust Fund expenditure
authority.
Sec. 2002. Funding of Highway Trust Fund.
Sec. 2003. Funding stabilization.
Sec. 2004. Extension of Customs user fees.

SEC. 2. FINDINGS.

Congress finds that--
(1) the existing Highway Trust Fund system is unsustainable
and unable to meet our Nation's 21st century transportation
needs;
(2) MAP-21 included important reforms that must be built
upon in the next reauthorization bill to increase the
efficient and effective utilization of Federal funding;
(3) these reforms should include the elimination of
duplicative Federal regulations and increase the authority
and responsibility of the States to safely and efficiently
build, operate, and fund transportation systems that best
serve the needs of their citizens, including the ability of
each State to implement innovative solutions, while also
maintaining the appropriate Federal role in transportation;
and
(4) Congress should enact and the President should sign a
surface transportation reauthorization and reform bill prior
to the expiration of this Act.

TITLE I--SURFACE TRANSPORTATION PROGRAM EXTENSION

Subtitle A--Federal-Aid Highways

SEC. 1001. EXTENSION OF FEDERAL-AID HIGHWAY PROGRAMS.

(a) In General.--Except as provided in this subtitle,
requirements, authorities, conditions, eligibilities,
limitations, and other provisions authorized under divisions
A and E of MAP-21 (Public Law 112-141), the SAFETEA-LU
Technical Corrections Act of 2008 (Public Law 110-244),
titles I, V, and VI of SAFETEA-LU (Public Law 109-59), titles
I and V of the Transportation Equity Act for the 21st Century
(Public Law 105-178), the National Highway System Designation
Act of 1995 (104-59), titles I and VI of the Intermodal
Surface Transportation Act of 1991 (Public Law 102-240), and
title 23, United States Code (excluding chapter 4 of that
title), which would otherwise expire on or cease to apply
after September 30, 2014, are incorporated by reference and
shall continue in effect until May 31, 2015.
(b) Authorization of Appropriations.--
(1) Highway trust fund.--Except as provided in section
1002, there is authorized to be appropriated out of the
Highway Trust Fund (other than the Mass Transit Account) for
the period beginning on October 1, 2014, and ending on May
31, 2015, a sum equal to \243/365\ of the total amount
authorized to be appropriated out of the Highway Trust Fund
for programs, projects, and activities for fiscal year 2014
under divisions A and E of MAP-21 (Public Law 112-141) and
title 23, United States Code (excluding chapter 4 of that
title).
(2) General fund.--Section 1123(h)(1) of MAP-21 (23 U.S.C.
202 note) is amended by inserting ``and $19,972,603 out of
the general fund of the Treasury to carry out the program for
the period beginning on October 1, 2014, and ending on May
31, 2015'' before the period at the end.
(c) Use of Funds.--
(1) In general.--Except as otherwise expressly provided in
this subtitle, funds authorized to be appropriated under
subsection (b)(1) for the period beginning on October 1,
2014, and ending on May 31, 2015, shall be distributed,
administered, limited, and made available for obligation in
the same manner and at the same levels as \243/365\ of the
amounts of funds authorized to be appropriated out of the
Highway Trust Fund (other than the Mass Transit Account) for
fiscal year 2014 to carry out programs, projects, activities,
eligibilities, and requirements under MAP-21 (Public Law 112-
141), the SAFETEA-LU Technical Corrections Act of 2008
(Public Law 110-244), SAFETEA-LU (Public Law 109-59), titles
I and V of the Transportation Equity Act for the 21st Century
(Public Law 105-178), the National Highway System Designation
Act of 1995 (104 -59), titles I and VI of the Intermodal
Surface Transportation Act of 1991 (Public Law 102-240), and
title 23, United States Code (excluding chapter 4 of that
title).
(2) Contract authority.--Funds authorized to be
appropriated out of the Highway Trust Fund (other than the
Mass Transit Account) under this section shall be--
(A) available for obligation and shall be administered in
the same manner as if such funds were apportioned under
chapter 1 of title 23, United States Code; and
(B) subject to section 1102 of MAP-21 (23 U.S.C. 104 note),
as amended by this subsection.
(3) Obligation ceiling.--Section 1102 of MAP-21 (23 U.S.C.
104 note) is amended--
(A) in subsection (a)--
(i) by striking ``and'' at the end of paragraph (1);
(ii) by striking the period at the end of paragraph (2) and
inserting ``; and''; and
(iii) by adding at the end the following:
``(3) $26,800,569,863 for the period beginning on October
1, 2014, and ending on May 31, 2015.'';
(B) in subsection (b)--
(i) in paragraph (10) by striking ``2011'' and inserting
``2012''; and
(ii) in paragraph (12) by inserting ``, and for the period
beginning on October 1, 2014, and ending on May 31, 2015,
only in an amount equal to $639,000,000, less any reductions
that would have otherwise been required for that year by
section 251A of the Balanced Budget and Emergency Deficit
Control Act of 1985 (2 U.S.C. 901a), then multiplied by \243/
365\ for that period'' after ``those fiscal years'';
(C) in subsection (c)--
(i) in the matter preceding paragraph (1) by inserting
``and for the period beginning on October 1, 2014, and ending
on May 31, 2015'' after ``2014'';
(ii) by striking paragraph (1)(A) and inserting the
following:
``(A) amounts provided for administrative expenses and
programs; and'';
(iii) in paragraph (2) in the matter preceding subparagraph
(A) by inserting ``or, for the period beginning on October 1,
2014, and ending May 31, 2015, that is equal to \243/365\ of
such unobligated balance'' after ``unobligated balance of
amounts'';
(iv) in paragraph (5) by striking ``section 204'' and
inserting ``sections 202 and 204''; and
(v) by inserting ``or period'' after ``the fiscal year''
each place it appears;
(D) in subsection (d) in the matter preceding paragraph (1)
by striking ``2014'' and inserting ``2015'';
(E) in subsection (f)--
(i) in paragraph (1)--

(I) in the matter preceding subparagraph (A) by inserting
``and for the period beginning on October 1, 2014, and ending
on May 31, 2015'' after ``2014''; and
(II) by inserting ``or period'' after ``the fiscal year''
each place it appears; and

(ii) in paragraph (3) by striking ``section 133(c)'' and
inserting ``section 133(b)''.

SEC. 1002. ADMINISTRATIVE EXPENSES.

(a) Authorization of Contract Authority.--Notwithstanding
any other provision of this Act or any other law, there is
authorized to be appropriated from the Highway Trust Fund
(other than the Mass Transit Account), from amounts provided
under section 1001, for administrative expenses of the
Federal-aid highway program $292,931,507 for the period
beginning on October 1, 2014, and ending on May 31, 2015.
(b) Contract Authority.--Funds authorized to be
appropriated by this section shall be--
(1) available for obligation, and shall be administered, in
the same manner as if such funds were apportioned under
chapter 1 of title 23, United States Code, except that such
funds shall remain available until expended; and
(2) subject to the limitation on obligations for Federal-
aid highways and highway safety construction programs for the
period beginning on October 1, 2014, and ending on May 31,
2015, specified in section 1102 of MAP-21 (23 U.S.C. 104
note), as amended by this subtitle.

Subtitle B--Extension of Highway Safety Programs

SEC. 1101. EXTENSION OF NATIONAL HIGHWAY TRAFFIC SAFETY
ADMINISTRATION HIGHWAY SAFETY PROGRAMS.

(a) Extension of Programs.--
(1) Highway safety programs.--Section 31101(a)(1) of MAP-21
(126 Stat. 733) is amended--
(A) in subparagraph (A) by striking ``and'' at the end;
(B) in subparagraph (B) by striking the period at the end
and inserting ``; and''; and
(C) by adding at the end the following:
``(C) $156,452,055 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(2) Highway safety research and development.--Section
31101(a)(2) of MAP-21 (126 Stat. 733) is amended--
(A) in subparagraph (A) by striking ``and'' at the end;
(B) in subparagraph (B) by striking the period at the end
and inserting ``; and''; and
(C) by adding at the end the following:

[[Page H6247]]

``(C) $75,563,014 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(3) National priority safety programs.--Section 31101(a)(3)
of MAP-21 (126 Stat. 733) is amended--
(A) in subparagraph (A) by striking ``and'' at the end;
(B) in subparagraph (B) by striking the period at the end
and inserting ``; and''; and
(C) by adding at the end the following:
``(C) $181,084,932 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(4) National driver register.--Section 31101(a)(4) of MAP-
21 (126 Stat. 733) is amended--
(A) in subparagraph (A) by striking ``and'' at the end;
(B) in subparagraph (B) by striking the period at the end
and inserting ``; and''; and
(C) by adding at the end the following:
``(C) $3,328,767 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(5) High visibility enforcement program.--
(A) Authorization of appropriations.--Section 31101(a)(5)
of MAP-21 (126 Stat. 733) is amended--
(i) in subparagraph (A) by striking ``and'' at the end;
(ii) in subparagraph (B) by striking the period at the end
and inserting ``; and''; and
(iii) by adding at the end the following:
``(C) $19,306,849 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(B) Law enforcement campaigns.--Section 2009(a) of SAFETEA-
LU (23 U.S.C. 402 note) is amended--
(i) in the first sentence by inserting ``and in the period
beginning on October 1, 2014, and ending on May 31, 2015''
after ``fiscal years 2013 and 2014''; and
(ii) in the second sentence by inserting ``and in the
period beginning on October 1, 2014, and ending on May 31,
2015,'' after ``fiscal years 2013 and 2014'',
(6) Administrative expenses.--Section 31101(a)(6) of MAP-21
(126 Stat. 733) is amended--
(A) in subparagraph (A) by striking ``and'' at the end;
(B) in subparagraph (B) by striking the period at the end
and inserting ``; and''; and
(C) by adding at the end the following:
``(C) $16,976,712 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(b) Cooperative Research and Evaluation.--Section 403(f)(1)
of title 23, United States Code, is amended by inserting
``ending before October 1, 2014, and $1,664,384 of the total
amount available for apportionment to the States for highway
safety programs under section 402(c) in the period beginning
on October 1, 2014, and ending on May 31, 2015,'' after
``each fiscal year''.
(c) Applicability of Title 23.--Section 31101(c) of MAP-21
(126 Stat. 733) is amended by inserting ``and for the period
beginning on October 1, 2014, and ending on May 31, 2015,''
after ``fiscal years 2013 and 2014''.

SEC. 1102. EXTENSION OF FEDERAL MOTOR CARRIER SAFETY
ADMINISTRATION PROGRAMS.

(a) Motor Carrier Safety Grants.--Section 31104(a) of title
49, United States Code, is amended--
(1) by striking ``and'' at the end of paragraph (8);
(2) by striking the period at the end of paragraph (9) and
inserting ``; and'' ; and
(3) by adding at the end the following:
``(10) $145,134,247 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(b) Administrative Expenses.--Section 31104(i)(1) of title
49, United States Code, is amended--
(1) by striking ``and'' at the end of subparagraph (H);
(2) by striking the period at the end of subparagraph (I)
and inserting ``; and''; and
(3) by adding at the end the following:
``(J) $172,430,137 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(c) Grant Programs.--
(1) Commercial driver's license program improvement
grants.--Section 4101(c)(1) of SAFETEA-LU (119 Stat. 1715) is
amended by inserting before the period at the end the
following: ``and $19,972,603 for the period beginning on
October 1, 2014, and ending on May 31, 2015''.
(2) Border enforcement grants.--Section 4101(c)(2) of
SAFETEA-LU (119 Stat. 1715) is amended by inserting before
the period at the end the following: ``and $21,304,110 for
the period beginning on October 1, 2014, and ending on May
31, 2015''.
(3) Performance and registration information system
management grant program.--Section 4101(c)(3) of SAFETEA-LU
(119 Stat. 1715) is amended by inserting before the period at
the end the following: ``and $3,328,767 for the period
beginning on October 1, 2014, and ending on May 31, 2015''.
(4) Commercial vehicle information systems and networks
deployment program.--Section 4101(c)(4) of SAFETEA-LU (119
Stat. 1715) is amended by inserting before the period at the
end the following: ``and $16,643,836 for the period beginning
on October 1, 2014, and ending on May 31, 2015''.
(5) Safety data improvement grants.--Section 4101(c)(5) of
SAFETEA-LU (119 Stat. 1715) is amended by inserting before
the period at the end the following: ``and $1,997,260 for the
period beginning on October 1, 2014, and ending on May 31,
2015''.
(d) High-Priority Activities.--Section 31104(k)(2) of title
49, United States Code, is amended by inserting ``and up to
$9,986,301 for the period beginning on October 1, 2014, and
ending on May 31, 2015,'' after ``2014''.
(e) New Entrant Audits.--Section 31144(g)(5)(B) of title
49, United States Code, is amended by inserting ``and up to
$21,304,110 for the period beginning on October 1, 2014, and
ending on May 31, 2015,'' after ``per fiscal year''.
(f) Outreach and Education.--Section 4127(e) of SAFETEA-LU
(119 Stat. 1741) is amended by inserting ``and $2,663,014 to
the Federal Motor Carrier Safety Administration for the
period beginning on October 1, 2014, and ending on May 31,
2015,'' after ``2014''.
(g) Grant Program for Commercial Motor Vehicle Operators.--
Section 4134(c) of SAFETEA-LU (49 U.S.C. 31301 note) is
amended by inserting ``and $665,753 for the period beginning
on October 1, 2014, and ending on May 31, 2015,'' after
``2014''.

SEC. 1103. DINGELL-JOHNSON SPORT FISH RESTORATION ACT.

Section 4 of the Dingell-Johnson Sport Fish Restoration Act
(16 U.S.C. 777c) is amended--
(1) in subsection (a) in the matter preceding paragraph (1)
by inserting ``and for the period beginning on October 1,
2014, and ending on May 31, 2015'' after ``2014''; and
(2) in subsection (b)(1)(A) by striking ``for each'' and
all that follows before ``the Secretary of the Interior'' and
inserting ``for each fiscal year ending before October 1,
2014, and for the period beginning on October 1, 2014, and
ending on May 31, 2015,''.

Subtitle C--Public Transportation Programs

SEC. 1201. FORMULA GRANTS FOR RURAL AREAS.

Section 5311(c)(1) of title 49, United States Code, is
amended--
(1) in subparagraph (A) by inserting ``for each fiscal year
ending before October 1, 2014, and $3,328,767 for the period
beginning on October 1, 2014, and ending on May 31, 2015,''
before ``shall be distributed''; and
(2) in subparagraph (B) by inserting ``for each fiscal year
ending before October 1, 2014, and $16,643,836 for the period
beginning on October 1, 2014, and ending on May 31, 2015,''
before ``shall be apportioned''.

SEC. 1202. APPORTIONMENT OF APPROPRIATIONS FOR FORMULA
GRANTS.

Section 5336(h)(1) of title 49, United States Code, is
amended by inserting ``for each fiscal year ending before
October 1, 2014, and $19,972,603 for the period beginning on
October 1, 2014, and ending on May 31, 2015,'' before ``shall
be set aside''.

SEC. 1203. AUTHORIZATIONS FOR PUBLIC TRANSPORTATION.

(a) Formula Grants.--Section 5338(a) of title 49, United
States Code, is amended--
(1) in paragraph (1) by striking ``and $8,595,000,000 for
fiscal year 2014'' and inserting ``, $8,595,000,000 for
fiscal year 2014, and $5,722,150,685 for the period beginning
on October 1, 2014, and ending on May 31, 2015'';
(2) in paragraph (2)--
(A) in subparagraph (A) by striking ``and $128,800,000 for
fiscal year 2014'' and inserting ``, $128,800,000 for fiscal
year 2014, and $85,749,041 for the period beginning on
October 1, 2014, and ending on May 31, 2015,'';
(B) in subparagraph (B) by inserting ``and $6,657,534 for
the period beginning on October 1, 2014, and ending on May
31, 2015,'' after ``2014'';
(C) in subparagraph (C) by striking ``and $4,458,650,000
for fiscal year 2014'' and inserting ``, $4,458,650,000 for
fiscal year 2014, and $2,968,361,507 for the period beginning
on October 1, 2014, and ending on May 31, 2015,'';
(D) in subparagraph (D) by striking ``and $258,300,000 for
fiscal year 2014'' and inserting ``, $258,300,000 for fiscal
year 2014, and $171,964,110 for the period beginning on
October 1, 2014, and ending on May 31, 2015,'';
(E) in subparagraph (E)--
(i) by striking ``and $607,800,000 for fiscal year 2014''
and inserting ``, $607,800,000 for fiscal year 2014, and
$404,644,932 for the period beginning on October 1, 2014, and
ending on May 31, 2015,'';
(ii) by striking ``and $30,000,000 for fiscal year 2014''
and inserting ``, $30,000,000 for fiscal year 2014, and
$19,972,603 for the period beginning on October 1, 2014, and
ending on May 31, 2015,''; and
(iii) by striking ``and $20,000,000 for fiscal year 2014''
and inserting ``, $20,000,000 for fiscal year 2014, and
$13,315,068 for the period beginning on October 1, 2014, and
ending on May 31, 2015,'';
(F) in subparagraph (F) by inserting ``and $1,997,260 for
the period beginning on October 1, 2014, and ending on May
31, 2015,'' after ``2014'';
(G) in subparagraph (G) by inserting ``and $3,328,767 for
the period beginning on October 1, 2014, and ending on May
31, 2015,'' after ``2014'';
(H) in subparagraph (H) by inserting ``and $2,563,151 for
the period beginning on October 1, 2014, and ending on May
31, 2015,'' after ``2014'';
(I) in subparagraph (I) by striking ``and $2,165,900,000
for fiscal year 2014'' and inserting ``, $2,165,900,000 for
fiscal year 2014, and $1,441,955,342 for the period beginning
on October 1, 2014, and ending on May 31, 2015,'';
(J) in subparagraph (J) by striking ``and $427,800,000 for
fiscal year 2014'' and inserting ``, $427,800,000 for fiscal
year 2014, and $284,809,315 for the period beginning on
October 1, 2014, and ending on May 31, 2015,''; and
(K) in subparagraph (K) by striking ``and $525,900,000 for
fiscal year 2014'' and inserting ``, $525,900,000 for fiscal
year 2014, and $350,119,726 for the period beginning on
October 1, 2014, and ending on May 31, 2015,''.
(b) Research, Development Demonstration and Deployment
Projects.--Section

[[Page H6248]]

5338(b) of title 49, United States Code, is amended by
striking ``and $70,000,000 for fiscal year 2014'' and
inserting ``, $70,000,000 for fiscal year 2014, and
$46,602,740 for the period beginning on October 1, 2014, and
ending on May 31, 2015''.
(c) Transit Cooperative Research Program.--Section 5338(c)
of title 49, United States Code, is amended by striking ``and
$7,000,000 for fiscal year 2014'' and inserting ``,
$7,000,000 for fiscal year 2014, and $4,660,274 for the
period beginning on October 1, 2014, and ending on May 31,
2015''.
(d) Technical Assistance and Standards Development.--
Section 5338(d) of title 49, United States Code, is amended
by striking ``and $7,000,000 for fiscal year 2014'' and
inserting ``, $7,000,000 for fiscal year 2014, and $4,660,274
for the period beginning on October 1, 2014, and ending on
May 31, 2015''.
(e) Human Resources and Training.--Section 5338(e) of title
49, United States Code, is amended by striking ``and
$5,000,000 for fiscal year 2014'' and inserting ``,
$5,000,000 for fiscal year 2014, and $3,328,767 for the
period beginning on October 1, 2014, and ending on May 31,
2015''.
(f) Capital Investment Grants.--Section 5338(g) of title
49, United States Code, is amended by striking ``and
$1,907,000,000 for fiscal year 2014'' and inserting ``,
$1,907,000,000 for fiscal year 2014, and $1,269,591,781 for
the period beginning on October 1, 2014, and ending on May
31, 2015''.
(g) Administration.--Section 5338(h) of title 49, United
States Code, is amended--
(1) in paragraph (1) by striking ``and $104,000,000 for
fiscal year 2014'' and inserting ``, $104,000,000 for fiscal
year 2014, and $69,238,356 for the period beginning on
October 1, 2014, and ending on May 31, 2015'';
(2) in paragraph (2) by inserting ``for each of fiscal
years 2013 and 2014 and not less than $3,328,767 for the
period beginning on October 1, 2014, and ending on May 31,
2015,'' before ``shall be available''; and
(3) in paragraph (3) by inserting ``for each of fiscal
years 2013 and 2014 and not less than $665,753 for the period
beginning on October 1, 2014, and ending on May 31, 2015,''
before ``shall be available''.

SEC. 1204. BUS AND BUS FACILITIES FORMULA GRANTS.

Section 5339(d)(1) of title 49, United States Code, is
amended--
(1) by inserting ``for each of fiscal years 2013 and 2014
and $43,606,849 for the period beginning on October 1, 2014,
and ending on May 31, 2015,'' after ``$65,500,000'';
(2) by inserting ``for each such fiscal year and $832,192
for such period'' after ``$1,250,000''; and
(3) by inserting ``for each such fiscal year and $332,877
for such period'' after ``$500,000''.

Subtitle D--Hazardous Materials

SEC. 1301. AUTHORIZATION OF APPROPRIATIONS.

(a) In General.--Section 5128(a) of title 49, United States
Code, is amended--
(1) in paragraph (1) by striking ``and'' at the end;
(2) in paragraph (2) by striking the period at the end and
inserting ``; and''; and
(3) by adding at the end the following:
``(3) $28,468,948 for the period beginning on October 1,
2014, and ending on May 31, 2015.''.
(b) Hazardous Materials Emergency Preparedness Fund.--
Section 5128(b) of title 49, United States Code, is amended--
(1) by redesignating paragraphs (1) through (5) as
subparagraphs (A) through (E), respectively, and by adjusting
the margins accordingly;
(2) by striking ``From the'' and inserting the following:
``(1) Fiscal years 2013 and 2014.--From the''; and
(3) by adding at the end the following:
``(2) Fiscal year 2015.--From the Hazardous Materials
Emergency Preparedness Fund established under section
5116(i), the Secretary may expend for the period beginning on
October 1, 2014, and ending on May 31, 2015--
``(A) $125,162 to carry out section 5115;
``(B) $14,513,425 to carry out subsections (a) and (b) of
section 5116, of which not less than $9,087,534 shall be
available to carry out section 5116(b);
``(C) $99,863 to carry out section 5116(f);
``(D) $416,096 to publish and distribute the Emergency
Response Guidebook under section 5116(i)(3); and
``(E) $665,753 to carry out section 5116(j).''.
(c) Hazardous Materials Training Grants.--Section 5128(c)
of title 49, United States Code, is amended by inserting
``and $2,663,014 for the period beginning on October 1, 2014,
and ending on May 31, 2015,'' after ``2014''.

TITLE II--REVENUE PROVISIONS

SEC. 2001. EXTENSION OF HIGHWAY TRUST FUND EXPENDITURE
AUTHORITY.

(a) Highway Trust Fund.--Section 9503 of the Internal
Revenue Code of 1986 is amended--
(1) by striking ``October 1, 2014'' in subsections
(b)(6)(B), (c)(1), and (e)(3) and inserting ``June 1, 2015'',
and
(2) by striking ``MAP-21'' in subsections (c)(1) and (e)(3)
and inserting ``Highway and Transportation Funding Act of
2014''.
(b) Sport Fish Restoration and Boating Trust Fund.--Section
9504 of the Internal Revenue Code of 1986 is amended--
(1) by striking ``MAP-21'' each place it appears in
subsection (b)(2) and inserting ``Highway and Transportation
Funding Act of 2014'', and
(2) by striking ``October 1, 2014'' in subsection (d)(2)
and inserting ``June 1, 2015''.
(c) Leaking Underground Storage Tank Trust Fund.--Paragraph
(2) of section 9508(e) of the Internal Revenue Code of 1986
is amended by striking ``October 1, 2014'' and inserting
``June 1, 2015''.

SEC. 2002. FUNDING OF HIGHWAY TRUST FUND.

(a) In General.--Subsection (f) of section 9503 of the
Internal Revenue Code of 1986 is amended by redesignating
paragraph (5) as paragraph (7) and by inserting after
paragraph (4) the following new paragraphs:
``(5) Additional sums.--Out of money in the Treasury not
otherwise appropriated, there is hereby appropriated--
``(A) $7,765,000,000 to the Highway Account (as defined in
subsection (e)(5)(B)) in the Highway Trust Fund; and
``(B) $2,000,000,000 to the Mass Transit Account in the
Highway Trust Fund.
``(6) Additional increase in fund balance.--There is hereby
transferred to the Highway Account (as defined in subsection
(e)(5)(B)) in the Highway Trust Fund amounts appropriated
from the Leaking Underground Storage Tank Trust Fund under
section 9508(c)(3).''.
(b) Appropriation From Leaking Underground Storage Tank
Trust Fund.--
(1) In general.--Subsection (c) of section 9508 of the
Internal Revenue Code of 1986 is amended by adding at the end
the following new paragraph:
``(3) Additional transfer to highway trust fund.--Out of
amounts in the Leaking Underground Storage Tank Trust Fund
there is hereby appropriated $1,000,000,000 to be transferred
under section 9503(f)(6) to the Highway Account (as defined
in section 9503(e)(5)(B)) in the Highway Trust Fund.''.
(2) Conforming amendment.--Section 9508(c)(1) of the
Internal Revenue Code of 1986 is amended by striking
``paragraph (2)'' and inserting ``paragraphs (2) and (3)''.

SEC. 2003. FUNDING STABILIZATION.

(a) Funding Stabilization Under the Internal Revenue Code
of 1986.--The table in subclause (II) of section
430(h)(2)(C)(iv) of the Internal Revenue Code of 1986 is
amended to read as follows:

----------------------------------------------------------------------------------------------------------------
The applicable minimum
``If the calendar year is: percentage is: The applicable maximum percentage is:
----------------------------------------------------------------------------------------------------------------
2012, 2013, 2014, 2015, 2016, or 2017. 90%.......................... 110%
2018.................................. 85%.......................... 115%
2019.................................. 80%.......................... 120%
2020.................................. 75%.......................... 125%
After 2020............................ 70%.......................... 130%''.
----------------------------------------------------------------------------------------------------------------

(b) Funding Stabilization Under Employee Retirement Income
Security Act of 1974.--
(1) In general.--The table in subclause (II) of section
303(h)(2)(C)(iv) of the Employee Retirement Income Security
Act of 1974 (29 U.S.C. 1083(h)(2)(C)(iv)) is amended to read
as follows:

(2) Conforming amendments.--
(A) In general.--Section 101(f)(2)(D) of such Act (29
U.S.C. 1021(f)(2)(D)) is amended--
(i) in clause (i) by inserting ``and the Highway and
Transportation Funding Act of 2014'' after ``MAP-21'' both
places it appears, and
(ii) in clause (ii) by striking ``2015'' and inserting
``2020''.
(B) Statements.--The Secretary of Labor shall modify the
statements required under subclauses (I) and (II) of section
101(f)(2)(D)(i) of such Act to conform to the amendments made
by this section.
(c) Stabilization Not To Apply for Purposes of Certain
Accelerated Benefit Distribution Rules.--

[[Page H6249]]

(1) Internal revenue code of 1986.--The second sentence of
paragraph (2) of section 436(d) of the Internal Revenue Code
of 1986 is amended by striking ``of such plan'' and inserting
``of such plan (determined by not taking into account any
adjustment of segment rates under section
430(h)(2)(C)(iv))''.
(2) Employee retirement income security act of 1974.--The
second sentence of subparagraph (B) of section 206(g)(3) of
the Employee Retirement Income Security Act of 1974 (29
U.S.C. 1056(g)(3)(B)) is amended by striking ``of such plan''
and inserting ``of such plan (determined by not taking into
account any adjustment of segment rates under section
303(h)(2)(C)(iv))''.
(3) Effective date.--
(A) In general.--Except as provided in subparagraph (B),
the amendments made by this subsection shall apply to plan
years beginning after December 31, 2014.
(B) Collectively bargained plans.--In the case of a plan
maintained pursuant to 1 or more collective bargaining
agreements, the amendments made by this subsection shall
apply to plan years beginning after December 31, 2015.
(4) Provisions relating to plan amendments.--
(A) In general.--If this paragraph applies to any amendment
to any plan or annuity contract, such plan or contract shall
be treated as being operated in accordance with the terms of
the plan during the period described in subparagraph (B)(ii).
(B) Amendments to which paragraph applies.--
(i) In general.--This paragraph shall apply to any
amendment to any plan or annuity contract which is made--

(I) pursuant to the amendments made by this subsection, or
pursuant to any regulation issued by the Secretary of the
Treasury or the Secretary of Labor under any provision as so
amended, and
(II) on or before the last day of the first plan year
beginning on or after January 1, 2016, or such later date as
the Secretary of the Treasury may prescribe.

(ii) Conditions.--This subsection shall not apply to any
amendment unless, during the period--

(I) beginning on the date that the amendments made by this
subsection or the regulation described in clause (i)(I) takes
effect (or in the case of a plan or contract amendment not
required by such amendments or such regulation, the effective
date specified by the plan), and
(II) ending on the date described in clause (i)(II) (or, if
earlier, the date the plan or contract amendment is adopted),

the plan or contract is operated as if such plan or contract
amendment were in effect, and such plan or contract amendment
applies retroactively for such period.
(C) Anti-cutback relief.--A plan shall not be treated as
failing to meet the requirements of section 204(g) of the
Employee Retirement Income Security Act of 1974 (29 U.S.C.
1054(g)) and section 411(d)(6) of the Internal Revenue Code
of 1986 solely by reason of a plan amendment to which this
paragraph applies.
(d) Modification of Funding Target Determination Periods.--
(1) Internal revenue code of 1986.--Clause (i) of section
430(h)(2)(B) of the Internal Revenue Code of 1986 is amended
by striking ``the first day of the plan year'' and inserting
``the valuation date for the plan year''.
(2) Employee retirement income security act of 1974.--
Clause (i) of section 303(h)(2)(B) of the Employee Retirement
Income Security Act of 1974 (29 U.S.C. 1083(h)(2)(B)(i)) is
amended by striking ``the first day of the plan year'' and
inserting ``the valuation date for the plan year''.
(e) Effective Date.--
(1) In general.--The amendments made by subsections (a),
(b), and (d) shall apply with respect to plan years beginning
after December 31, 2012.
(2) Elections.--A plan sponsor may elect not to have the
amendments made by subsections (a), (b), and (d) apply to any
plan year beginning before January 1, 2014, either (as
specified in the election)--
(A) for all purposes for which such amendments apply, or
(B) solely for purposes of determining the adjusted funding
target attainment percentage under sections 436 of the
Internal Revenue Code of 1986 and 206(g) of the Employee
Retirement Income Security Act of 1974 (29 U.S.C. 1054(g))
for such plan year.

A plan shall not be treated as failing to meet the
requirements of section 204(g) of such Act and section
411(d)(6) of such Code solely by reason of an election under
this paragraph.

SEC. 2004. EXTENSION OF CUSTOMS USER FEES.

Section 13031(j)(3) of the Consolidated Omnibus Budget
Reconciliation Act of 1985 (19 U.S.C. 58c(j)(3)) is amended--
(1) in subparagraph (A), by striking ``September 30, 2023''
and inserting ``September 30, 2024''; and
(2) in subparagraph (B)(i), by striking ``September 30,
2023'' and inserting ``September 30, 2024''.

The SPEAKER pro tempore. The bill shall be debatable for 1 hour
equally divided and controlled by the chair and ranking minority member
of the Committee on Transportation and Infrastructure and the Committee
on Ways and Means.
The gentleman from Pennsylvania (Mr. Shuster), the gentleman from
West Virginia (Mr. Rahall), the gentleman from Michigan (Mr. Camp), and
the gentleman from Michigan (Mr. Levin) each will control 15 minutes.
The Chair recognizes the gentleman from Pennsylvania.
Mr. SHUSTER. Mr. Speaker, I yield myself such time as I may consume.
H.R. 5021, the Highway and Transportation Funding Act of 2014,
extends Federal surface transportation programs and ensures the
solvency of the highway trust fund through May 2015. H.R. 5021 is a
clean extension of the surface transportation programs and continues
the MAP-21 reforms.
We have an immediate, critical need to address the solvency of the
trust fund and extend the current surface transportation law. This bill
does that in a responsible way, with policies that have all previously
received strong bipartisan and bicameral support. If Congress fails to
act, thousands of transportation projects and hundreds of thousands of
jobs across the country will be at risk. This legislation provides
much-needed certainty and stability for the States.
This bill in no way precludes Congress from continuing to work on
addressing a long-term funding solution and a long-term reauthorization
bill, which remains a top priority for the Transportation and
Infrastructure Committee. However, this legislation is the responsible
solution at this time, ensures that we don't play politics with these
programs, and enables us to continue making improvements to our surface
transportation system.
With that, Mr. Speaker, I reserve the balance of my time.

Committee on Education and the Workforce, House of
Representatives,
Washington, DC, July 14, 2014.
Hon. Bill Shuster,
Chairman, Committee on Transportation and Infrastructure,
Washington, DC.
Dear Mr. Chairman: I am writing to confirm our mutual
understanding with respect to H.R. 5021, the Highway and
Transportation Funding Act of 2014. Thank you for consulting
with the Committee on Education and the Workforce with regard
to H.R. 5021 on those matters within the committee's
jurisdiction.
In the interest of expediting the House's consideration of
H.R. 5021, the Committee on Education and the Workforce will
forgo further consideration of this bill. However, I do so
only with the understanding this procedural route will not be
construed to prejudice my committee's jurisdictional interest
and prerogatives on this bill, or any other similar
legislation, and will not be considered as precedent for
consideration of matters of jurisdictional interest to my
committee in the future.
I respectfully request your support for the appointment of
outside conferees from the Committee on Education and the
Workforce should this bill or a similar bill be considered in
a conference with the Senate. I also request you include our
exchange of letters on this matter in the Congressional
Record during consideration of this bill on the House floor.
Thank you for your attention to these matters.
Sincerely,
John Kline,
Chairman.
____

Committee on Transportation and Infrastructure, House of
Representatives,
Washington, DC, July 15, 2014
Hon. John Kline,
Chairman, Committee on Education and the Workforce,
Washington, DC.
Dear Mr. Chairman: Thank you for your letter regarding H.R.
5021, the Highway and Transportation Funding Act of 2014. I
appreciate your willingness to support expediting the
consideration of this legislation on the House floor.
I acknowledge that by forgoing action on this legislation,
the Committee on Education and the Workforce is not waiving
any of its jurisdiction and will not be prejudiced with
respect to the appointment of conferees or its jurisdictional
prerogatives on this or similar legislation.
I appreciate your cooperation regarding this legislation
and I will include our letters on H.R. 5021 in the
Congressional Record during consideration of this measure on
the House floor.
Sincerely,
Bill Shuster,
Chairman.
Mr. RAHALL. Mr. Speaker, I yield myself such time as I may consume.
Mr. Speaker, passage of this bill today is absolutely necessary to
keep our surface transportation programs up and running. In less than a
month, the highway trust fund will go belly up and force-feed our
States rationed payments for their transportation and infrastructure
investments. This would starve our national economy, put States in a
desperate situation, and

[[Page H6250]]

cost jobs. Congress must act now to avert this unnecessary crisis.
The bill under consideration today will help States get through the
remainder of the construction season. It will also provide time for
Congress to come together and pass a longer-term surface transportation
law so that we don't find ourselves in this crisis mode again.
But this needs to happen sooner rather than later because this bill
leaves our highway, transit, and safety programs on autopilot. While
the driverless car may be the wave of the future, it is no way to run
our transportation programs, and I know the chairman has driven those
cars on autopilot.
Passing extension after extension only brings us more of the same,
and our States have already said that the status quo isn't meeting
their needs.
A long-term, robust surface transportation bill is the only way we
are going to address our greatest infrastructure challenges. It is the
only way we will be able to build on what works and reform what isn't.
It is one of the few sure-fire ways to boost our economy, create jobs,
and help us compete with our global rivals.
``Starving the beast'' simply doesn't work when it comes to
transportation and infrastructure policy. We need greater investment in
our roads and bridges. We need an increased focus on moving freight
across our borders and overseas.
We should grow regional collaborations to build significant projects,
and we must bring every possible transportation job back to the U.S. to
be done by American workers.
It is worth noting that this debate is about far more than
accounting, dollar signs, and trust funds. It is about the men and
women who work in these industries and have to face needless
uncertainty about their futures. It is about those that rely on public
transit systems. And it is about the driving public who must endure
aging infrastructure and the car repair bills and safety concerns that
come with it.
I am going to vote for this bill today not because it is the best
solution, but because it does avert an immediate crisis and keeps the
ball rolling forward.
I thank the members of the Ways and Means Committee for their work on
this bill, and I look forward to working with our chairman, Mr.
Shuster, to bring forward a robust, long-term surface transportation
bill to vote on in the near future.
I reserve the balance of my time.

{time} 1515

Mr. SHUSTER. Mr. Speaker, I yield 2 minutes to the gentleman from
Wisconsin (Mr. Petri), chairman of the Subcommittee on Highways and
Transit.
Mr. PETRI. Mr. Speaker, the debate we are having today is not really
about the future of the highway trust fund. Unfortunately, today is
about doing what Congress does too often--kicking the can down the
road, avoiding one crisis while setting up another.
I recognize that more time is often needed to craft a more robust
bipartisan solution, the result of which is often well worth the delay,
but, Mr. Speaker, we must come to our senses. We must realize that
another short-term patch is not really what our State governments are
calling for; this is not really what the American Trucking Association
or the Chamber of Commerce is calling for; and this is not what the
American people sent us here to accomplish.
For close to 50 years, the highway trust fund was self-sustaining.
Those who used the roads paid for the roads. But we have been stalled
in the 20th century. The fuel tax, which traditionally paid for highway
improvements, hasn't been changed since 1993, while construction costs
have grown more expensive, cars have become more fuel efficient or run
on alternative fuels, and infrastructure needs have continued to rise.
In the Highways and Transit Subcommittee, we have had hearing after
hearing where State transportation officials, mayors, Governors,
truckers, transit operators, economists, and experts in transportation
policy have testified with unwavering support for a long-term, fully
funded surface transportation bill. That should be our goal.
But at the end of the day, we can't let the quest for the perfect
stand in the way of the good or the acceptable. In this case, we have
an obligation to keep our highway projects going, our transportation
moving, and our economy growing. Since this is the only option we have
today, this is what we will do.
We need to stop the patches and budget gimmicks and come up with a
viable, real solution on how we fund the trust fund. History shows that
it is hard to do before an election. Perhaps it will be easy to do
after that.
So I ask my colleagues to consider this question: Which is the more
responsible path, more budget gimmicks or raising revenue to actually
pay for needed spending?
Mr. RAHALL. Mr. Speaker, I yield 2 minutes to the gentlewoman from
the District of Columbia (Ms. Norton), ranking member of the Highways
and Transit Subcommittee.
Ms. NORTON. I thank my good friend from West Virginia for yielding,
and I thank both the chairman and the ranking member for their hard
work on this bill. I know that they both wanted a long-term bill and
that they have worked for a long-term bill.
Mr. Speaker, I appreciate that we have a bipartisan, bicameral bill,
but I think that for all concerned, it expresses bipartisan
disappointment. We had 2 years to do a bill since MAP-21, and all we
have been able to produce is an 8-month stopgap fix.
At the same time, the States and the localities we represent are
probably grateful for small favors today. The administration had
already announced rationing because of the insolvency of the trust fund
as of August 1, with only what little money would come in to replenish
the trust fund for each State.
We were staring at both an insolvent trust fund and a loss of the
construction season at the same time. That would have been an economic
catastrophe, with the loss of hundreds of thousands of jobs. We must
use this moment to face that we cannot rebuild our bridges, roads, and
transit systems on pension-smoothing stopgap extensions.
The State backlog of projects will be left untouched by this bill.
Because we have produced a climate of uncertainty, States won't dare
start up the real work that needs to be done on their roads, bridges,
and transit because they are getting a patchwork bill. Patchwork bills
yield patched-up roads and bridges and deteriorating transit.
At the very least, we owe it to the country to revisit this bill as
soon as possible and as early as October. The delay in MAP-21 got us
today's stopgap measure. Congress needs a spur under its saddle to
avoid another delay.
Mr. SHUSTER. Mr. Speaker, I yield 2 minutes to the gentleman from
Arkansas (Mr. Crawford), from a State in which a referendum arose that
increased the user fee to fund the highway system.
Mr. CRAWFORD. Mr. Speaker, I thank the chairman for his work on H.R.
5021, which I rise in support of this afternoon, which provides greater
certainty and sufficient funding for infrastructure projects across the
Nation. Without an immediate solution for the highway trust fund, our
State highway departments are left wondering if there will be adequate
funding to continue any infrastructure improvement.
In March of this year, the Arkansas Highway and Transportation
Department warned that, without congressional action to remedy the
highway trust fund shortfall, continuing with highway and
infrastructure contracts that were scheduled for April letting would
have threatened the ability to pay contractors. As a result, 10 vital
projects totaling over $60 million were either put on hold or forced to
find alternative methods of temporary financing.
My colleagues have described similar scenarios in their own States,
meaning that across the Nation new infrastructure projects have already
ground to a halt, threatening general contractors, their employees,
suppliers, and putting at risk the jobs that are both directly and
indirectly supported by these projects.
I think most lawmakers can agree that ensuring that we have a
reliable and modern infrastructure on land, water, rail, and air is
critical. With the Senate announcing last week an agreement with
Chairman Camp and House leaders to enact a short-term funding

[[Page H6251]]

solution, we can now turn our attention back to a multiyear
transportation bill that will provide long-term assurance to States for
financing infrastructure improvements.
In moving forward with a long-term bill, we can spend time with
stakeholders and constituents--the ultimate users of the
infrastructure--and allow them to weigh in on what is being considered.
As we return our focus to long-term legislation, we must also examine
how to reform the highway trust fund so that taxpayers will know how
their dollars are being spent. With costs increasing and funds at a
premium, we owe our constituents a more transparent system that
demonstrates effective use of their money on infrastructure
improvement.
I hope my colleagues will join me in supporting H.R. 5021, and I look
forward to working on a long-term, comprehensive transportation bill to
ensure our Nation's future growth. We can't continue to beat the drum
to attract businesses, add jobs, and improve the economy if we are not
willing to use our authority to invest in our Nation's infrastructure.
Mr. RAHALL. Mr. Speaker, I am happy to yield 2 minutes to the
distinguished gentlewoman from Texas (Ms. Eddie Bernice Johnson).
Ms. EDDIE BERNICE JOHNSON of Texas. Mr. Speaker, allow me to thank
Chairman Shuster and Ranking Member Rahall and Subcommittee Chair Petri
and Ranking Member Eleanor Holmes Norton.
I rise today in support of H.R. 5021, the Highway and Transportation
Funding Act for 2014.
In particular, the bill before the House this afternoon would do two
things: first, it would provide a total of $35.3 billion for highway,
public transit, and surface transportation programs; secondly, it would
extend surface transportation programs authorized under MAP-21 through
May 31, 2015.
I support this bill because it takes almost 60,000 construction jobs
in Texas out of harm's way, and it ensures that over 3,500 active
highway and transit projects in Texas will not be slowed or stopped by
the highway trust fund's shortfall.
However, my support for this bill is reluctant, as I believe we have
missed another opportunity to craft a long-term highway program yet
again. While I am pleased that we have come together to address the
impeding highway crisis, we are also kicking the can down the road
again.
Today, 65 percent of our Nation's roads are rated at less than good
condition, and 25 percent of our bridges require significant repair. In
Texas alone, we have over 300,000 miles of public roads, 8 percent of
which are in poor condition.
The measure before us today all but ensures that we will be having
this exact same debate again sometime in the next Congress; rather,
what we need to do is adopt a long-term plan that will provide
certainty, increase transit investments, and keep workers in our
construction industries on the job. When we return from the August
recess, I urge my colleagues to work together and begin crafting a
long-term surface transportation bill. We have seen again and again
legislating by crisis is not effective.
The SPEAKER pro tempore. The time of the gentlewoman has expired.
Mr. RAHALL. Mr. Speaker, I yield the gentlewoman an additional 30
seconds.
Ms. EDDIE BERNICE JOHNSON of Texas. I thank the gentleman.
As our roads erode and our transit systems decay, we owe our
constituents no less than acting in their best interest and enacting a
long-term bill as soon as possible.
Mr. SHUSTER. Mr. Speaker, it is now my pleasure to yield 2 minutes to
the gentleman from Pennsylvania (Mr. Barletta), one of the committee's
true experts on infrastructure, a mayor of a small city, and a
construction business owner.
Mr. BARLETTA. Mr. Speaker, I rise in support of this legislation that
will keep our highway trust fund solvent until we agree on a long-term
solution.
If we fail to act, the money to fund surface transportation projects
will soon run dry. That could result in the stoppage of more than 7,000
projects. We would lose countless jobs across the country, and in my
home State of Pennsylvania as well.
I have always supported a highway bill of a least 5 years or more,
but in the absence of one, I support this proposal to give us time to
work out a longer-term funding solution. We need a plan that will meet
our transportation needs while also providing contractors and builders
the guidance they need to invest in equipment and employees.
I urge my colleagues to vote ``yes'' on this important piece of
legislation.
Mr. RAHALL. Mr. Speaker, I am happy to yield 2 minutes to the
gentlewoman from California (Ms. Hahn), a very valued member of our
Committee on Transportation and Infrastructure.
Ms. HAHN. Mr. Speaker, I thank Chairman Shuster and Ranking Member
Rahall for bringing this before us today.
This short-term highway trust fund fix is crucial for keeping our
highway and transit systems solvent, and I intend to vote for it.
Letting the highway trust fund become insolvent would be irresponsible
and cut 700,000 jobs and increase congestion. But once our work is done
here today, we do need a long-term, creative solution to fund our much-
needed transportation projects in this country.
Over 64 percent of the roads in Los Angeles are in utter disrepair,
costing each resident driver nearly $832 a year. My own dad, who was a
county supervisor in Los Angeles for 40 years, used to offer people a
dollar for every pothole they could find in his district. If he made
that offer today, he would go broke.
To fill this funding gap, I support looking at different ways of
funding our roads in addition to the gas tax, such as vehicle miles
traveled, which charges drivers by the miles that they travel.
For our national economy, we need to focus on freight infrastructure.
Freight bottlenecks cost us approximately $200 billion a year.
Yesterday, I introduced the National Freight Network Trust Fund Act for
a long-term fix that creates dedicated funding for our freight
infrastructure.
I urge all of my colleagues to support this short-term fix and join
me in looking forward to solving this problem long term.
Mr. SHUSTER. Mr. Speaker, it is now my pleasure to yield 2 minutes to
the gentleman from Indiana (Mr. Bucshon), who is from one of the most
innovative States in funding and moving projects forward at a very fast
pace.
Mr. BUCSHON. Mr. Speaker, I rise today in support of this
legislation.
Last year, I was honored to be conferee a for MAP-21, the highway
bill, and I am proud of the bill that our conference committee produced
and was subsequently signed into law. Our Nation's transportation
projects are being completed faster, and States like my home State of
Indiana receive more Federal funding than they had in the past.
We do need a long-term solution to fund our infrastructure. Today,
however, we need to support this extension. This funding is critical
for projects such as Interstate 69, which runs through my district.
With construction season underway, we need to ensure that every State
can continue with the summer construction projects that are ongoing.
This legislation is necessary to keep thousands of Americans working to
rebuild our infrastructure--improving the flow of commerce and ensuring
the safety of Americans as they travel.
I would like to thank Chairman Camp and Chairman Shuster for their
leadership, and I urge all of my colleagues to support this
legislation.

{time} 1530

Mr. RAHALL. Mr. Speaker, I am glad to yield 2 minutes to the
gentleman from Oregon (Mr. DeFazio), a distinguished member of our
Committee on Transportation and Infrastructure.
Mr. DeFAZIO. Mr. Speaker, we can pretend that we care about the
future of America and its transportation system. We used to be number
one in the world, widely recognized. We are now rated 26th, and we are
moving down quickly.
The system is falling apart. There are 140,000 bridges that need
repair or replacement, and 40 percent of the pavement on the National
Highway System has failed to the point at which

[[Page H6252]]

you have to dig it up, not just resurface it. There is a $70 billion
backlog in our transit systems just to bring everything up to a state
of good repair. That is not even to begin to think about building a
21st century transportation system to compete with the rest of the
world. For the Chinese, 9 percent of their GDP goes to transportation.
They want to be able to move people and goods more efficiently and to
out-compete us. Even Brazil, 6 percent. India, 6 percent. The United
States of America, 1 percent. We have got to get serious about this.
Today, we are going to do a little shuffling around of some money,
and say, oh, we can pretend, by pension smoothing and this and that,
that we are creating money so we get around not creating more debt or
deficit here. Come on. Really, it is pretty phony stuff. Let's get real
about how we are going to fund our transportation future.
We are fighting with people who believe in a theory called
``devolution.'' That is, they want to devolve the duty of building a
national transportation system to the 50 dispersed States and let them
figure it out. We tried that. This is 1956. The brand new Kansas
Turnpike ended in Emil Schweitzer's farm field for years because
Oklahoma couldn't afford their part of that system until the Eisenhower
bill passed, and we had a highway trust fund.
We know this works--user-fee based, a national system, coordinating
among the States, not having roads that disconnect at the border, not
tolling the heck out of everything, which some people would have us do,
not fragmenting the system. What are you going to say to the Port of
Los Angeles, where 40 percent of the freight comes into the country?
Oh, you figure out how to get the freight out of L.A. to serve the rest
of the country, and you pay for it. No. This is a national obligation.
It is international and national competitiveness. We have to get
serious, and this bill here today is not serious or long term.
Mr. SHUSTER. Mr. Speaker, it is now my pleasure to yield 2 minutes to
the gentlewoman from West Virginia (Mrs. Capito), a long-term member of
the Transportation and Infrastructure Committee, someone who fights
every day for West Virginia.
Mrs. CAPITO. I want to thank Chairman Shuster and Ranking Member
Rahall for bringing this bill to the floor today.
Mr. Speaker, more than 700,000 jobs and 6,000 road and bridge
projects could be in jeopardy if payments from the Federal highway
trust fund are delayed. I rise today in support of the Highway and
Transportation Funding Act, which would prevent this catastrophic
scenario.
In my home State of West Virginia, more than 200 projects are
currently receiving Federal funding. If we fail to act now, we risk
layoffs at the height of the summer construction season. Inaction would
cripple the efforts of our State highway department to maintain our
roads and bridges after a particularly harsh winter and to build new
projects like U.S. Route 35, Corridor H, and the King Coal Highway in
West Virginia.
American motorists, construction workers, and small businesses
deserve certainty that the Federal Government will continue to invest
in our Nation's infrastructure. Today's bill provides that certainty
for the remainder of this construction season, but I wait, as most of
us do, to complete the work on the longer term bill. I ask my
colleagues to join me in passing the Highway and Transportation Funding
Act.
Mr. RAHALL. Mr. Speaker, I am very happy to yield 2 minutes to the
gentleman from Maryland (Mr. Hoyer), our distinguished minority whip
and a strong supporter of our infrastructure in this country.
Mr. HOYER. Those were the good old days, I tell my friend Mr. Rahall,
when I got an unlimited 1 minute.
Mr. Speaker, there is some good news. The good news is this committee
is chaired by someone who wants to invest in America, grow jobs, and
expand our economy. I speak of my friend Bill Shuster, and I thank him
for that. The other good news is that our ranking Democrat, Nick Joe
Rahall, has a history of making sure that America invests in its
infrastructure.
The bad news is that this bill does not give what Mrs. Capito
suggested it gives, and that is certainty. It gives a temporary,
inadequate response to what is a long-term problem. I won't ask him the
question, but I believe that Mr. Shuster absolutely agrees with me. We
ought to find a fiscally sustainable funding source for our
infrastructure and highway system.
Mr. Speaker, a well-maintained highway structure supports the growth
of our economy and the creation of good jobs. That is why I have been
advocating for a long-term, sustainable fix that makes investments in
our roads and bridges and provides the certainty that needed repairs
will be completed. I am for a big deal, not just for certainty in
infrastructure but for certainty in the investment in our economy. I
will continue to advocate that.
This bill, unfortunately, does not do that. It is better than doing
nothing, but it does not do what we need to do. In fact, by
implementing a short-term fix only until May, this bill promotes
uncertainty for construction firms and other businesses that rely on
projects paid for by the highway trust fund, which support American
jobs. It also puts Congress in the position of having to deal with this
issue next May, as next year's summer construction season is about to
begin, without any certainty of what we will do.
Democrats would prefer to work with Republicans to pass a long-term
fix now or, if we cannot do that, to reauthorize it for a few months so
that we can return to this issue after the November elections and pass
a long-term fix, but we cannot take the risk of allowing this fund to
run dry this summer.
The highway trust fund supports the infrastructure improvements that
enable manufacturers to move their products to market faster and help
attract businesses and jobs from overseas. It helps us to Make It In
America--manufacture it, grow it, sell it here and around the world. If
we allow it to go broke, according to the Department of Transportation,
our economy could lose as many as 700,000 jobs.
This bill, I think, will get some significant support from our side
of the aisle but not because it is our choice, not because it is the
right way to go. In my view, as I said, I don't want to hurt him with
his party or with anybody outside of this Chamber, but I think Mr.
Shuster agrees that we need a long-term solution. I urge my colleagues
to work together in a bipartisan fashion to get a long-term,
confidence-building resolution of this stop-and-jerk, or go-and-jerk,
funding process that we are adopting.
Mr. SHUSTER. Mr. Speaker, I do agree with the distinguished minority
whip that we need a long-term solution to the trust fund and a long-
term bill to provide certainty to this Nation when it comes to our
transportation system.
With that, I yield 1 minute to the gentleman from Illinois (Mr.
Rodney Davis), one of the newest members of the committee but one of
the hardest-working members of the committee.
Mr. RODNEY DAVIS of Illinois. Thank you, Mr. Chairman.
Mr. Speaker, supporting H.R. 5021 means protecting hundreds of
thousands of jobs throughout this great country. More specifically, in
Illinois, it means saving nearly 30,000 jobs and 4,000 construction
projects that are already underway. Supporting this bill means
improving our crumbling roads and bridges--a constitutional
responsibility of this body's. Supporting H.R. 5021 means governing
responsibly instead of creating yet another manufactured crisis that
would add even more uncertainty and instability to a still struggling
economy.
By extending this highway trust fund, which is not my first choice--
if we extend this bill and these programs through May, we can continue
working on that long-term highway bill that both sides of the aisle
stand here and say that we need, and we can create jobs and keep up
with our 21st century transportation needs. The highway trust fund has
fallen short for many years, and we need to come up with long-term
solutions.
I look forward to working with my colleagues from the other side of
the aisle and with Chairman Shuster and his continued leadership.
Mr. RAHALL. Mr. Speaker, may I have the time remaining, please.
The SPEAKER pro tempore. The gentleman from West Virginia has 1

[[Page H6253]]

minute remaining, and the gentleman from Pennsylvania has 6 minutes
remaining.
Mr. RAHALL. Mr. Speaker, I continue to reserve the balance of my
time.
Mr. SHUSTER. Mr. Speaker, it is now my pleasure to yield 2 minutes to
the gentleman from Florida (Mr. Mica), the distinguished former
chairman of the Transportation and Infrastructure Committee.
Mr. MICA. Thank you, Mr. Chairman and the distinguished ranking
member. Thank you for your hard work in trying right now to put a Band-
Aid on our bleeding transportation funding. Thank you for trying to get
the transportation cart out of the ditch.
Mr. Speaker, we have reached the eleventh hour, and soon projects
will be closing down across the country. It is unfortunate that we are
at this juncture on the road to funding transportation responsibly. We
had a chance for a 5-year bill, and we did not have the leadership, I
believe, from the White House. In fact, President Obama was AWOL during
that entire process. Now, today, we see the President has been at a
bridge, and he is going to be at another site. He is out at a research
thing, talking about transportation funding.
Where was the President when Mr. Oberstar--the distinguished
gentleman who recently passed away and who was chair of the committee--
offered a bill, and he came and cut his legs out from underneath the
Democrat chairman? We would have had a longer term, fully funded bill.
If it is to secure our borders, where has he been? He says he doesn't
do photo ops, but he is doing them now, and he will do them on
transportation. He doesn't need to be at the bridge. He needs to be
here, working with these distinguished Members of Congress for a long-
term solution. He was absent at the border, and he is absent as we need
to secure our Nation's infrastructure. This is not acceptable.
I support this measure because it is an extension of what we did. It
doesn't have deficit spending. It is responsible for paying for it, and
it doesn't have earmarks. The last bill had 6,300 earmarks--not this
bill. I support the measure.
Mr. RAHALL. Mr. Speaker, I continue to reserve the balance of my
time.
Mr. SHUSTER. We have no more speakers on our side.
Mr. Speaker, I continue to reserve the balance of my time.
Mr. RAHALL. Mr. Speaker, I yield 1 minute to the gentlewoman from
Florida (Ms. Frankel), a very distinguished member of our
Transportation and Infrastructure Committee.
Ms. FRANKEL of Florida. Thank you, Mr. Rahall.
Mr. Speaker, transportation moves our economy, and modern
infrastructure is a path to jobs and prosperity. I will vote for this
stopgap measure, but I want to echo the words of my colleagues on both
sides of the aisle who have called for a long-term, sustainable fix of
our highway trust fund so that the United States of America can compete
in the world's market.
Mr. RAHALL. Mr. Speaker, in closing, much has been said today in
dislike of this temporary fix, and I could not agree more. It is not my
preference. We all want to address this in a long-term, robust manner.
That is also the opinion of the Transportation Trades Department of the
AFL-CIO, who say that further delay will only maintain the status quo
in keeping workers off the job, undercutting long-term planning and
hindering the country in advancing to a 21st century transportation
system.
There are very similar views, like views, expressed by the U.S.
Chamber of Commerce when they say in a letter to Members of Congress
that, in the Chamber's view, the longer the pass, the easier it will be
for Congress to kick the can down the road and avoid the tough question
of how we will maintain Federal investment in highway public
transportation and highway safety.
I hope we come back before next May and address this issue.
I yield back the balance of my time.
Mr. SHUSTER. Mr. Speaker, how much time is left?
The SPEAKER pro tempore. The gentleman from Pennsylvania has 4
minutes remaining.
Mr. SHUSTER. Mr. Speaker, I yield myself the balance of my time.
First, I want to start off by expressing my condolences to a former
chairman of the Transportation and Infrastructure Committee. I guess,
back then, it was Public Works and Transportation. Chairman Bob Roe,
who chaired the committee in the eighties, passed away this morning, at
9:30, at the age of 90. I just want to say that my thoughts and prayers
are with his family at this time.

{time} 1545

I want to start in closing by thanking Chairman Camp and Ranking
Member Levin and the entire Ways and Means Committee for passing out,
on a voice vote, H.R. 5021.
I would like to reiterate that H.R. 5021 is a clean extension of the
surface transportation programs that continues the MAP-21 reforms. This
extension is necessary to provide much-needed certainty and stability
for States while we continue to work on addressing a long-term funding
solution and a long-term reauthorization bill.
I am committed to that. I know that the Transportation Committee is
going to work diligently with the Ways and Means Committee on funding a
long-term solution to the funding and also to passing a strong long-
term reauthorization bill.
Mr. Speaker, I encourage all Members to support this bill, and I
yield back the balance of my time.
Mr. CAMP. Mr. Speaker, I yield myself such time as I may consume.
At the end of this month, States across the country will be forced to
put road construction on hold if Congress cannot address the highway
trust fund. At risk are hundreds of thousands of jobs in the
construction industry.
A strong infrastructure is central to commerce, and at a time when
millions of Americans are packing their bags to take a vacation or just
traveling to work, we must ensure that projects can be completed so
that the roads, bridges, and highways they travel on are modernized and
safe.
The bill before us today, H.R. 5021, will provide enough funding to
get us through May 21, 2015, giving States the ability to complete
projects.
This bill is the only package with all provisions having a proven
history of getting big bipartisan votes in both the House and the
Senate. The three provisions--pension smoothing, custom user fees, and
leaking underground storage tanks--have all been used previously in
bills that received strong bipartisan votes.
Pension smoothing and LUST were included in the last bipartisan
highway trust fund legislation. These are policies everyone is familiar
with. They are policies that will provide the funding we need, and they
are the only policies that will pass both the House and Senate in time
to fund our highways after the end of this month.
A long-term solution would be my preference, and an important feature
of my tax reform discussion draft would provide enough revenue to
maintain the solvency of the highway trust fund for 8 years.
In the meantime, I hope all Members of Congress can work on a longer-
term solution by the end of May next year. This won't be an easy task,
so it is important that Congress has time to have a deliberative, open
debate about bipartisan solutions, rather than trying to hit Americans
who are already paying more for gas with a gas tax hike.
It is time to act now. State transportation departments have already
started delaying or stopping certain highway projects to prepare for
the fact that funding may fall short. Americans across the country
deserve to see less gridlock on the roads and from their elected
representatives.
These policies are straightforward and have a history of bipartisan,
bicameral support.
I am encouraged that the White House issued their support for the
House highway bill, so we have an opportunity to solve this problem
today.
Mr. Speaker, I will enter into the Record the administration's
statement of support.

Statement of Administration Policy

H.R. 5021--Highway and Transportation Funding Act of 2014

(Rep. Camp, R-Michigan, and Rep. Shuster, R-Pennsylvania, July 14,
2014)

With surface transportation funding running out and
hundreds of thousands of jobs

[[Page H6254]]

at risk later this summer, the Administration supports House
passage of H.R. 5021. This legislation would provide for
continuity of funding for the Highway Trust Fund during the
height of the summer construction season and keep Americans
at work repairing the Nation's crumbling roads, bridges, and
transit systems.
However, this legislation only provides a short-term fix to
the Highway Trust Fund. It does not address the continued
need to pass a long-term authorization bill that creates jobs
and provides certainty for cities, States, and businesses.
Congress should work to pass a long-term authorization bill
well before the expiration date set forth in H.R. 5021. The
President has been very clear that increasing investment in
the Nation's infrastructure is a top priority. That is why
the President laid out a vision for a 21st century surface
transportation infrastructure, the GROW AMERICA Act, which
would streamline project approval processes and implement
innovative transportation policies that will make better use
of taxpayer dollars while supporting millions of jobs and
positioning the Nation's economy for lasting growth. That
proposal is fully paid for through existing revenues and by
reforming business taxes to help create jobs and spur
investment while eliminating loopholes that reward companies
for moving profits overseas.
The Administration is focused every day on what can be done
to expand opportunity for every American. In today's economy,
that means building a first-class infrastructure that
attracts first-class jobs and takes American businesses'
goods all across the world.

Mr. CAMP. We also have strong industry support in a letter to
Congress from 62 organizations, including the U.S. Chamber of Commerce,
American Road and Transportation Builders Association, the American
Trucking Association, and the National Association of Manufacturers,
which stated, ``A long-term Federal commitment to prioritize and invest
in our aging infrastructure and safety needs is essential to achieve
this goal. Keeping the highway trust fund solvent is the first step.''
Mr. Speaker, I will enter their statement of support into the Record
as well.

July 14, 2014
To Members of the U.S. Congress:
The undersigned organizations representing every sector of
the economy urge the House of Representatives and Senate to
pass bipartisan legislation that will stabilize the Highway
Trust Fund and prevent a shutdown of federal highway and
public transportation investments across the country.
Our transportation infrastructure network is the foundation
on which the nation's economy functions. American
manufacturers, industries and businesses depend on this
complex system to move people, products and services every
day of the year.
As the World Economic Forum (WEF) noted in its 2013-2014
Global Competitiveness Report, infrastructure connects
regions, integrates markets and provides access to markets
and services. While this latest report places the U.S.
economy fifth in its ``Global Competitiveness Index,''
America's infrastructure network now ranks 15th globally.
Shortchanging the Highway Trust Fund is not the path to
future economic growth, jobs and increased competitiveness.
The possibility of a deficient Highway Trust Fund that
shutters 100,000 construction projects that support 700,000
jobs and puts all new highway, bridge and public
transportation investments on hold will further harm an
already fragile economy.
The U.S. economy requires a surface transportation
infrastructure network that can keep pace with growing
demands. A long-term federal commitment to prioritize and
invest in our aging infrastructure and safety needs is
essential to achieve this goal. Keeping the Highway Trust
Fund solvent is the first step.
We urge Congress to avoid the immediate transportation
cliff and improve the long-term fiscal condition of the
Highway Trust Fund during 2014.
Sincerely,
National Association of Manufacturers, U.S. Chamber of
Commerce, American Road & Transportation Builders
Association, Associated General Contractors of America,
National Retail Federation, American Trucking Association,
U.S. Travel Association, American Farm Bureau Federation,
Mothers Against Drunk Driving, NAACP, American Association of
State Highway and Transportation Officials, International
Union of Operating Engineers, American Society of Civil
Engineers, Laborers International Union of North America,
National Association of Development Organizations, NAIOP, the
Commercial Real Estate Development Association, American
Public Transportation Association, Airports Council
International--North America, Transportation for America,
Building America's Future.
Smart Growth America, Commercial Vehicle Safety Alliance,
The American Association of Motor Vehicle Administrators,
Governors Highway Safety Association, American Highway Users
Alliance, American Public Works Association, American Council
of Engineering Companies, National Stone Sand and Gravel
Association, Transportation Intermediaries Association, The
American Society of Landscape Architects, American Iron and
Steel Institute, National Utility Contractors Association,
American Concrete Pipe Association, American Concrete
Pavement Association, National Ready Mixed Concrete
Association, National Asphalt Pavement Association, Truckload
Carriers Association, American Association of Airport
Executives, International Bridge, Tunnel and Turnpike
Association, Intelligent Transportation Society of America
(ITS America).
Safe Routes to School National Partnership, League of
American Bicyclists, Alliance for Biking & Walking,
Association of Pedestrian and Bicycle Professionals, National
Tank Truck Carriers, American Moving & Storage Association,
NATSO, representing America's Truckstops and Travel Plazas,
National Recreation and Park Association, Metropolitan
Planning Council (Chicago, IL), American Traffic Safety
Services Association, SMART--Transportation Division, Safe
Kids Worldwide, PeopleForBikes--Business Network, PolicyLink,
International Warehouse Logistics Association, The National
Industrial Transportation League, The Coalition for America's
Gateways and Trade Corridors, Association of Equipment
Manufacturers, Portland Cement Association, Associated
Equipment Distributors, National Electrical Contractors
Association National Electrical Manufacturers Association
(NEMA).

Mr. CAMP. A ``yes'' vote will avoid a last-minute crisis. We also
need to fund important highway projects and ensure that thousands of
jobs are not at risk.
Mr. Speaker, I reserve the balance of my time.
Mr. LEVIN. Mr. Speaker, I yield myself such time as I may consume.
I will support this bill because we are at the eleventh hour. No, it
is not the eleventh hour; it is a few minutes before midnight.
Unless Congress acts by the end of this month, more than 100,000
transportation projects could be delayed and as many as 700,000 jobs
put at risk, but this legislation is a patch when what our Nation's
infrastructure needs is major repair. Doing nothing is not an option,
but we should be doing much better.
The Republicans, I must say, in this House, talk a lot about the need
for certainty, but they have riddled infrastructure funding with
uncertainty. The fact that we are in this position illustrates just how
little House Republicans have done, since they assumed the majority in
2011, to address the long-term problems facing the trust fund and our
infrastructure.
Every Democrat on Ways and Means urged our chairman, Mr. Camp, to
hold a series of hearings on long-term financing options for the trust
fund, yet the committee has not held a single hearing on this topic in
the 3 years and 6 months the Republicans have been in the majority.
Since 2011, the committee has had nearly two dozen hearings on
repealing or dismantling the ACA and, in the last 14 months, a half-
dozen hearings on the IRS. Those are not the priorities that are going
to lead to a long-term solution of the trust fund. The Nation, in a
word, deserves better than this short shrift. It needs a long-term
solution.
Democrats on Ways and Means proposed an extension until December 31
in order to pressure a long-term solution this year. All of us on the
Democratic side voted ``yes,'' and all of the Republicans voted ``no.''
Let me end with a word on unemployment insurance. Senate Democrats
and Republicans passed a bill to extend unemployment insurance that
included an almost identical set of offsets as those included in
today's legislation.
The House Republicans refused to take up that measure, at the same
time calling some of them--the offsets--pie in the sky and opposing the
plan.
Well, here we are today on the floor of the House, and 3 million
Americans are still waiting for House Republicans to allow just one
vote on a bipartisan plan to extend unemployment benefits. It is time
that House Republicans get priorities straight.
Mr. Speaker, I ask unanimous consent that the balance of my time now
be given to the gentleman from Oregon (Mr. Blumenauer), a distinguished
member of our committee who has worked so hard with the rest of us on
highway issues, to control.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Michigan?
There was no objection.
Mr. CAMP. Mr. Speaker, I reserve the balance of my time.
Mr. BLUMENAUER. Mr. Speaker, I yield myself such time as I may
consume.

[[Page H6255]]

I am pleased that Congress is finally acting today, not with a
looming crisis, but one that is already upon us. This is entirely
predictable.
I have been arguing for months that Congress needs to act because the
stopgap measure we did last Congress was designed to create precisely
this Congress at precisely this time.
Sixty-two groups may have signed on a letter of support, but they
prefer us to act meaningfully for long-term funding. They accept this
because it is the only alternative to shutting down activities this
summer.
My Republican friends are unwilling--not unable--but unwilling to
resolve the funding contradictions. Revenues have failed to keep pace
with the demands of an aging growing Nation, making no change for 21
years, as our infrastructure ages and falls apart, our Nation continues
to grow and transportation patterns change. It is guaranteed that we
should change as well.
This Congress has refused to address its responsibilities. The House
Ways and Means Committee has not had a single hearing on transportation
finance. One of our most important responsibilities, uniquely ours, one
that is unlike so many other items we deal with, it is possible to
resolve. We haven't had a hearing in the 43 months that the Republicans
have been in charge of Congress.
Now, I understand there are conflicts within the Republican Caucus.
There are some that appear satisfied with locking us into a slow,
steady decline called for in the Republican budget--no new projects
until October of 2015 and a 30 percent reduction over the next decade,
at exactly the time the Federal partnership should be enhanced, not
reduced.
There are others in the Republicans whose answer is to just abandon
ship, to give up on the Federal partnership, slash the Federal gas tax,
and abandon any hope of a national transportation policy and
partnership to help States with projects that are multistate in nature
or that need to be done whether economic times are bad.
That would be tragic and wrong to abandon the partnership that has
meant so much, but it is part of what is driving some of our Republican
Tea Party friends. Just because there may not be a majority in the
Republican ranks for either approach does not mean that we should
continue to dither.
Because Republicans friends are unwilling or unable to resolve this,
we have frozen the Transportation Committee in place. They don't have a
bill. They are not going to have a bill unless we resolve what the
budget number is: increase, continue the downward slide, or abandon it
altogether.
We will be no better off next May to resolve this question. In fact,
we will be worse off because we will be in the middle of a Presidential
campaign, with a new Congress, maybe new committee lineups.
So as one of the stakeholders told me as we filed out of the hearing
room last week, May 2015 is really May 2017 and, I might add, at the
earliest.
We should reject this approach to hand off our responsibilities. We
should resolve the resource question, and we should commit that this
Congress is not going to recess for August vacation, not going to
recess to campaign in October, until we have worked to give the
American people a transportation bill they need--deserve--to jump-start
the economy, create hundreds of thousands of family-wage jobs, and
strengthen communities and families across the Nation.
American infrastructure used to be the best in the world and a point
of pride bringing Americans together. It is now a source of
embarrassment and deep concern as we fall further and further behind
global leaders.
Mr. Speaker, I reserve the balance of my time.
Mr. CAMP. Mr. Speaker, I yield myself such time as I may consume.
In addition to the Statement of Administration Policy in support of
the legislation which has been entered into the record, as well as a
letter from 62 organizations in support of the legislation--including
the American Trucking Association, American Farm Bureau, National
Association of Manufacturers--I also have a letter from the U.S.
Chamber of Commerce, which is the world's largest business federation,
which represents more than 3 million businesses of all sizes, sectors,
and regions, is key voting this legislation and has written a separate
letter in support of this bill.
I would enter into the Record the Chamber of Commerce letter
regarding H.R. 5021.

Chamber of Commerce

of the United States of America,

Washington, DC, July 15, 2014.
To the Members of the U.S. House of Representatives: The
U.S. Chamber of Commerce, the world's largest business
federation representing the interests of more than three
million businesses of all sizes, sectors, and regions, as
well as state and local chambers and industry associations,
and dedicated to promoting, protecting and defending
America's free enterprise system, strongly urges you to vote
for H.R. 5021, the ``Highway and Transportation Funding Act
of 2014,'' which would extend federal surface transportation
programs and provide for a short-term solution for the
Highway Trust Fund (HTF) shortfall. By the end of July,
Congress must send to the President a measure that generates
the necessary cash flows to support continued outlays from
the HTF and affords much-needed continuity in the short-term
for economic development, international trade, and job
creation.
Then, it is imperative to immediately turn to identifying
and advancing a bipartisan, sustainable, and long-term
solution to the HTF that can achieve bicameral success. The
Chamber urges leaders of both parties to put politics aside
and come together on a shared solution to the HTF's
structural deficiencies. The user-supported HTF has been a
bipartisan compromise from its beginning. It is the offspring
of a Democratic-controlled House and Senate in the 84th
Congress and the Republican Eisenhower Administration. For 58
years the HTF has served America's transportation
infrastructure well and helped to create the world's largest
economy; however, its long-term solvency has been compromised
by a lack of action in both the legislative and executive
branches.
The Chamber recognizes action on a short-term HTF fix as an
important step and looks forward to working with you in the
months ahead on a long-lasting remedy for the Highway Trust
Fund. The Chamber urges the House to pass H.R. 5021, and may
include votes on, or in relation to, this bill in our annual
How They Voted Scorecard.
Sincerely,
R. Bruce Josten.

Mr. CAMP. Mr. Speaker, I reserve the balance of my time.
Mr. BLUMENAUER. Mr. Speaker, I yield 1\1/2\ minutes to the gentleman
from New Jersey (Mr. Pascrell), one of the champions on our committee
for infrastructure in America.
Mr. PASCRELL. I thank the ranking member, Mr. Speaker, and I want to
thank our chairman, our ranking member who was just here a few moments
ago.
It is ironic, as I said earlier today, when we take up the
transportation and infrastructure legislation that, just a few hours
ago, the champion of transportation and infrastructure passed away. He
was the chairman of the Transportation Committee. At that time, it was
the Public Works Committee. He left the Congress in 1992, so it is
ironic.
Mr. Chairman, through the Speaker, you have to understand the
frustration that exists on both sides of the aisle on this legislation.
We know what is needed. We know what is going to happen by the end of
August. Many projects throughout the United States of America will just
shut down or begin to shut down. Bills will not be paid. That is not
good. That is not acceptable.
On the other hand, when the dust settles, the very committee that we
represent, where everything goes through--the Ways and Means
Committee--will have voted for close to $1 trillion when the dust
settles, unpaid for, permanent tax cuts, many of which are never meant
to be permanent. Check the Record.
So we can do this and add $1 trillion to the deficit, and we can't
come up with a bipartisan 5-year or 6-year transportation plan for our
roads?
Let's wait until the bridges fall down. Then we will do something
about it.

{time} 1600

The SPEAKER pro tempore. The time of the gentleman has expired.
Mr. BLUMENAUER. I yield the gentleman an additional 15 seconds.
Mr. PASCRELL. Mr. Speaker, estimates as to how much we need to invest
simply to maintain and repair our existing surface transportation
system run as high as $177 billion per year. The actual capital
spending in 2012 was only $103 billion.
Mr. CAMP. I reserve the balance of my time.
Mr. BLUMENAUER. Mr. Speaker, I yield 1\1/2\ minutes to the
gentlewoman

[[Page H6256]]

from Pennsylvania (Ms. Schwartz), who has been a valued member of our
committee, and we are going to miss her.
Ms. SCHWARTZ. Mr. Speaker, our manufacturers, small business owners,
and everyday commuters require a modern transportation system. Simply
put, our daily lives, our safety, and our economy all require a first-
rate transportation system. But our Nation's infrastructure is
crumbling, endangering travelers, lengthening commutes, and holding
back economic growth.
In their latest report card, the American Society of Civil Engineers
gave my own home State's roads and transit a D-minus. Sadly,
Pennsylvania has the largest number of crumbling bridges in our Nation,
at over 5,000. This is simply unacceptable.
With the highway trust fund running out of funds, we must act to
ensure that important projects continue, that workers stay on the job,
and that we do not fall further behind. But the bill before us is a
temporary fix. Instead, this Congress should act on a robust
transportation bill--not for a few months, but for years--a plan that
will not only create jobs now but will help ensure our economic
competitiveness and economic growth locally and nationally for years to
come. We should do our job and pass a fully funded 6-year Federal
transportation and infrastructure bill this year.
Putting this off does not make it easier. It does not build a
stronger economy. While necessary, this bill is another missed
opportunity by House Republicans who are short on vision, too willing
to rely on fiscal gimmicks, and unable to find common ground to get the
bill done--and done right.
Mr. CAMP. I reserve the balance of my time.
Mr. BLUMENAUER. Mr. Speaker, may I inquire as to the remaining time?
The SPEAKER pro tempore (Mr. Latham). The gentleman from Oregon has
5\1/4\ minutes remaining, and the gentleman from Michigan has 11
minutes remaining.
Mr. BLUMENAUER. Mr. Speaker, I yield 1\1/2\ minutes to the gentleman
from Illinois (Mr. Danny K. Davis), a valued member of our Ways and
Means Committee.
Mr. DANNY K. DAVIS of Illinois. I thank the gentleman from Oregon for
yielding.
Mr. Speaker, I had hoped that we would be here passing a long-term
transportation plan. Unfortunately, that is not the case.
However, I support H.R. 5021 as an initial step in strengthening the
American infrastructure. This bill obviously provides immediate help to
prevent default of the highway trust fund and prevents impending delays
in transportation. Mr. Speaker, 30,000 people will continue to work in
my State as a result of this bill and its passage.
So I commend us for at least reaching this agreement, keeping things
moving, and I urge its passage.
Mr. CAMP. I yield myself such time as I may consume.
Mr. Speaker, I would like to submit for the Record a letter from the
Associated General Contractors of America in support of H.R. 5021 and
urging its passage.

The Associated General

Contractors of America,

Arlington, VA, July 15, 2014.
Re Support H.R. 5021, the Highway and Transportation Funding
Act of 2014

Hon. John Boehner,
House of Representatives,
Washington, DC.
Dear Representative Boehner: On behalf of the Associated
General Contractors of America (AGC), I urge you to support
H.R. 5021, the Highway and Transportation Funding Act of
2014.
The Highway Trust Fund is running on fumes. The United
States Department of Transportation (DOT) recently announced
they will initiate cash management procedures for programs
funded out of the Highway Account of the trust fund on August
1, 2014. This will force DOT to delay reimbursements to state
departments of transportation for projects under construction
or, in some cases, already completed. Further, if no
additional revenue is found, the trust fund will not be able
to support any new projects in 2015.
Bipartisan action is required to give states the funding
certainty they need to issue highway construction contracts
and to give the 10,000 construction firms engaged in highway,
road and bridge construction the confidence they need to make
hiring and capital investment decisions at the peak of the
summer highway construction season. Providing revenue for the
Highway Trust Fund will also guarantee the federal government
can meet its obligations to reimburse states for highway and
bridge construction projects already underway.
The looming insolvency of the Highway Trust Fund and the
lack of long-term authorization stifles the economic impact
of road construction. It undermines states' ability to best
plan and manage their highway, bridge and transit
construction programs It also stretches state budgets and may
increase their borrowing costs.
To that end, AGC urges the House to pass bipartisan
legislation that can provide the certainty states need to
make investment decisions and the industry needs to make
critical business decisions. Focus must then turn to finding
a bipartisan, bicameral solution this year to fund a multi-
year reauthorization of MAP-21.
Sincerely,

Jeffrey D. Shoaf,

Senior Executive Director,
Government Affairs.

Mr. CAMP. I reserve the balance of my time.
Mr. BLUMENAUER. Mr. Speaker, I yield 2 minutes to the gentleman from
Texas (Mr. Doggett), an eloquent spokesperson for rebuilding and
renewing America.
Mr. DOGGETT. I thank the gentleman for yielding.
Mr. Speaker, today really demonstrates the House Republican fear of
even trying. Their guiding strategic principle in this Congress is to
do nothing and to be sure that no one else can do anything; and when
they are eventually overwhelmed by a self-created crisis, as they have
done with our transportation system, then to do next to nothing.
Bridges can literally fall down, highways crumble, public
transportation systems are hobbled, but the House Republicans continue
to reject a normal reauthorization of the Transportation Act of the
type that, for decades, had broad bipartisan support in this House.
The only thing bipartisan about this last-gasp desperate effort to
prevent a stoppage of transportation projects and the various groups
that have endorsed it is that, after having had presented as a
purported serious proposal by House Republicans that the way to stop
the traffic slowdown was to have a mail or postal slowdown to finance
it, they see this as a chance finally to at least prevent temporarily a
total shutdown of our transportation project system. And so they are
going along with it. I am not.
I realize that to have a sound transportation system, you can't do it
week to week or month to month. There has to be some long-term
planning. These bridges cannot repair themselves. These potholes don't
fill themselves. We often hear that freedom is not free. Well, neither
are freeways.
We have to have the revenue to have the kind of responsible national
transportation system of the type that Dwight Eisenhower once provided
the lead on when there was bipartisan support for reasonable public
investment. Our competitors understand this. They are out there
designing a 21st century transportation system that will be
competitive, and we are being left in the potholes.
It is essential that we have a long-term bill, not this type of
stopgap measure.
Mr. CAMP. Mr. Speaker, I reserve the balance of my time.
Mr. BLUMENAUER. I yield myself the remainder of the time.
I appreciate my friend from Michigan putting into the Record what can
only be regarded as reluctant letters of support. I wish that some of
my colleagues would have had time to look at it. It is not a ringing
endorsement of what is before us. It is a reluctant acknowledgement
that that is all we have time for, that is all the Republicans will
allow.
I have worked with those groups, with the road builders, with the
Chamber, with the AFL-CIO, with the contractors, with elements large
and small, local governments, transit. They are unanimous in their
effort, in their regard that we should deal with this in the big
picture. A number of them had letters before the Ways and Means
Committee that it should be done this year, not kicked forward. That is
why I asked our Republican chairman to allow us to hear from these
people.
If we would have heard from Peter Ruane from the Road Builders in
person; Tom Donohue from the Chamber; Rich Trumka from the AFL-CIO;
Terence O'Sullivan, the eloquent leader of the Laborers'; from the AAA
and the truckers, Bill Graves, they wouldn't endorse this approach.
They would be

[[Page H6257]]

talking about our getting down to business. But the Republicans would
not allow us a hearing, not for 43 months. So they are reduced to
offering tepid letters of support so the whole system doesn't fall
apart.
Mr. Speaker, I would respectfully suggest that those are not a reason
to move forward with this legislation and be happy. It is a sad
commentary that this is the best that the Republicans think they can
give us.
Those road groups who depend on moving freight, maintaining roads,
who care about the health and well-being of our communities deserve
better. Our families deserve better. The economy deserves better.
I hope that we will, in a moment, have a motion to recommit that will
shorten the amount of time that we let this Congress off the hook and
make sure that we don't adjourn this Congress without doing our job.
I yield back the balance of my time.
Mr. CAMP. Mr. Speaker, I yield such time as he may consume to the
distinguished gentleman from Alaska (Mr. Young).
Mr. YOUNG of Alaska. I thank the gentleman for yielding.
Mr. Speaker, I would like to go through history. The former chairman
of the Infrastructure Committee on the last large highway bill,
SAFETEA-LU, that was passed, I had a dear friend from Minnesota named
Jim Oberstar who served beside me and worked with me to write that
piece of legislation. Finally, he became the chairman. What is
impressive about that, this gentleman had more knowledge about
transportation probably than anyone in this House has ever had,
including myself.
I will tell you what was the biggest disappointment of his life is he
wanted to write a transportation bill, a long-term transportation bill,
and fund it. And guess who said no. Our President, Mr. Obama. His
Secretary, a dear friend of mine, came down and said there is no way we
are going to pass a long-term bill with full funding. He did not
support Jim Oberstar.
What I wanted to do was to fully fund it, and I was opposed then by
the seated President, George W. Bush.
In fact, if Mr. Oberstar had the opportunity, with the Senate being
in the control of the President's party and the House being in the
control of the President's party, we would not be here today. We would
have infrastructure, bar none. We wouldn't be discussing what we are
doing today.
This measure today is a stopgap measure. But this Congress has to
wake up, and the President should have woken up then when he had
control to pass legislation for the infrastructure of this country.
So, when we get accused on this side of not doing anything and making
a stopgap measure, go back through history. This President has failed
to recognize the importance. And for those interest groups, they should
have been on him at that time in support of Mr. Oberstar.
So, Mr. Speaker, I say respectfully, this is a two-way street. We
have to understand this is a really important piece of legislation to
keep us going, but then we have to solve it permanently. Let's be
leaders on infrastructure, which we do not have down on Pennsylvania
Avenue right now at this time.
Mr. CAMP. Mr. Speaker, I yield myself such time as I may consume.
I would add to the gentleman from Alaska's remarks by saying the Ways
and Means Committee proposed a tax reform discussion draft that
actually funded the highway trust fund for 8 years. Now my friends on
the other side would like to shorten this temporary measure, which goes
through the end of May, to just go through the end of December, and
that is wrong for a couple of reasons.
First, the Senate bill that is being considered has the same length
of time as the current House bill, so that would be out of step with
the direction that the Senate is trying to go. We are obviously trying
to form a bipartisan, bicameral piece of legislation here.
The second is that, if we only were to pass this along for a few
months, all of the problems that the Members on the other side talked
about would only be made worse, that is, there would not be the ability
to plan over the winter, for example, for spring construction projects.
To just extend it for a few months, again, makes it so temporary and so
short that you would immediately have companies, States, employers
hedging their bets on whether funding is going to continue after that
time.
The construction season isn't just in the good months of the year, it
also goes through the winter, and that is why it is so important that
we get through the end of May to June 1 to give the Congress time to
really come up with a long-term solution, which clearly everyone
prefers on both sides.
So with that, I urge support for the legislation and yield back the
balance of my time.
Mr. RYAN of Wisconsin. Mr. Speaker, the Department of Transportation
reports that the Highway Trust Fund will be unable to fully fund
critical, ongoing highway programs as soon as August. This crisis stems
from a fundamental mismatch between trust fund revenues and highway
program spending that predates enactment of the last surface
transportation reauthorization that Congress enacted. Since 2008,
Congress has bailed out the Highway Trust Fund with more than $54
billion in transfers.
H.R. 5021 provides the necessary funds to keep the federal highway
and transit programs running while Congress develops legislation to set
these programs on a sound financial footing for the long term. I look
forward to working with my colleagues to address the systematic factors
that have been driving the Highway Trust Fund's bankruptcy.
Importantly, this bill follows a House budget rule that requires
general fund transfers to the trust fund to be fully offset. It should
not become a recurring practice for taxpayers to bail out the highway
and transit programs because Congress and the President are unable to
make the changes necessary to avoid future trust fund insolvency.
My primary concern is with using pension smoothing as an offset.
Based on CBO scoring, the bill produces ten-year savings through
changing pension law, but these changes will likely be more than offset
by greater federal obligations in the future. Ultimately, allowing
additional smoothing now increases future liabilities for the taxpayer
guarantee of private-sector pensions. In addition, we are increasingly
using 10 years of savings to offset one year of costs as this bill
does. It is progress to offset these costs, but we need to be reducing
spending and deficits and when we increase spending, we should be
offsetting the cost in as short a timeframe as possible.
Again, I look forward to working with my colleagues on legislation
that will set the Highway Trust Fund on a sustainable path going
forward, so that we can avoid the kind of stop-gap legislation we are
considering today.
Ms. BROWN of Florida. Mr. Speaker, I'm glad that the House is
restoring a little sanity to this body by bringing up a clean extension
of our nation's Surface Transportation Programs. These programs are too
critical to our economy to become a political issue. The short-term
Highway Trust Fund extension that the House is voting on today will
keep workers on the job this summer and fall fixing our bridges,
operating our transit systems and making our highways safer.
Unfortunately, we're already behind the 8 Ball in preparing for surface
reauthorization and have some serious work to do in deciding how we are
going to fund the future of transportation in this country.
Developing a bill based on strong policy is always the best way to
write legislation, but the most critical part of developing this next
reauthorization bill is clearly finding a way to pay for it. Without
that everything else is just talk.
As we prepare for reauthorization of MAP-21 we need to get serious
about funding our nation's transportation system. We can't continue to
provide grossly inadequate funding for our nation's infrastructure.
We're failing to keep pace with our international competitors who are
investing heavily in infrastructure, particularly rail infrastructure
to move people, goods, and services in their countries. I agree we need
to squeeze out every bit of efficiency we can through improved
technology and innovation, but we are kidding ourselves if we don't
think it will take a significant investment in our nation's
infrastructure to truly solve the congestion problems we are facing.
The Transportation and Infrastructure Committee needs to take the
bull by the horns and decide how we are going to fund all forms of
transportation for the future. Our committee needs to have all possible
options on the table to address our current shortfalls. The American
Society of Civil Engineers has given our nation infrastructure a D
grade. That is unacceptable for the greatest county in the world.
Transportation and Infrastructure funding is absolutely critical to
the nation, and, if properly funded, serves as a tremendous economic
and job creator. In fact, Department of Transportation (DOT) statistics
show that for every

[[Page H6258]]

$1 billion invested in transportation infrastructure, 44,000 jobs are
created, as is $6.2 billion in economic activity.
So, as the Transportation & Infrastructure committee prepares the
next transportation reauthorization bill, I hope we can develop a long
term bill with dedicated funding source for all modes of transportation
so we can improve our nation's infrastructure, create jobs and improve
the economy, and provide new and innovative transportation options for
the traveling public.
Mr. DINGELL. Mr. Speaker, I rise in reluctant support of H.R. 5021,
the Highway and Transportation Funding Act of 2014. Once again,
Congress has failed to lead on a critical issue that impacts the lives
of every American. We need to make bold investments in our
transportation infrastructure, which is currently in a state of
disrepair. It should be embarrassing to every member of Congress that
the American Society of Civil Engineers recently gave our nation's
infrastructure a grade of ``D+.''
Instead of working towards a multi-year reauthorization of our
surface transportation programs, which expire on September 30, 2014,
Congress is once again kicking the can down the road. If Congress does
not act to replenish the Highway Trust Fund, payments to states for
transportation projects would be cut drastically. This would have
detrimental impacts on our already modest efforts to improve our
infrastructure and we must not allow this to occur. While I am
disappointed in the lack of progress made on a permanent solution to
this problem, I support this measure as a way to avoid catastrophe.
While Congress plays an important role in funding transportation
infrastructure projects, states have an obligation in this area as
well. I'm extremely disappointed that the Michigan State Legislature
adjourned for the summer without reaching agreement on funding ongoing
road projects in Michigan. All of our leaders, from Congress down to
states, cities, and municipalities, need to make infrastructure
spending a top priority rather than continuing to play politics with
this issue.
While I urge adoption of this measure, I also hope my colleagues will
join me in having a serious discussion about how to provide a long-term
fix to our nation's infrastructure problems. Our constituents demand
action on this critical issue.
Mrs. NEGRETE McLEOD. Mr. Speaker, I support efforts by Congress to
continue funding the Highway Trust Fund. This fund provides $3.2
billion of necessary resources for building and maintaining
California's transportation system and growing the state's economy.
With the passage of H.R. 5021, San Bernardino County's Omnitrans will
be able to move forward with the purchase of 15 new transit buses to
link the cities of Fontana, Ontario, Montclair, and Pomona. Projects
like this are crucial to the local economy and construction projects
across California's 35th Congressional District will continue through
spring of next year.
This short term investment is an important first step, but it is time
we make significant long term investments in the country's
infrastructure and Congress must now take up The GROW AMERICA Act. This
legislation is a four year reauthorization proposal that provides
increased and stable funding for our nation's highways, bridges, mass
transits, and rail systems. This will provide critical investments to
fix our failing roads and crumbling bridges to ensure the safety of our
transportation systems. Sixty five percent of America's infrastructure
is rated in less than good condition and one in four bridges requires
significant repair. Congress must act now by investing in our
infrastructure to increase safety, build our nation's transportation
workforce, and increase opportunity for the middle class.
This legislation will provide $5 billion in funding over four years
for the Transportation Investment Generating Economic Recovery Act. The
TIGER grant program will continue to be available for another four
years, extending successful transportation projects that serve the
diverse travel and goods movement to meet the needs or the residents
and businesses of California.
The GROW AMERICA Act will also empower regional and local communities
to make transportation investments that support the growth of the
economy and quality of life of the residents of California's 35th
Congressional District. According to the Department of Transportation
only 8 percent of federal highway dollars are now controlled by
regional and local interests and additional authority over resources at
the local level would increase the success of our transportation
investments. This will ensure the public and interested parties can
participate in the early development of transportation plans and review
alternative development scenarios. Lastly, The GROW AMERICA Act will
adopt local performance-based decision making to ensure regional
priorities drive investment decisions and by implementing measures to
reduce the amount of time to break ground on local projects.
This input from local stakeholders is very important for the
communities I represent in the 35th Congressional District of
California. As a major freight corridor for Burlington Northern-Santa
Fe and Union Pacific Railroads, San Bernardino County needs additional
investment in grade separation projects to reduce traffic congestion.
It often loses out on infrastructure grants to larger metropolitan
areas. The GROW AMERICA Act will take our role as a freight corridor
into account when determining funding for the Inland Empire.
Again, I commend today's efforts to continue funding the Highway
Trust Fund, but it is clear that the success of our economy relies on
the strength of our infrastructure. I urge Congress take up the GROW
AMERICA Act and make the critical transportation investments needed to
create jobs and increase opportunity in California.
The SPEAKER pro tempore. Pursuant to House Resolution 669, the
previous question is ordered on the bill, as amended.
The question is on the engrossment and third reading of the bill.
The bill was ordered to be engrossed and read a third time, and was
read the third time.

{time} 1615

Motion to Recommit

Mr. BLUMENAUER. Mr. Speaker, I have a motion to recommit at the desk.
The SPEAKER pro tempore. Is the gentleman opposed to the bill?
Mr. BLUMENAUER. I am, in its current form.
The SPEAKER pro tempore. The Clerk will report the motion to
recommit.
The Clerk read as follows:

Mr. Blumenauer moves to recommit the bill H.R. 5021 to the
Committee on Transportation and Infrastructure with
instructions to report the same back to the House forthwith
with the following amendment:
At the end of title I, add the following:

Subtitle E--Modification of Extension Period

SEC. 1401. EXTENSION OF PROGRAMS THROUGH DECEMBER 31, 2014.

In this title, including the amendments made by this title
any reference to ``May 31, 2015'' shall be treated as a
reference to ``December 31, 2014''.
Add at the end of the bill the following:

TITLE III--SENSE OF HOUSE OF REPRESENTATIVES

SEC. 3001. SENSE OF HOUSE OF REPRESENTATIVES REGARDING NEED
TO PASS LONG-TERM TRANSPORTATION FUNDING BILL.

(a) Findings.--The House of Representatives finds the
following:
(1) The Highway Trust Fund is projected to become insolvent
before the end of the fiscal year.
(2) The user-fee principle upon which the Highway Trust
Fund was established is eroding.
(3) Since 2008, Congress has transferred $54 billion from
the general fund to the Highway Trust Fund.
(4) The primary funding mechanisms for the Highway Trust
Fund have not been fundamentally addressed since 1993.
(5) Due to a decline in per capita miles driven, a decline
in the purchasing power of highway excise taxes, and
increased fuel efficiency, Highway Trust Fund revenues have
not kept pace with the needs of United States infrastructure.
(6) United States infrastructure is falling behind the rest
of the world.
(7) In 2013, the United States was ranked 25th globally in
overall infrastructure quality.
(8) Short-term surface transportation extensions increase
costs of transportation projects, limit the ability of state
and local governments to plan infrastructure improvement, and
ultimately have resulted in the degradation of United States
infrastructure.
(b) Sense of House.--It is the sense of the House of
Representatives that--
(1) any long-term transportation reauthorization bill
should, at a minimum, fund infrastructure spending at least
to current levels plus inflation through fiscal year 2020,
and
(2) by the end of calendar year 2014, the Committee on Ways
and Means and Committee on Transportation and Infrastructure
of the House of Representatives should each report
legislation reauthorizing the surface transportation programs
within their respective jurisdictions, and the House of
Representatives should pass a long-term surface
reauthorization bill to ensure the sustainability of the
Highway Trust Fund and improve United States infrastructure.
In section 2001, strike ``June 1, 2015'' each place it
appears and insert ``January 1, 2015''.
In the quoted matter proposed to be inserted by section
2002(a), strike the first dollar amount and insert
``$5,550,000,000''.
In the quoted matter proposed to be inserted by section
2002(a), strike the second dollar amount and insert
``$1,450,000,000''.
Strike section 2003 and insert the following (and
redesignate the succeeding section accordingly):

[[Page H6259]]

SEC. 2003. CLARIFICATION OF 6-YEAR STATUTE OF LIMITATIONS IN
CASE OF OVERSTATEMENT OF BASIS.

(a) In General.--Subparagraph (B) of section 6501(e)(1) of
the Internal Revenue Code of 1986 is amended--
(1) by striking ``and'' at the end of clause (i), by
redesignating clause (ii) as clause (iii), and by inserting
after clause (i) the following new clause:
``(ii) An understatement of gross income by reason of an
overstatement of unrecovered cost or other basis is an
omission from gross income; and'', and
(2) by inserting ``(other than in the case of an
overstatement of unrecovered cost or other basis)'' in clause
(iii) (as so redesignated) after ``In determining the amount
omitted from gross income''.
(b) Effective Date.--The amendments made by this section
shall apply to--
(1) returns filed after the date of the enactment of this
Act, and
(2) returns filed on or before such date if the period
specified in section 6501 of the Internal Revenue Code of
1986 (determined without regard to such amendments) for
assessment of the taxes with respect to which such return
relates has not expired as of such date.

SEC. 2004. ADDITIONAL INFORMATION ON RETURNS RELATING TO
MORTGAGE INTEREST.

(a) In General.--Paragraph (2) of section 6050H(b) of the
Internal Revenue Code of 1986 is amended by striking ``and''
at the end of subparagraph (C), by redesignating subparagraph
(D) as subparagraph (I), and by inserting after subparagraph
(C) the following new subparagraphs:
``(D) the unpaid balance with respect to such mortgage,
``(E) the address of the property securing such mortgage,
``(F) information with respect to whether the mortgage is a
refinancing that occurred in such calendar year,
``(G) the amount of real estate taxes paid from an escrow
account with respect to the property securing such mortgage,
and
``(H) the date of the origination of such mortgage, and''.
(b) Payee Statements.--Subsection (d) of section 6050H of
the Internal Revenue Code of 1986 is amended by striking
``and'' at the end of paragraph (1), by striking the period
at the end of paragraph (2) and inserting ``, and'', and by
inserting after paragraph (2) the following new paragraph:
``(3) the information required to be included on the return
under subparagraphs (D), (E), and (F) of subsection
(b)(2).''.
(c) Effective Date.--The amendments made by this section
shall apply to returns and statements the due date for which
(determined without regard to extensions) is after December
31, 2015.

SEC. 2005. PENALTY FOR FAILURE TO MEET DUE DILIGENCE
REQUIREMENTS FOR THE CHILD TAX CREDIT.

(a) In General.--Section 6695 of the Internal Revenue Code
of 1986 is amended by adding at the end the following new
subsection:
``(h) Failure to Be Diligent in Determining Eligibility for
Child Tax Credit.--Any person who is a tax return preparer
with respect to any return or claim for refund who fails to
comply with due diligence requirements imposed by the
Secretary by regulations with respect to determining
eligibility for, or the amount of, the credit allowable by
section 24 shall pay a penalty of $500 for each such
failure.''.
(b) Effective Date.--The amendment made by this section
shall apply to taxable years beginning after December 31,
2014.
At the end of title I, as amended, add the following:

SEC. 1402. CONFORMING AMENDMENTS.

(a) In General.--In this title, including the amendments
made by this title--
(1) any reference to a dollar amount relating to the period
beginning on October 1, 2014, and ending on May 31, 2015,
shall be treated as a reference to that dollar amount
multiplied by 0.3786008230453; and
(2) any reference to ``\243/365\'' shall be treated as a
reference to ``\92/365\''.
(b) Exception.--Subsection (a)(1) shall not apply to the
dollar amount referred to in the matter proposed to be
inserted by section 1001(c)(3)(B)(ii).

Mr. BLUMENAUER (during the reading). Mr. Speaker, I ask unanimous
consent to suspend the reading.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Oregon?
Mr. SHUSTER. I object.
The SPEAKER pro tempore. Objection is heard.
Mr. SHUSTER. Mr. Speaker, I reserve a point of order against the
motion to recommit.
The SPEAKER pro tempore. A point of order is reserved.
The Clerk will read.
The Clerk continued to read.
Mr. SHUSTER (during the reading). Mr. Speaker, I ask unanimous
consent to dispense with the reading.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Pennsylvania?
There was no objection.
The SPEAKER pro tempore. Pursuant to the rule, the gentleman from
Oregon is recognized for 5 minutes in support of his motion.
Mr. BLUMENAUER. Mr. Speaker, this may be the last chance Congress has
to honor our commitments to provide answers about transportation
funding and develop a framework that will guide the Federal partnership
that has meant so much. The motion won't kill the bill, and it won't
delay the bill. It simply reduces the funding to the amount necessary
for Congress to do its job before we adjourn for the year. It is so
that we cannot duck our responsibilities and hand this off not to the
next Congress but to the Congress after that.
Make no mistake, Mr. Speaker, in May of next year there will be no
transportation bill, there will be no funding, and Congress will be
even more nervous and confused with a transportation problem that will
be more complex. It will be more expensive, and the politics, I am sad
to say, will be harder, not easier.
My good friend, the chair of the Ways and Means Committee, does have
a proposal. He has never had a hearing on it. And it was dismissed when
it was announced by his own Speaker, if I quote: ``Blah, blah, blah.''
This is a sad moment for me. But it is not too late for us to do
something about it. We need to move forward and have a tighter
timetable. Let's finally have a hearing in Ways and Means. Let's have a
proposal going forward. I am perfectly willing to work in August to do
this. I would be happy for us to add days in September. We shouldn't
recess in October to campaign and leave a big question mark. It is true
that it takes time to put these things together, but we won't be
putting it together next spring, mark my words.
The Republicans need to enable us to find out where they stand. Will
they finally have a hearing on my friend Mr. Camp's proposal? Will they
slash the highway trust fund and abandon the responsibilities? Or will
they just use the Ryan budget and reduce transportation 30 percent over
the next 10 years and no new projects for 15 months?
Those are all legitimate issues. They deserve to have a day in court,
and if we get down to work, we could resolve it. I am confident we can
do it, and it will be just as easy, if not easier, to do now than
waiting until next year when the clock will be ticking, when half the
United States Senate will be running for President, and we will have a
new lineup, other than the Speaker, who may be happy to have avoided
it. It is not going to be any easier.
I respectfully suggest that we honor those 62 groups that want us to
move. Look, they would much rather have us do it this year.
We had infrastructure that was once the envy of the world. Now it is
a source of embarrassment. We are 27th in the world and sinking. Our
problems are getting more expensive, and they are getting harder. I
know how hard the job that the chair of the T&I Committee has. I
respect him, I respect the committee, but they need to know exactly how
much money they have got so they can fashion a bill, and if they did
that, they would be able to crank one out, I am confident, in a month
or two. But right now, after an entire Congress, they don't have a
bill. We don't have a bill.
Those 62 groups and organizations don't have a path. What they have
is a great big question mark next May when we start this all over
again. This shouldn't be a partisan argument. I disagreed when
President Bush shut it down. I disagreed that President Obama didn't
move forward, but it is not Republicans versus Democrats. It is not
House versus Senate. It is time for us to all come together and work as
the stakeholders would have us do.
In fact, we don't even have to have any courage. We can just follow
what those experts who represent truckers, AAA, local government, and
contractors have offered as guidance. Read the special commissions that
have reported to President Bush. This is not rocket science. It is
will, it is action, it is deciding exactly how much we are going to
spend and when.
Mr. Speaker, I would respectfully request that the House approve this
motion to recommit, give us enough time and money to avoid the summer
shutdown but not enough to let this Congress off the hook and hand it
off to the 115th or the 120th Congress, but we do our job so America
can do its.
Mr. Speaker, I yield back the balance of my time.

[[Page H6260]]

Mr. SHUSTER. Mr. Speaker, I withdraw my point of order and seek the
time in opposition to the motion.
The SPEAKER pro tempore. The reservation is withdrawn.
The gentleman from Pennsylvania is recognized for 5 minutes.
Mr. SHUSTER. Mr. Speaker, I do rise in opposition to the motion to
recommit, and I just want to say I have high regard and great respect
for the gentleman from Oregon and his passion for infrastructure. As
long as I have been here, he has certainly been a strong advocate.
Leaving the committee to go to Ways and Means, I know his passion is on
the Transportation Committee, but now he is on the committee that
certainly can help the process and move it forward.
But I strongly oppose this motion to recommit. It shortens the length
of the time of the extension, and I am afraid that putting all our eggs
in a lameduck basket will cause us great problems, and I don't believe
it will be successful. And then what do we do then? We are going to be
doing another short-term and another short-term extension. So
shortening the length is not appropriate, I believe.
I think this is the best strategy. It cuts funding. I don't believe
that that is in our interest. If we don't get this into next year, we
are going to lose that funding because somebody will take it for
something else, and if we are not successful in lameduck, then we are
going to be going into the next construction season and then we will
have trouble working out a solution to that when you cut the funding.
It also increases taxes, and that is something right now that I just
don't believe this country can accept.
We have an immediate, critical need to address the solvency of the
trust fund and extend the surface transportation law so that we can get
through this construction season and we can continue with the planning
season to move us into next year. I am confident that we are going to
be able to do something next year because I believe we have to do
something, not on just this issue, but on many issues that we have
kicked the can down the road.
As the distinguished former chairman of the Transportation Committee
pointed out, my colleagues, not Mr. Blumenauer, but many of my
colleagues on the other side, went and kicked the can down the road and
passed a massive stimulus bill that put about 5 or 6 or 7 percent of
that into highway funding when we all know that was where the need was.
Former Chairman Oberstar wanted to do a bill, but again, his own
party left him. His own party was irresponsible on that and, again,
passing a stimulus bill which I believe hasn't worked, and if it would
have been directed to transportation and to infrastructure, we would
see a very, very different economy today.
I also add that extending these programs through May in no way
precludes Congress from continuing to work on addressing a long-term
funding solution--which I believe we have to do. It in no way precludes
us from moving on a long-term reauthorization bill, which we continue
to work on in the committee, and which is a top priority for the
Transportation and Infrastructure Committee.
However, I believe this legislation is the responsible solution at
the time and ensures we don't play politics with these programs, and it
enables us to continue to make improvements to our surface
transportation system.
So, Mr. Speaker, I strongly oppose this motion. I urge my colleagues
to vote ``no'', and I yield back the balance of my time.
The SPEAKER pro tempore. Without objection, the previous question is
ordered on the motion to recommit.
There was no objection.
The SPEAKER pro tempore. The question is on the motion to recommit.
The question was taken; and the Speaker pro tempore announced that
the noes appeared to have it.
Mr. BLUMENAUER. Mr. Speaker, on that I demand the yeas and nays.
The yeas and nays were ordered.
The SPEAKER pro tempore. Pursuant to clause 9 of rule XX, the Chair
will reduce to 5 minutes the minimum time for any electronic vote on
the question of passage of the bill.
The vote was taken by electronic device, and there were--yeas 193,
nays 227, not voting 12, as follows:

[Roll No. 413]

YEAS--193

Barber
Bass
Beatty
Becerra
Bera (CA)
Bishop (GA)
Bishop (NY)
Blumenauer
Bonamici
Brady (PA)
Braley (IA)
Brown (FL)
Brownley (CA)
Bustos
Butterfield
Capps
Capuano
Cardenas
Carson (IN)
Cartwright
Castor (FL)
Castro (TX)
Chu
Cicilline
Clark (MA)
Clarke (NY)
Clay
Cleaver
Clyburn
Cohen
Connolly
Conyers
Cooper
Costa
Courtney
Crowley
Cuellar
Cummings
Davis (CA)
Davis, Danny
DeFazio
DeGette
Delaney
DeLauro
DelBene
Deutch
Dingell
Doggett
Doyle
Duckworth
Edwards
Ellison
Engel
Enyart
Eshoo
Esty
Farr
Fattah
Foster
Frankel (FL)
Fudge
Gabbard
Gallego
Garamendi
Garcia
Grayson
Green, Al
Green, Gene
Grijalva
Gutierrez
Hahn
Hastings (FL)
Heck (WA)
Higgins
Himes
Hinojosa
Holt
Honda
Horsford
Hoyer
Huffman
Israel
Jackson Lee
Jeffries
Johnson (GA)
Johnson, E. B.
Kaptur
Keating
Kelly (IL)
Kennedy
Kildee
Kilmer
Kind
Kirkpatrick
Kuster
Langevin
Larsen (WA)
Larson (CT)
Lee (CA)
Levin
Lewis
Lipinski
Loebsack
Lofgren
Lowenthal
Lowey
Lujan Grisham (NM)
Lujan, Ben Ray (NM)
Lynch
Maffei
Maloney, Carolyn
Maloney, Sean
Matsui
McCarthy (NY)
McCollum
McDermott
McGovern
McIntyre
McNerney
Meeks
Meng
Miller, George
Moore
Moran
Murphy (FL)
Nadler
Napolitano
Neal
Negrete McLeod
Nolan
O'Rourke
Owens
Pallone
Pascrell
Pastor (AZ)
Payne
Pelosi
Perlmutter
Peters (CA)
Peters (MI)
Peterson
Pingree (ME)
Pocan
Polis
Price (NC)
Quigley
Rahall
Rangel
Richmond
Roybal-Allard
Ruiz
Ruppersberger
Ryan (OH)
Sanchez, Linda T.
Sanchez, Loretta
Sarbanes
Schakowsky
Schiff
Schneider
Schrader
Schwartz
Scott (VA)
Scott, David
Serrano
Sewell (AL)
Shea-Porter
Sherman
Sinema
Sires
Slaughter
Smith (WA)
Speier
Swalwell (CA)
Takano
Thompson (CA)
Thompson (MS)
Tierney
Titus
Tonko
Tsongas
Van Hollen
Vargas
Veasey
Vela
Velazquez
Visclosky
Walz
Wasserman Schultz
Waters
Waxman
Welch
Wilson (FL)
Yarmuth

NAYS--227

Aderholt
Amash
Amodei
Bachmann
Bachus
Barletta
Barr
Barrow (GA)
Barton
Benishek
Bentivolio
Bilirakis
Bishop (UT)
Black
Blackburn
Boustany
Brady (TX)
Bridenstine
Brooks (AL)
Brooks (IN)
Broun (GA)
Buchanan
Bucshon
Burgess
Calvert
Camp
Cantor
Capito
Carter
Cassidy
Chabot
Chaffetz
Clawson (FL)
Coble
Coffman
Cole
Collins (GA)
Collins (NY)
Conaway
Cook
Cotton
Cramer
Crawford
Crenshaw
Culberson
Daines
Denham
Dent
DeSantis
Diaz-Balart
Duffy
Duncan (SC)
Duncan (TN)
Ellmers
Farenthold
Fincher
Fitzpatrick
Fleischmann
Fleming
Flores
Forbes
Fortenberry
Foxx
Franks (AZ)
Frelinghuysen
Gardner
Garrett
Gerlach
Gibbs
Gibson
Gingrey (GA)
Gohmert
Goodlatte
Gosar
Gowdy
Granger
Graves (GA)
Graves (MO)
Griffin (AR)
Griffith (VA)
Grimm
Guthrie
Hall
Hanna
Harper
Harris
Hartzler
Hastings (WA)
Heck (NV)
Hensarling
Herrera Beutler
Holding
Hudson
Huelskamp
Huizenga (MI)
Hultgren
Hunter
Hurt
Issa
Jenkins
Johnson (OH)
Johnson, Sam
Jolly
Jones
Jordan
Joyce
Kelly (PA)
King (IA)
King (NY)
Kinzinger (IL)
Kline
Labrador
LaMalfa
Lamborn
Lance
Lankford
Latham
Latta
LoBiondo
Long
Lucas
Luetkemeyer
Lummis
Marchant
Marino
Massie
Matheson
McAllister
McCarthy (CA)
McCaul
McClintock
McHenry
McKeon
McKinley
McMorris Rodgers
Meadows
Meehan
Messer
Mica
Michaud
Miller (FL)
Miller (MI)
Mullin
Mulvaney
Murphy (PA)
Neugebauer
Noem
Nugent
Nunes
Olson
Palazzo
Paulsen
Pearce
Perry
Petri
Pittenger
Pitts
Poe (TX)
Pompeo
Posey
Price (GA)
Reed
Reichert
Renacci
Ribble
Rice (SC)
Rigell
Roby
Roe (TN)
Rogers (AL)
Rogers (KY)
Rogers (MI)
Rohrabacher
Rokita
Rooney
Ros-Lehtinen
Roskam
Ross
Rothfus
Royce
Runyan
Ryan (WI)
Salmon
Sanford
Scalise
Schock
Schweikert
Scott, Austin
Sensenbrenner
Sessions
Shimkus
Shuster
Simpson
Smith (MO)
Smith (NE)
Smith (NJ)
Smith (TX)
Stewart
Stivers
Stockman
Stutzman
Terry
Thompson (PA)
Thornberry
Tiberi
Tipton
Turner
Upton
Valadao
Wagner
Walberg
Walden
Walorski
Weber (TX)
Webster (FL)
Wenstrup
Westmoreland
Whitfield
Wilson (SC)
Wittman
Wolf
Womack
Woodall
Yoder
Yoho
Young (AK)
Young (IN)

[[Page H6261]]

NOT VOTING--12

Byrne
Campbell
Carney
Davis, Rodney
DesJarlais
Hanabusa
Kingston
Miller, Gary
Nunnelee
Rush
Southerland
Williams

{time} 1652

Messrs. FORTENBERRY, REICHERT, FINCHER, and DUNCAN of South Carolina
changed their vote from ``yea'' to ``nay.''
Mrs. KIRKPATRICK, Ms. ROYBAL-ALLARD, Messrs. YARMUTH and CLEAVER
changed their vote from ``nay'' to ``yea.''
So the motion to recommit was rejected.
The result of the vote was announced as above recorded.
The SPEAKER pro tempore. The question is on the passage of the bill.
The question was taken; and the Speaker pro tempore announced that
the ayes appeared to have it.

Recorded Vote

Mr. BLUMENAUER. Mr. Speaker, I demand a recorded vote.
A recorded vote was ordered.
The SPEAKER pro tempore. This will be a 5-minute vote.
The vote was taken by electronic device, and there were--ayes 367,
noes 55, not voting 10, as follows:

[Roll No. 414]

AYES--367

Aderholt
Amodei
Bachmann
Bachus
Barber
Barletta
Barr
Barrow (GA)
Barton
Bass
Beatty
Becerra
Benishek
Bentivolio
Bera (CA)
Bilirakis
Bishop (GA)
Bishop (NY)
Bishop (UT)
Black
Blackburn
Bonamici
Boustany
Brady (PA)
Brady (TX)
Braley (IA)
Brooks (IN)
Brown (FL)
Brownley (CA)
Buchanan
Bucshon
Burgess
Bustos
Butterfield
Calvert
Camp
Cantor
Capito
Capps
Capuano
Cardenas
Carson (IN)
Cartwright
Cassidy
Castor (FL)
Castro (TX)
Chaffetz
Chu
Cicilline
Clark (MA)
Clarke (NY)
Cleaver
Clyburn
Coble
Coffman
Cohen
Cole
Collins (NY)
Conaway
Connolly
Conyers
Cook
Cooper
Costa
Cotton
Courtney
Cramer
Crawford
Crenshaw
Crowley
Cuellar
Culberson
Cummings
Daines
Davis (CA)
Davis, Danny
Davis, Rodney
DeFazio
DeGette
Delaney
DeLauro
DelBene
Denham
Dent
Deutch
Diaz-Balart
Dingell
Doyle
Duckworth
Duffy
Duncan (TN)
Edwards
Ellison
Ellmers
Engel
Enyart
Eshoo
Esty
Farenthold
Farr
Fattah
Fincher
Fitzpatrick
Fleischmann
Fleming
Flores
Forbes
Fortenberry
Foster
Frankel (FL)
Frelinghuysen
Fudge
Gabbard
Gallego
Garamendi
Garcia
Gardner
Gerlach
Gibbs
Gibson
Gingrey (GA)
Goodlatte
Granger
Graves (GA)
Graves (MO)
Grayson
Green, Al
Green, Gene
Griffin (AR)
Griffith (VA)
Grijalva
Grimm
Guthrie
Hahn
Hanna
Harper
Hartzler
Hastings (FL)
Hastings (WA)
Heck (NV)
Heck (WA)
Hensarling
Herrera Beutler
Higgins
Himes
Hinojosa
Holding
Honda
Horsford
Hoyer
Hudson
Huffman
Huizenga (MI)
Hunter
Hurt
Israel
Issa
Jackson Lee
Jeffries
Jenkins
Johnson (GA)
Johnson (OH)
Johnson, E. B.
Johnson, Sam
Jolly
Joyce
Kaptur
Keating
Kelly (IL)
Kelly (PA)
Kennedy
Kildee
Kilmer
Kind
King (IA)
King (NY)
Kinzinger (IL)
Kirkpatrick
Kline
Kuster
LaMalfa
Lance
Langevin
Larsen (WA)
Larson (CT)
Latham
Latta
Lee (CA)
Levin
Lewis
Lipinski
LoBiondo
Loebsack
Lofgren
Long
Lowenthal
Lowey
Lucas
Luetkemeyer
Lujan Grisham (NM)
Lujan, Ben Ray (NM)
Lynch
Maffei
Maloney, Carolyn
Maloney, Sean
Marchant
Marino
Massie
Matsui
McAllister
McCarthy (CA)
McCarthy (NY)
McCaul
McCollum
McGovern
McHenry
McIntyre
McKeon
McKinley
McMorris Rodgers
McNerney
Meehan
Meeks
Meng
Mica
Michaud
Miller (FL)
Miller (MI)
Moore
Moran
Mullin
Murphy (FL)
Murphy (PA)
Nadler
Napolitano
Neal
Negrete McLeod
Neugebauer
Noem
Nolan
Nunes
O'Rourke
Owens
Palazzo
Pallone
Pascrell
Pastor (AZ)
Paulsen
Payne
Pearce
Pelosi
Perlmutter
Perry
Peters (MI)
Peterson
Petri
Pingree (ME)
Pittenger
Pitts
Pocan
Poe (TX)
Polis
Price (GA)
Price (NC)
Quigley
Rahall
Rangel
Reed
Reichert
Renacci
Rice (SC)
Richmond
Rigell
Roby
Roe (TN)
Rogers (AL)
Rogers (KY)
Rogers (MI)
Rohrabacher
Rokita
Rooney
Ros-Lehtinen
Roskam
Ross
Rothfus
Roybal-Allard
Royce
Ruiz
Runyan
Ruppersberger
Rush
Ryan (OH)
Ryan (WI)
Sanchez, Linda T.
Sanchez, Loretta
Sarbanes
Scalise
Schakowsky
Schiff
Schneider
Schock
Schrader
Schwartz
Scott (VA)
Scott, David
Serrano
Sessions
Sewell (AL)
Shea-Porter
Sherman
Shimkus
Shuster
Simpson
Sinema
Sires
Slaughter
Smith (MO)
Smith (NE)
Smith (NJ)
Smith (TX)
Smith (WA)
Southerland
Speier
Stewart
Stivers
Swalwell (CA)
Takano
Terry
Thompson (CA)
Thompson (MS)
Thompson (PA)
Thornberry
Tiberi
Tierney
Tipton
Titus
Tonko
Tsongas
Turner
Upton
Valadao
Van Hollen
Vargas
Veasey
Vela
Velazquez
Visclosky
Wagner
Walberg
Walden
Walorski
Walz
Wasserman Schultz
Waxman
Webster (FL)
Wenstrup
Whitfield
Wilson (FL)
Wilson (SC)
Wittman
Wolf
Womack
Woodall
Yarmuth
Yoder
Young (AK)
Young (IN)

NOES--55

Amash
Blumenauer
Bridenstine
Brooks (AL)
Broun (GA)
Carter
Chabot
Clawson (FL)
Clay
Collins (GA)
DeSantis
Doggett
Duncan (SC)
Foxx
Franks (AZ)
Garrett
Gohmert
Gosar
Gowdy
Hall
Harris
Holt
Huelskamp
Hultgren
Jones
Jordan
Labrador
Lamborn
Lankford
Lummis
Matheson
McClintock
McDermott
Meadows
Messer
Miller, George
Mulvaney
Nugent
Olson
Peters (CA)
Pompeo
Posey
Ribble
Salmon
Sanford
Schweikert
Scott, Austin
Sensenbrenner
Stockman
Stutzman
Waters
Weber (TX)
Welch
Westmoreland
Yoho

NOT VOTING--10

Byrne
Campbell
Carney
DesJarlais
Gutierrez
Hanabusa
Kingston
Miller, Gary
Nunnelee
Williams

Announcement by the Speaker Pro Tempore

The SPEAKER pro tempore (during the vote). There are 2 minutes
remaining.

{time} 1659

Mr. RUSH changed his vote from ``no'' to ``aye.''
So the bill was passed.
The result of the vote was announced as above recorded.
A motion to reconsider was laid on the table.

____________________