[Congressional Record Volume 161, Number 110 (Wednesday, July 15, 2015)]
[House]
[Pages H5198-H5213]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




        HIGHWAY AND TRANSPORTATION FUNDING ACT OF 2015, PART II

  Mr. SHUSTER. Mr. Speaker, pursuant to House Resolution 362, I call up 
the bill (H.R. 3038) 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 362, the bill 
is considered read.
  The text of the bill is as follows:

                               H.R. 3038

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

     SECTION 1. SHORT TITLE; RECONCILIATION OF FUNDS; TABLE OF 
                   CONTENTS.

       (a) Short Title.--This Act may be cited as the ``Highway 
     and Transportation Funding Act of 2015, Part II''.
       (b) Reconciliation of Funds.--The Secretary of 
     Transportation shall reduce the amount apportioned or 
     allocated for a program, project, or activity under this Act 
     in fiscal year 2015 by amounts apportioned or allocated 
     pursuant to the Highway and Transportation Funding Act of 
     2014 and the Highway and Transportation Funding Act of 2015, 
     including the amendments made by such Acts, for the period 
     beginning on October 1, 2014, and ending on July 31, 2015.
       (c) Table of Contents.--The table of contents for this Act 
     is as follows:

Sec. 1. Short title; reconciliation of funds; 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. Modification of mortgage reporting requirements.
Sec. 2004. Consistent basis reporting between estate and person 
              acquiring property from decedent.
Sec. 2005. Clarification of 6-year statute of limitations in case of 
              overstatement of basis.
Sec. 2006. Tax return due dates.
Sec. 2007. Transfers of excess pension assets to retiree health 
              accounts.
Sec. 2008. Equalization of Highway Trust Fund excise taxes on liquefied 
              natural gas, liquefied petroleum gas, and compressed 
              natural gas.

                    TITLE III--ADDITIONAL PROVISIONS

Sec. 3001. Service fees.

           TITLE I--SURFACE TRANSPORTATION PROGRAM EXTENSION

                    Subtitle A--Federal-Aid Highways

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

       (a) In General.--Section 1001(a) of the Highway and 
     Transportation Funding Act of 2014 (128 Stat. 1840) is 
     amended by striking ``July 31, 2015'' and inserting 
     ``December 18, 2015''.
       (b) Authorization of Appropriations.--
       (1) Highway trust fund.--Section 1001(b)(1) of the Highway 
     and Transportation Funding Act of 2014 (128 Stat. 1840) is 
     amended to read as follows:
       ``(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)--
       ``(A) for fiscal year 2015, a sum equal to the total amount 
     authorized to be appropriated out of the Highway Trust Fund 
     (other than the Mass Transit Account) 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); and
       ``(B) for the period beginning on October 1, 2015, and 
     ending on December 18, 2015, \79/366\ of the total amount 
     authorized to be appropriated out of the Highway Trust Fund 
     (other than the Mass Transit Account) for programs, projects, 
     and activities for fiscal year 2015 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 striking ``each of fiscal years 2013 
     and 2014 and $24,986,301 out of the general fund of the 
     Treasury to carry out the program for the period beginning on 
     October 1, 2014, and ending on July 31, 2015'' and inserting 
     ``each of fiscal years 2013 through 2015 and $6,475,410 out 
     of the general fund of the Treasury to carry out the program 
     for the period beginning on October 1, 2015, and ending on 
     December 18, 2015''.
       (c) Use of Funds.--
       (1) In general.--Section 1001(c)(1) of the Highway and 
     Transportation Funding Act of 2014 (128 Stat. 1840) is 
     amended by striking ``(1) In general.--'' and all that 
     follows through ``to carry out programs'' and inserting the 
     following:
       ``(1) In general.--Except as otherwise expressly provided 
     in this subtitle, funds authorized to be appropriated under 
     subsection (b)(1)--
       ``(A) for fiscal year 2015 shall be distributed, 
     administered, limited, and made available for obligation in 
     the same manner and at the same levels as the amounts of 
     funds authorized to be appropriated out of the Highway Trust 
     Fund (other than the Mass Transit Account) for fiscal year 
     2014; and
       ``(B) for the period beginning on October 1, 2015, and 
     ending on December 18, 2015, shall be distributed, 
     administered, limited, and made available for obligation in 
     the same manner and at the same levels as \79/366\ of the 
     amounts of funds authorized to be appropriated out of the 
     Highway Trust Fund (other than the Mass Transit Account) for 
     fiscal year 2015,

     to carry out programs''.
       (2) 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 (2); and
       (ii) by striking paragraph (3) and inserting the following:
       ``(3) $40,256,000,000 for fiscal year 2015; and

[[Page H5199]]

       ``(4) $8,689,136,612 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.'';
       (B) in subsection (b)(12)--
       (i) by striking ``each of fiscal years 2013 through 2014'' 
     and inserting ``each of fiscal years 2013 through 2015''; and
       (ii) by striking ``, and for the period beginning on 
     October 1, 2014, and ending on July 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 \304/365\ for that 
     period'' and inserting ``, and for the period beginning on 
     October 1, 2015, and ending on December 18, 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 \79/366\ for that 
     period'';
       (C) in subsection (c)--
       (i) in the matter preceding paragraph (1) by striking 
     ``each of fiscal years 2013 through 2014 and for the period 
     beginning on October 1, 2014, and ending on July 31, 2015'' 
     and inserting ``each of fiscal years 2013 through 2015 and 
     for the period beginning on October 1, 2015, and ending on 
     December 18, 2015''; and
       (ii) in paragraph (2) in the matter preceding subparagraph 
     (A) by striking ``for the period beginning on October 1, 
     2014, and ending on July 31, 2015, that is equal to \304/365\ 
     of such unobligated balance'' and inserting ``for the period 
     beginning on October 1, 2015, and ending on December 18, 
     2015, that is equal to \79/366\ of such unobligated 
     balance'';
       (D) in subsection (d) in the matter preceding paragraph (1) 
     by striking ``2015'' and inserting ``2016''; and
       (E) in subsection (f)(1) in the matter preceding 
     subparagraph (A) by striking ``each of fiscal years 2013 
     through 2014 and for the period beginning on October 1, 2014, 
     and ending on July 31, 2015'' and inserting ``each of fiscal 
     years 2013 through 2015 and for the period beginning on 
     October 1, 2015, and ending on December 18, 2015''.

     SEC. 1002. ADMINISTRATIVE EXPENSES.

       Section 1002 of the Highway and Transportation Funding Act 
     of 2014 (128 Stat. 1842) is amended--
       (1) in subsection (a) by striking ``for administrative 
     expenses of the Federal-aid highway program $366,465,753 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015.'' and inserting ``for administrative expenses of 
     the Federal-aid highway program--
       ``(1) $440,000,000 for fiscal year 2015; and
       ``(2) $94,972,678 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''; and
       (2) by striking subsection (b)(2) and inserting the 
     following:
       ``(2) for fiscal year 2015 and for the period beginning on 
     October 1, 2015, and ending on December 18, 2015, subject to 
     the limitations on administrative expenses under the heading 
     `Federal Highway Administration' in appropriations Acts that 
     apply, respectively, to that fiscal year and period.''.

            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) by striking ``and'' at the end of subparagraph (B); and
       (B) by striking subparagraph (C) and inserting the 
     following:
       ``(C) $235,000,000 for fiscal year 2015; and
       ``(D) $50,724,044 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''.
       (2) Highway safety research and development.--Section 
     31101(a)(2) of MAP-21 (126 Stat. 733) is amended--
       (A) by striking ``and'' at the end of subparagraph (B); and
       (B) by striking subparagraph (C) and inserting the 
     following:
       ``(C) $113,500,000 for fiscal year 2015; and
       ``(D) $24,498,634 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''.
       (3) National priority safety programs.--Section 31101(a)(3) 
     of MAP-21 (126 Stat. 733) is amended--
       (A) by striking ``and'' at the end of subparagraph (B); and
       (B) by striking subparagraph (C) and inserting the 
     following:
       ``(C) $272,000,000 for fiscal year 2015; and
       ``(D) $58,710,383 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''.
       (4) National driver register.--Section 31101(a)(4) of MAP-
     21 (126 Stat. 733) is amended--
       (A) by striking ``and'' at the end of subparagraph (B); and
       (B) by striking subparagraph (C) and inserting the 
     following:
       ``(C) $5,000,000 for fiscal year 2015; and
       ``(D) $1,079,235 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''.
       (5) High visibility enforcement program.--
       (A) Authorization of appropriations.--Section 31101(a)(5) 
     of MAP-21 (126 Stat. 733) is amended--
       (i) by striking ``and'' at the end of subparagraph (B); and
       (ii) by striking subparagraph (C) and inserting the 
     following:
       ``(C) $29,000,000 for fiscal year 2015; and
       ``(D) $6,259,563 for the period beginning on October 1, 
     2015, and ending on December 18, 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 striking ``each of fiscal 
     years 2013 and 2014 and in the period beginning on October 1, 
     2014, and ending on July 31, 2015'' and inserting ``each of 
     fiscal years 2013 through 2015 and in the period beginning on 
     October 1, 2015, and ending on December 18, 2015''; and
       (ii) in the second sentence by striking ``each of fiscal 
     years 2013 and 2014 and in the period beginning on October 1, 
     2014, and ending on July 31, 2015,'' and inserting ``each of 
     fiscal years 2013 through 2015 and in the period beginning on 
     October 1, 2015, and ending on December 18, 2015,''.
       (6) Administrative expenses.--Section 31101(a)(6) of MAP-21 
     (126 Stat. 733) is amended--
       (A) by striking ``and'' at the end of subparagraph (B); and
       (B) by striking subparagraph (C) and inserting the 
     following:
       ``(C) $25,500,000 for fiscal year 2015; and
       ``(D) $5,504,098 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''.
       (b) Cooperative Research and Evaluation.--Section 403(f)(1) 
     of title 23, United States Code, is amended by striking 
     ``each fiscal year ending before October 1, 2014, and 
     $2,082,192 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 
     July 31, 2015,'' and inserting ``each fiscal year ending 
     before October 1, 2015, and $539,617 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, 2015, and ending on December 18, 2015,''.
       (c) Applicability of Title 23.--Section 31101(c) of MAP-21 
     (126 Stat. 733) is amended by striking ``fiscal years 2013 
     and 2014 and for the period beginning on October 1, 2014, and 
     ending on July 31, 2015,'' and inserting ``each of fiscal 
     years 2013 through 2015 and for the period beginning on 
     October 1, 2015, and ending on December 18, 2015,''.

     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 (9); and
       (2) by striking paragraph (10) and inserting the following:
       ``(10) $218,000,000 for fiscal year 2015; and
       ``(11) $47,054,645 for the period beginning on October 1, 
     2015, and ending on December 18, 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 (I); and
       (2) by striking subparagraph (J) and inserting the 
     following:
       ``(J) $259,000,000 for fiscal year 2015; and
       ``(K) $55,904,372 for the period beginning on October 1, 
     2015, and ending on December 18, 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 striking ``each of fiscal years 2013 and 2014 and 
     $24,986,301 for the period beginning on October 1, 2014, and 
     ending on July 31, 2015'' and inserting ``each of fiscal 
     years 2013 through 2015 and $6,475,410 for the period 
     beginning on October 1, 2015, and ending on December 18, 
     2015''.
       (2) Border enforcement grants.--Section 4101(c)(2) of 
     SAFETEA-LU (119 Stat. 1715) is amended by striking ``each of 
     fiscal years 2013 and 2014 and $26,652,055 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015'' 
     and inserting ``each of fiscal years 2013 through 2015 and 
     $6,907,104 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015''.
       (3) Performance and registration information system 
     management grant program.--Section 4101(c)(3) of SAFETEA-LU 
     (119 Stat. 1715) is amended by striking ``each of fiscal 
     years 2013 and 2014 and $4,164,384 for the period beginning 
     on October 1, 2014, and ending on July 31, 2015'' and 
     inserting ``each of fiscal years 2013 through 2015 and 
     $1,079,235 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015''.
       (4) Commercial vehicle information systems and networks 
     deployment program.--Section 4101(c)(4) of SAFETEA-LU (119 
     Stat. 1715) is amended by striking ``each of fiscal years 
     2013 and 2014 and $20,821,918 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015'' and inserting 
     ``each of fiscal years 2013 through 2015 and $5,396,175 for 
     the period beginning on October 1, 2015, and ending on 
     December 18, 2015''.
       (5) Safety data improvement grants.--Section 4101(c)(5) of 
     SAFETEA-LU (119 Stat. 1715) is amended by striking ``each of 
     fiscal years 2013 and 2014 and $2,498,630 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015'' 
     and inserting ``each of fiscal years 2013 through 2015 and 
     $647,541 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015''.
       (d) High-priority Activities.--Section 31104(k)(2) of title 
     49, United States Code, is

[[Page H5200]]

     amended by striking ``each of fiscal years 2006 through 2014 
     and up to $12,493,151 for the period beginning on October 1, 
     2014, and ending on July 31, 2015,'' and inserting ``each of 
     fiscal years 2006 through 2015 and up to $3,237,705 for the 
     period beginning on October 1, 2015, and ending on December 
     18, 2015,''.
       (e) New Entrant Audits.--Section 31144(g)(5)(B) of title 
     49, United States Code, is amended by striking ``per fiscal 
     year and up to $26,652,055 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015,'' and inserting 
     ``per fiscal year and up to $6,907,104 for the period 
     beginning on October 1, 2015, and ending on December 18, 
     2015,''.
       (f) Outreach and Education.--Section 4127(e) of SAFETEA-LU 
     (119 Stat. 1741) is amended by striking ``each of fiscal 
     years 2013 and 2014 and $3,331,507 to the Federal Motor 
     Carrier Safety Administration for the period beginning on 
     October 1, 2014, and ending on July 31, 2015,'' and inserting 
     ``each of fiscal years 2013 through 2015 and $863,388 to the 
     Federal Motor Carrier Safety Administration for the period 
     beginning on October 1, 2015, and ending on December 18, 
     2015,''.
       (g) Grant Program for Commercial Motor Vehicle Operators.--
     Section 4134(c) of SAFETEA-LU (49 U.S.C. 31301 note) is 
     amended by striking ``each of fiscal years 2005 through 2014 
     and $832,877 for the period beginning on October 1, 2014, and 
     ending on July 31, 2015,'' and inserting ``each of fiscal 
     years 2005 through 2015 and $215,847 for the period beginning 
     on October 1, 2015, and ending on December 18, 2015,''.

     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 striking ``each fiscal year through 2014 and for the 
     period beginning on October 1, 2014, and ending on July 31, 
     2015'' and inserting ``each fiscal year through 2015 and for 
     the period beginning on October 1, 2015, and ending on 
     December 18, 2015''; and
       (2) in subsection (b)(1)(A) by striking ``for each fiscal 
     year ending before October 1, 2014, and for the period 
     beginning on October 1, 2014, and ending on July 31, 2015,'' 
     and inserting ``for each fiscal year ending before October 1, 
     2015, and for the period beginning on October 1, 2015, and 
     ending on December 18, 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 striking ``for each fiscal year 
     ending before October 1, 2014, and $4,164,384 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015,'' 
     and inserting ``for each fiscal year ending before October 1, 
     2015, and $1,079,235 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,''; and
       (2) in subparagraph (B) by striking ``for each fiscal year 
     ending before October 1, 2014, and $20,821,918 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015,'' 
     and inserting ``for each fiscal year ending before October 1, 
     2015, and $5,396,175 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,''.

     SEC. 1202. APPORTIONMENT OF APPROPRIATIONS FOR FORMULA 
                   GRANTS.

       Section 5336(h)(1) of title 49, United States Code, is 
     amended by striking ``for each fiscal year ending before 
     October 1, 2014, and $24,986,301 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015,'' and inserting 
     ``for each fiscal year ending before October 1, 2015, and 
     $6,475,410 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015,''.

     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 $7,158,575,342 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015'' and inserting ``$8,595,000,000 for fiscal year 
     2015, and $1,855,204,918 for the period beginning on October 
     1, 2015, and ending on December 18, 2015'';
       (2) in paragraph (2)--
       (A) in subparagraph (A) by striking ``and $107,274,521 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015,'' and inserting ``$128,800,000 for fiscal 2015, and 
     $27,801,093 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015,'';
       (B) in subparagraph (B) by striking ``for each of fiscal 
     years 2013 and 2014 and $8,328,767 for the period beginning 
     on October 1, 2014, and ending on July 31, 2015,'' and 
     inserting ``for each of fiscal years 2013 through 2015 and 
     $2,158,470 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015,'';
       (C) in subparagraph (C) by striking ``and $3,713,505,753 
     for the period beginning on October 1, 2014, and ending on 
     July 31, 2015,'' and inserting ``$4,458,650,000 for fiscal 
     year 2015, and $962,386,202 for the period beginning on 
     October 1, 2015, and ending on December 18, 2015,'';
       (D) in subparagraph (D) by striking ``and $215,132,055 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015,'' and inserting ``$258,300,000 for fiscal year 
     2015, and $55,753,279 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,'';
       (E) in subparagraph (E)--
       (i) by striking ``and $506,222,466 for the period beginning 
     on October 1, 2014, and ending on July 31, 2015,'' and 
     inserting ``$607,800,000 for fiscal year 2015, and 
     $131,191,803 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015,'';
       (ii) by striking ``and $24,986,301 for the period beginning 
     on October 1, 2014, and ending on July 31, 2015,'' and 
     inserting ``$30,000,000 for fiscal year 2015, and $6,475,410 
     for the period beginning on October 1, 2015, and ending on 
     December 18, 2015,''; and
       (iii) by striking ``and $16,657,534 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015,'' 
     and inserting ``$20,000,000 for fiscal year 2015, and 
     $4,316,940 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015,'';
       (F) in subparagraph (F) by striking ``each of fiscal years 
     2013 and 2014 and $2,498,630 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015,'' and inserting 
     ``each of fiscal years 2013 through 2015 and $647,541 for the 
     period beginning on October 1, 2015, and ending on December 
     18, 2015,'';
       (G) in subparagraph (G) by striking ``each of fiscal years 
     2013 and 2014 and $4,164,384 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015,'' and inserting 
     ``each of fiscal years 2013 through 2015 and $1,079,235 for 
     the period beginning on October 1, 2015, and ending on 
     December 18, 2015,'';
       (H) in subparagraph (H) by striking ``each of fiscal years 
     2013 and 2014 and $3,206,575 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015,'' and inserting 
     ``each of fiscal years 2013 through 2015 and $831,011 for the 
     period beginning on October 1, 2015, and ending on December 
     18, 2015,'';
       (I) in subparagraph (I) by striking ``and $1,803,927,671 
     for the period beginning on October 1, 2014, and ending on 
     July 31, 2015,'' and inserting ``$2,165,900,000 for fiscal 
     year 2015, and $467,503,005 for the period beginning on 
     October 1, 2015, and ending on December 18, 2015,'';
       (J) in subparagraph (J) by striking ``and $356,304,658 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015,'' and inserting ``$427,800,000 for fiscal year 
     2015, and $92,339,344 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,''; and
       (K) in subparagraph (K) by striking ``and $438,009,863 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015,'' and inserting ``$525,900,000 for fiscal year 
     2015, and $113,513,934 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,''.
       (b) Research, Development Demonstration and Deployment 
     Projects.--Section 5338(b) of title 49, United States Code, 
     is amended by striking ``and $58,301,370 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015'' 
     and inserting ``$70,000,000 for fiscal year 2015, and 
     $15,109,290 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015''.
       (c) Transit Cooperative Research Program.--Section 5338(c) 
     of title 49, United States Code, is amended by striking ``and 
     $5,830,137 for the period beginning on October 1, 2014, and 
     ending on July 31, 2015'' and inserting ``$7,000,000 for 
     fiscal year 2015, and $1,510,929 for the period beginning on 
     October 1, 2015, and ending on December 18, 2015''.
       (d) Technical Assistance and Standards Development.--
     Section 5338(d) of title 49, United States Code, is amended 
     by striking ``and $5,830,137 for the period beginning on 
     October 1, 2014, and ending on July 31, 2015'' and inserting 
     ``$7,000,000 for fiscal year 2015, and $1,510,929 for the 
     period beginning on October 1, 2015, and ending on December 
     18, 2015''.
       (e) Human Resources and Training.--Section 5338(e) of title 
     49, United States Code, is amended by striking ``and 
     $4,164,384 for the period beginning on October 1, 2014, and 
     ending on July 31, 2015'' and inserting ``$5,000,000 for 
     fiscal year 2015, and $1,079,235 for the period beginning on 
     October 1, 2015, and ending on December 18, 2015''.
       (f) Capital Investment Grants.--Section 5338(g) of title 
     49, United States Code, is amended by striking ``and 
     $1,558,295,890 for the period beginning on October 1, 2014, 
     and ending on July 31, 2015'' and inserting ``$1,907,000,000 
     for fiscal year 2015, and $411,620,219 for the period 
     beginning on October 1, 2015, and ending on December 18, 
     2015''.
       (g) Administration.--Section 5338(h) of title 49, United 
     States Code, is amended--
       (1) in paragraph (1) by striking ``and $86,619,178 for the 
     period beginning on October 1, 2014, and ending on July 31, 
     2015'' and inserting ``$104,000,000 for fiscal year 2015, and 
     $22,448,087 for the period beginning on October 1, 2015, and 
     ending on December 18, 2015'';
       (2) in paragraph (2) by striking ``each of fiscal years 
     2013 and 2014 and not less than $4,164,384 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015,'' 
     and inserting ``each of fiscal years 2013 through 2015 and 
     not less than $1,079,235 for the period beginning on October 
     1, 2015, and ending on December 18, 2015,''; and
       (3) in paragraph (3) by striking ``each of fiscal years 
     2013 and 2014 and not less than $832,877 for the period 
     beginning on October 1, 2014, and ending on July 31, 2015,'' 
     and inserting ``each of fiscal years 2013 through 2015 and 
     not less than $215,847 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,''.

     SEC. 1204. BUS AND BUS FACILITIES FORMULA GRANTS.

       Section 5339(d)(1) of title 49, United States Code, is 
     amended--
       (1) by striking ``each of fiscal years 2013 and 2014 and 
     $54,553,425 for the period beginning on October 1, 2014, and 
     ending on July

[[Page H5201]]

     31, 2015,'' and inserting ``each of fiscal years 2013 through 
     2015 and $14,137,978 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,'';
       (2) by striking ``$1,041,096 for such period'' and 
     inserting ``$269,809 for such period''; and
       (3) by striking ``$416,438 for such period'' and inserting 
     ``$107,923 for such period''.

                    Subtitle D--Hazardous Materials

     SEC. 1301. AUTHORIZATION OF APPROPRIATIONS.

       (a) In General.--Section 5128(a) of title 49, United States 
     Code, is amended--
       (1) by striking ``and'' at the end of paragraph (2); and
       (2) by striking paragraph (3) and inserting the following:
       ``(3) $42,762,000 for fiscal year 2015; and
       ``(4) $9,230,049 for the period beginning on October 1, 
     2015, and ending on December 18, 2015.''.
       (b) Hazardous Materials Emergency Preparedness Fund.--
     Section 5128(b) of title 49, United States Code, is amended--
       (1) in paragraph (1)--
       (A) in the paragraph heading by striking ``Fiscal years 
     2013 and 2014'' and inserting ``Fiscal years 2013 through 
     2015''; and
       (B) in the matter preceding subparagraph (A) by striking 
     ``fiscal years 2013 and 2014'' and inserting ``fiscal years 
     2013 through 2015''; and
       (2) by striking paragraph (2) and inserting the following:
       ``(2) Fiscal year 2016.--From the Hazardous Materials 
     Emergency Preparedness Fund established under section 
     5116(i), the Secretary may expend for the period beginning on 
     October 1, 2015, and ending on December 18, 2015--
       ``(A) $40,579 to carry out section 5115;
       ``(B) $4,705,464 to carry out subsections (a) and (b) of 
     section 5116, of which not less than $2,946,311 shall be 
     available to carry out section 5116(b);
       ``(C) $32,377 to carry out section 5116(f);
       ``(D) $134,904 to publish and distribute the Emergency 
     Response Guidebook under section 5116(i)(3); and
       ``(E) $215,847 to carry out section 5116(j).''.
       (c) Hazardous Materials Training Grants.--Section 5128(c) 
     of title 49, United States Code, is amended by striking 
     ``each of the fiscal years 2013 and 2014 and $3,331,507 for 
     the period beginning on October 1, 2014, and ending on July 
     31, 2015,'' and inserting ``each of fiscal years 2013 through 
     2015 and $863,388 for the period beginning on October 1, 
     2015, and ending on December 18, 2015,''.

                      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 ``August 1, 2015'' in subsections 
     (b)(6)(B), (c)(1), and (e)(3) and inserting ``December 19, 
     2015'', and
       (2) by striking ``Highway and Transportation Funding Act of 
     2015'' in subsections (c)(1) and (e)(3) and inserting 
     ``Highway and Transportation Funding Act of 2015, Part II''.
       (b) Sport Fish Restoration and Boating Trust Fund.--Section 
     9504 of such Code is amended--
       (1) by striking ``Highway and Transportation Funding Act of 
     2015'' each place it appears in subsection (b)(2) and 
     inserting ``Highway and Transportation Funding Act of 2015, 
     Part II'', and
       (2) by striking ``August 1, 2015'' in subsection (d)(2) and 
     inserting ``December 19, 2015''.
       (c) Leaking Underground Storage Tank Trust Fund.--Section 
     9508(e)(2) of such Code is amended by striking ``August 1, 
     2015'' and inserting ``December 19, 2015''.

     SEC. 2002. FUNDING OF HIGHWAY TRUST FUND.

       Section 9503(f) of the Internal Revenue Code of 1986 is 
     amended by redesignating paragraph (7) as paragraph (8) and 
     by inserting after paragraph (6) the following new paragraph:
       ``(7) Additional sums.--Out of money in the Treasury not 
     otherwise appropriated, there is hereby appropriated--
       ``(A) $6,068,000,000 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.''.

     SEC. 2003. MODIFICATION OF MORTGAGE REPORTING REQUIREMENTS.

       (a) Information Return Requirements.--Section 6050H(b)(2) 
     of the Internal Revenue Code of 1986 is amended by striking 
     ``and'' at the end of subparagraph (C), by redesignating 
     subparagraph (D) as subparagraph (G) and by inserting after 
     subparagraph (C) the following new subparagraphs:
       ``(D) the amount of outstanding principal on the mortgage 
     as of the beginning of such calendar year,
       ``(E) the date of the origination of the mortgage,
       ``(F) the address (or other description in the case of 
     property without an address) of the property which secures 
     the mortgage, and''.
       (b) Statements to Individuals.--Section 6050H(d)(2) of such 
     Code is amended by striking ``subsection (b)(2)(C)'' and 
     inserting ``subparagraphs (C), (D), (E), and (F) of 
     subsection (b)(2)''.
       (c) Effective Date.--The amendments made by this section 
     shall apply to returns required to be made, and statements 
     required to be furnished, after December 31, 2016.

     SEC. 2004. CONSISTENT BASIS REPORTING BETWEEN ESTATE AND 
                   PERSON ACQUIRING PROPERTY FROM DECEDENT.

       (a) Property Acquired From a Decedent.--Section 1014 of the 
     Internal Revenue Code of 1986 is amended by adding at the end 
     the following new subsection:
       ``(f) Basis Must Be Consistent With Estate Tax Return.--For 
     purposes of this section--
       ``(1) In general.--The basis of any property to which 
     subsection (a) applies shall not exceed--
       ``(A) in the case of property the final value of which has 
     been determined for purposes of the tax imposed by chapter 11 
     on the estate of such decedent, such value, and
       ``(B) in the case of property not described in subparagraph 
     (A) and with respect to which a statement has been furnished 
     under section 6035(a) identifying the value of such property, 
     such value.
       ``(2) Exception.--Paragraph (1) shall only apply to any 
     property whose inclusion in the decedent's estate increased 
     the liability for the tax imposed by chapter 11 (reduced by 
     credits allowable against such tax) on such estate.
       ``(3) Determination.--For purposes of paragraph (1), the 
     basis of property has been determined for purposes of the tax 
     imposed by chapter 11 if--
       ``(A) the value of such property is shown on a return under 
     section 6018 and such value is not contested by the Secretary 
     before the expiration of the time for assessing a tax under 
     chapter 11,
       ``(B) in a case not described in subparagraph (A), the 
     value is specified by the Secretary and such value is not 
     timely contested by the executor of the estate, or
       ``(C) the value is determined by a court or pursuant to a 
     settlement agreement with the Secretary.
       ``(4) Regulations.--The Secretary may by regulations 
     provide exceptions to the application of this subsection.''.
       (b) Information Reporting.--
       (1) In general.--Subpart A of part III of subchapter A of 
     chapter 61 of such Code is amended by inserting after section 
     6034A the following new section:

     ``SEC. 6035. BASIS INFORMATION TO PERSONS ACQUIRING PROPERTY 
                   FROM DECEDENT.

       ``(a) Information With Respect to Property Acquired From 
     Decedents.--
       ``(1) In general.--The executor of any estate required to 
     file a return under section 6018(a) shall furnish to the 
     Secretary and to each person acquiring any interest in 
     property included in the decedent's gross estate for Federal 
     estate tax purposes a statement identifying the value of each 
     interest in such property as reported on such return and such 
     other information with respect to such interest as the 
     Secretary may prescribe.
       ``(2) Statements by beneficiaries.--Each person required to 
     file a return under section 6018(b) shall furnish to the 
     Secretary and to each other person who holds a legal or 
     beneficial interest in the property to which such return 
     relates a statement identifying the information described in 
     paragraph (1).
       ``(3) Time for furnishing statement.--
       ``(A) In general.--Each statement required to be furnished 
     under paragraph (1) or (2) shall be furnished at such time as 
     the Secretary may prescribe, but in no case at a time later 
     than the earlier of--
       ``(i) the date which is 30 days after the date on which the 
     return under section 6018 was required to be filed (including 
     extensions, if any), or
       ``(ii) the date which is 30 days after the date such return 
     is filed.
       ``(B) Adjustments.--In any case in which there is an 
     adjustment to the information required to be included on a 
     statement filed under paragraph (1) or (2) after such 
     statement has been filed, a supplemental statement under such 
     paragraph shall be filed not later than the date which is 30 
     days after such adjustment is made.
       ``(b) Regulations.--The Secretary shall prescribe such 
     regulations as necessary to carry out this section, including 
     regulations relating to--
       ``(1) the application of this section to property with 
     regard to which no estate tax return is required to be filed, 
     and
       ``(2) situations in which the surviving joint tenant or 
     other recipient may have better information than the executor 
     regarding the basis or fair market value of the property.''.
       (2) Penalty for failure to file.--
       (A) Return.--Section 6724(d)(1) of such Code is amended by 
     striking ``and'' at the end of subparagraph (B), by striking 
     the period at the end of subparagraph (C) and inserting ``, 
     and'', and by adding at the end the following new 
     subparagraph:
       ``(D) any statement required to be filed with the Secretary 
     under section 6035.''.
       (B) Statement.--Section 6724(d)(2) of such Code is amended 
     by striking ``or'' at the end of subparagraph (GG), by 
     striking the period at the end of subparagraph (HH) and 
     inserting ``, or'', and by adding at the end the following 
     new subparagraph:
       ``(II) section 6035 (other than a statement described in 
     paragraph (1)(D)).''.
       (3) Clerical amendment.--The table of sections for subpart 
     A of part III of subchapter A of chapter 61 of such Code is 
     amended by inserting after the item relating to section 6034A 
     the following new item:

``Sec. 6035. Basis information to persons acquiring property from 
              decedent.''.

       (c) Penalty for Inconsistent Reporting.--

[[Page H5202]]

       (1) In general.--Section 6662(b) of such Code is amended by 
     inserting after paragraph (7) the following new paragraph:
       ``(8) Any inconsistent estate basis.''.
       (2) Inconsistent basis reporting.--Section 6662 of such 
     Code is amended by adding at the end the following new 
     subsection:
       ``(k) Inconsistent Estate Basis Reporting.--For purposes of 
     this section, there is an `inconsistent estate basis' if the 
     basis of property claimed on a return exceeds the basis as 
     determined under section 1014(f).''.
       (d) Effective Date.--The amendments made by this section 
     shall apply to property with respect to which an estate tax 
     return is filed after the date of the enactment of this Act.

     SEC. 2005. CLARIFICATION OF 6-YEAR STATUTE OF LIMITATIONS IN 
                   CASE OF OVERSTATEMENT OF BASIS.

       (a) In General.--Section 6501(e)(1)(B) 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. 2006. TAX RETURN DUE DATES.

       (a) Due Dates for Returns of Partnerships, S Corporations, 
     and C Corporations.--
       (1) Partnerships and s corporations.--
       (A) In general.--So much of subsection (b) of 6072 of the 
     Internal Revenue Code of 1986 as precedes the second sentence 
     thereof is amended to read as follows:
       ``(b) Returns of Partnerships and S Corporations.--Returns 
     of partnerships under section 6031 and returns of S 
     corporations under sections 6012 and 6037 made on the basis 
     of the calendar year shall be filed on or before the 15th day 
     of March following the close of the calendar year, and such 
     returns made on the basis of a fiscal year shall be filed on 
     or before the 15th day of the third month following the close 
     of the fiscal year.''.
       (B) Conforming amendment.--Section 6072(a) of such Code is 
     amended by striking ``6017, or 6031'' and inserting ``or 
     6017''.
       (2) Conforming amendments relating to c corporation due 
     date of 15th day of fourth month following taxable year.--
       (A) Section 170(a)(2)(B) of such Code is amended by 
     striking ``third month'' and inserting ``fourth month''.
       (B) Section 563 of such Code is amended by striking ``third 
     month'' each place it appears and inserting ``fourth month''.
       (C) Section 1354(d)(1)(B)(i) of such Code is amended by 
     striking ``3d month'' and inserting ``4th month''.
       (D) Subsections (a) and (c) of section 6167 of such Code 
     are each amended by striking ``third month'' and inserting 
     ``fourth month''.
       (E) Section 6425(a)(1) of such Code is amended by striking 
     ``third month'' and inserting ``fourth month''.
       (F) Subsections (b)(2)(A), (g)(3), and (h)(1) of section 
     6655 of such Code are each amended by striking ``3rd month'' 
     and inserting ``4th month''.
       (G) Section 6655(g)(4) of such Code is amended by 
     redesignating subparagraph (E) as subparagraph (F) and by 
     inserting after subparagraph (D) the following new 
     subparagraph:
       ``(E) Subsection (b)(2)(A) shall be applied by substituting 
     `3rd month' for `4th month'.''.
       (3) Effective dates.--
       (A) In general.--Except as provided in subparagraph (B), 
     the amendments made by this subsection shall apply to returns 
     for taxable years beginning after December 31, 2015.
       (B) Special rule for c corporations with fiscal years 
     ending on june 30.--In the case of any C corporation with a 
     taxable year ending on June 30, the amendments made by this 
     subsection shall apply to returns for taxable years beginning 
     after December 31, 2025.
       (b) Modification of Due Dates by Regulation.--In the case 
     of returns for taxable years beginning after December 31, 
     2015, the Secretary of the Treasury, or the Secretary's 
     designee, shall modify appropriate regulations to provide as 
     follows:
       (1) The maximum extension for the returns of partnerships 
     filing Form 1065 shall be a 6-month period ending on 
     September 15 for calendar year taxpayers.
       (2) The maximum extension for the returns of trusts filing 
     Form 1041 shall be a 5\1/2\-month period ending on September 
     30 for calendar year taxpayers.
       (3) The maximum extension for the returns of employee 
     benefit plans filing Form 5500 shall be an automatic 3\1/2\-
     month period ending on November 15 for calendar year plans.
       (4) The maximum extension for the returns of organizations 
     exempt from income tax filing Form 990 (series) shall be an 
     automatic 6-month period ending on November 15 for calendar 
     year filers.
       (5) The maximum extension for the returns of organizations 
     exempt from income tax that are required to file Form 4720 
     returns of excise taxes shall be an automatic 6-month period 
     beginning on the due date for filing the return (without 
     regard to any extensions).
       (6) The maximum extension for the returns of trusts 
     required to file Form 5227 shall be an automatic 6-month 
     period beginning on the due date for filing the return 
     (without regard to any extensions).
       (7) The maximum extension for filing Form 6069, Return of 
     Excise Tax on Excess Contributions to Black Lung Benefit 
     Trust Under Section 4953 and Computation of Section 192 
     Deduction, shall be an automatic 6-month period beginning on 
     the due date for filing the return (without regard to any 
     extensions).
       (8) The maximum extension for a taxpayer required to file 
     Form 8870 shall be an automatic 6-month period beginning on 
     the due date for filing the return (without regard to any 
     extensions).
       (9) The due date of Form 3520-A, Annual Information Return 
     of a Foreign Trust with a United States Owner, shall be the 
     15th day of the 3d month after the close of the trust's 
     taxable year, and the maximum extension shall be a 6-month 
     period beginning on such day.
       (10) The due date of Form 3520, Annual Return to Report 
     Transactions with Foreign Trusts and Receipt of Certain 
     Foreign Gifts, for calendar year filers shall be April 15 
     with a maximum extension for a 6-month period ending on 
     October 15.
       (11) The due date of FinCEN Report 114 (relating to Report 
     of Foreign Bank and Financial Accounts) shall be April 15 
     with a maximum extension for a 6-month period ending on 
     October 15 and with provision for an extension under rules 
     similar to the rules in Treas. Reg. section 1.6081-5. For any 
     taxpayer required to file such Form for the first time, any 
     penalty for failure to timely request for, or file, an 
     extension, may be waived by the Secretary.
       (c) Corporations Permitted Statutory Automatic 6-month 
     Extension of Income Tax Returns.--
       (1) In general.--Section 6081(b) of such Code is amended--
       (A) by striking ``3 months'' and inserting ``6 months'', 
     and
       (B) by adding at the end the following: ``In the case of 
     any return for a taxable year of a C corporation which ends 
     on December 31 and begins before January 1, 2026, the first 
     sentence of this subsection shall be applied by substituting 
     `5 months' for `6 months'. In the case of any return for a 
     taxable year of a C corporation which ends on June 30 and 
     begins before January 1, 2026, the first sentence of this 
     subsection shall be applied by substituting `7 months' for `6 
     months'.''.
       (2) Effective date.--The amendments made by this subsection 
     shall apply to returns for taxable years beginning after 
     December 31, 2015.

     SEC. 2007. TRANSFERS OF EXCESS PENSION ASSETS TO RETIREE 
                   HEALTH ACCOUNTS.

       (a) In General.--Section 420(b)(4) of the Internal Revenue 
     Code of 1986 is amended by striking ``December 31, 2021'' and 
     inserting ``December 31, 2025''.
       (b) Conforming ERISA Amendments.--
       (1) Sections 101(e)(3), 403(c)(1), and 408(b)(13) of the 
     Employee Retirement Income Security Act of 1974 (29 U.S.C. 
     1021(e)(3), 1103(c)(1), 1108(b)(13)) are each amended by 
     striking ``MAP-21' '' and inserting ``Highway and 
     Transportation Funding Act of 2015, Part II''.
       (2) Section 408(b)(13) of such Act (29 U.S.C. 1108(b)(13)) 
     is amended by striking ``January 1, 2022'' and inserting 
     ``January 1, 2026''.

     SEC. 2008. EQUALIZATION OF HIGHWAY TRUST FUND EXCISE TAXES ON 
                   LIQUEFIED NATURAL GAS, LIQUEFIED PETROLEUM GAS, 
                   AND COMPRESSED NATURAL GAS.

       (a) Liquefied Petroleum Gas.--
       (1) In general.--Section 4041(a)(2)(B) of the Internal 
     Revenue Code of 1986 is amended 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) in the case of liquefied petroleum gas, 18.3 cents 
     per energy equivalent of a gallon of gasoline, and''.
       (2) Energy equivalent of a gallon of gasoline.--Section 
     4041(a)(2) of such Code is amended by adding at the end the 
     following:
       ``(C) Energy equivalent of a gallon of gasoline.--For 
     purposes of this paragraph, the term `energy equivalent of a 
     gallon of gasoline' means, with respect to a liquefied 
     petroleum gas fuel, the amount of such fuel having a Btu 
     content of 115,400 (lower heating value). For purposes of the 
     preceding sentence, a Btu content of 115,400 (lower heating 
     value) is equal to 5.75 pounds of liquefied petroleum gas.''.
       (b) Liquefied Natural Gas.--
       (1) In general.--Section 4041(a)(2)(B) of such Code, as 
     amended by subsection (a)(1), is amended by striking ``and'' 
     at the end of clause (ii), by striking the period at the end 
     of clause (iii) and inserting ``, and'' and by inserting 
     after clause (iii) the following new clause:
       ``(iv) in the case of liquefied natural gas, 24.3 cents per 
     energy equivalent of a gallon of diesel.''.

[[Page H5203]]

       (2) Energy equivalent of a gallon of diesel.--Section 
     4041(a)(2) of such Code, as amended by subsection (a)(2), is 
     amended by adding at the end the following:
       ``(D) Energy equivalent of a gallon of diesel.--For 
     purposes of this paragraph, the term `energy equivalent of a 
     gallon of diesel' means, with respect to a liquefied natural 
     gas fuel, the amount of such fuel having a Btu content of 
     128,700 (lower heating value). For purposes of the preceding 
     sentence, a Btu content of 128,700 (lower heating value) is 
     equal to 6.06 pounds of liquefied natural gas.''.
       (3) Conforming amendments.--Section 4041(a)(2)(B)(iii) of 
     such Code, as redesignated by subsection (a)(1), is amended--
       (A) by striking ``liquefied natural gas,'', and
       (B) by striking ``peat), and'' and inserting ``peat) and''.
       (c) Energy Equivalent of a Gallon of Gasoline to Compressed 
     Natural Gas.--Section 4041(a)(3) of such Code is amended by 
     adding at the end the following:
       ``(D) Energy equivalent of a gallon of gasoline.--For 
     purposes of this paragraph, the term `energy equivalent of a 
     gallon of gasoline' means 5.66 pounds of compressed natural 
     gas.''.
       (d) Effective Date.--The amendments made by this section 
     shall apply to any sale or use of fuel after December 31, 
     2015.

                    TITLE III--ADDITIONAL PROVISIONS

     SEC. 3001. SERVICE FEES.

       Paragraph (4) of section 44940(i) of title 49, United 
     States Code, is amended by adding at the end the following 
     new subparagraphs:
       ``(K) $1,560,000,000 for fiscal year 2024.
       ``(L) $1,600,000,000 for fiscal year 2025.''.

  The SPEAKER pro tempore. The bill shall be debatable for 1 hour, 
equally divided among and controlled by the chair and ranking minority 
member of the Committee on Transportation and Infrastructure and the 
chair of ranking minority member of the Committee on Ways and Means.
  The gentleman from Pennsylvania (Mr. Shuster), the gentleman from 
Oregon (Mr. DeFazio), the gentleman from Wisconsin (Mr. Ryan), and the 
gentleman from Michigan (Mr. Levin), each will control 15 minutes.
  The Chair recognizes the gentleman from Pennsylvania (Mr. Shuster).


                             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 to 
include extraneous materials on the bill, H.R. 3038.
  The SPEAKER pro tempore. Is there objection to the request of the 
gentleman from Pennsylvania?
  There was no objection.
  Mr. SHUSTER. Mr. Speaker, I yield myself such time as I may consume.
  Mr. Speaker, I rise today in support of H.R. 3038, the Highway and 
Transportation Funding Act of 2015, Part II.
  This bill extends the Federal surface transportation programs through 
December 18, 2015. H.R. 3038 is a clean extension and funds the 
programs at authorized levels for fiscal year 2014.
  The bill also ensures the solvency of the highway trust fund. We have 
an immediate, critical need to address the solvency of the trust fund 
and extend the current surface transportation law.
  If Congress fails to act, the States will not be able to be 
reimbursed for past expenses, transportation projects, and jobs across 
the country will be at risk; and over 4,000 U.S. Department of 
Transportation employees will be furloughed.
  I appreciate Chairman Ryan's attention to this pressing issue, as 
well as his commitment to addressing the solvency of the trust fund.
  A long-term surface transportation reauthorization bill remains a top 
priority for this committee, and it should be for this Congress.
  I am committed to continuing to work with Chairman Ryan, Ranking 
Member DeFazio, and others on achieving a long-term reauthorization 
bill. I believe this extension gives us our best shot.
  I strongly urge all Members to support H.R. 3038, and I reserve the 
balance of my time.
  Mr. DeFAZIO. Mr. Speaker, I yield myself such time as I may consume.
  Ironically, it was exactly 1 year ago today that the chairman of the 
Ways and Means Committee said they needed time to come together for 
funding a 6-year surface transportation bill investing in our 
transportation system, 1 year ago today.
  There was an extension until the end of the year, then there was an 
extension until May, and then there was an extension from May until 
now--temporary extensions, I think 34 temporary extensions we have seen 
now.
  Now, we are talking about another temporary extension with the hope 
that maybe they can find some money under the couch cushions or pass 
tax reform and cut taxes on rich people and use dynamic scoring and say 
it raises money and then put it in the trust fund. I don't know what 
their solution is.
  We have had a user fee funded transportation system in this country 
since Dwight David Eisenhower was President, followed by Ronald Reagan 
who doubled the tax; and Ronald Reagan also put transit into the 
highway trust fund, saying we should not ignore our population centers 
and actually our centers of economic growth.
  Then in 1993--granted, Democratic President and Democratic Congress, 
but we didn't quite have the votes to increase the gas tax--and Bud 
Shuster, Republican chair of the Transportation Committee back then, 
actual relation to current chairman, he brought us quite a number of 
Republicans to vote with the Democrats to go to 18.3 cents a gallon; 
and there it stood since 1993.
  We are hearing now you can't increase the gas tax, so I have offered 
alternatives. Let's eliminate the gas tax and put a tax on a barrel of 
oil, the fraction that goes into taxable transportation uses, which 
economists say means Wall Street might eat part of that because they 
are speculating so much, ExxonMobil might eat part of that, OPEC--hey, 
we might get Saudi Arabia to pay for a little bit of our 
infrastructure; but I am told, no, they can't do that.
  I proposed just indexing the existing gas tax and bonding, pay it 
back over time with that increment. Now, if we double index the gas 
tax, it might go up 1.7 cents next year. There is apparently a fear in 
this place that if gas went up 1.7 cents a gallon--unlike ExxonMobil 
jacking it up 25 cents while you are driving by in May because Memorial 
Day is coming--but of the Federal Government to invest in filling in 
the potholes, fixing the bridges and the transit systems and raised it 
1.7 cents, oh, my God, people lose their elections.
  Well, we have seen six Republican States raise their gas tax this 
year, all red, deep red States; and those same States have said to us 
in testimony: It is not enough that we are raising the gas tax; we need 
more Federal investment.
  The system is falling apart--140,000 bridges, 140,000 need repair or 
replacement. Forty percent of the surface national highway system needs 
to be not just resurfaced; it needs to be dug up and rebuilt--and that 
our transit systems, $84 billion backlog to bring them up to a state of 
good repair.
  It is so bad in Washington, D.C., that they are killing people; they 
are killing people on the transit system because it is so outmoded.
  Now, if we made those investments and we made them in a more robust 
level than we are doing now, we could put hundreds of thousands of 
Americans to work. It is not just construction workers; you are talking 
manufacturing; you are talking small business; you are talking minority 
business enterprises; you are talking engineering; you are talking 
technical.

  The Buy America requirements are the strongest in the whole 
government. It would have an incredible stimulative effect on the 
economy. In addition, it would put 300,000 people back to work, and we 
could begin to climb back toward where we were.
  Dwight David Eisenhower gave us a system that was the envy of the 
world. We were number one in infrastructure. We are now 16. We are 
dropping like a rock. Pretty soon, we will be down there with Third 
World countries in terms of state of our infrastructure in this 
country. It is embarrassing. It is pathetic. It is not necessary.
  Today, we should be considering a long-term bill. We have introduced 
a viable long-term bill. We propose today a way to pay for the first 2 
years of it by just saying Benedict Arnold corporations can't buy a 
drugstore overseas for a major pharmaceutical company and then say: Oh, 
that is our home headquarters, although we are still here enjoying all 
the protections of American citizenship law and our military, but we 
don't want to pay for it and our infrastructure.
  There are ways forward. There seems to be an incredible reluctance on 
their side, so here we are again saying let's

[[Page H5204]]

do a patch until December 18. Meanwhile, the Senate over there has been 
in who knows what kind of circles. They are proposing to get most of 
the money by reducing retirement for Federal employees. Now, that is a 
tremendous relationship to infrastructure and user fees. Let's not get 
too far away from the idea of user pays.
  Mr. Speaker, I reserve the balance of my time.
  Mr. SHUSTER. Mr. Speaker, I yield 2 minutes to the gentleman from 
Louisiana (Mr. Graves).
  Mr. GRAVES of Louisiana. Mr. Speaker, I want to make note, the 
highway program funding mechanism expires at the end of this month. It 
expires; that means it runs out of funding. Voting against this bill 
causes the program to shut down, causes a decline, a dropoff on 
investment in our Nation's infrastructure.
  Right now, we are seeing growth; we are seeing increasing demand. As 
the gentleman from Oregon just noted, we are seeing underinvestment in 
our infrastructure system. We have got to increase the investment. We 
have got to work hard to address the outdated funding mechanism that 
funds our current highway system. As was noted, we have lost value in 
the current funding mechanism.
  Having a user fee is absolutely critical, but a user fee that ensures 
the level of investment that we truly need. This extension gives us 
time to recreate that. We have been using the same user fee for 
decades, a user fee with static figures since 1993, as was just 
mentioned, and a user fee that has conflicting Federal policies that 
reduces the value of the income of this trust fund as a result of the 
corporate average fuel economy or CAFE standards that require greater 
fuel efficiency out of vehicles.
  We have got to take a fresh look at this. We have got to take this 
time and use it wisely to ensure that we can ensure the level of 
funding that we need to invest in our Nation's infrastructure. We need 
a fundamentally different approach, and we need to do it without 
raising taxes.
  Mr. Speaker, back in my home State of Louisiana, we have some of the 
worst traffic in the Nation for a region of its size. We have an area 
that the interstate system, the only place in the Nation where it 
literally drops down to one lane, the interstate, an incredible 
bottleneck, in this same area where we are having a manufacturing 
renaissance, where we are seeing tens of billions of dollars in new 
economic development opportunities; yet the infrastructure is 
struggling. The infrastructure is strangling that growth and strangling 
that investment.
  I urge all Members to support this. I urge all Members to work 
together to ensure we develop a new funding stream that meets the 
demand of our crumbling infrastructure in this Nation.
  I want to thank Chairman Shuster, and I want to thank Chairman Ryan 
and Ranking Member DeFazio, to ensure that this legislation moves 
forward.
  Mr. DeFAZIO. Mr. Speaker, I yield 3 minutes to the gentlewoman from 
the District of Columbia (Ms. Norton), the ranking member of the 
Highways and Transit Subcommittee.
  Ms. NORTON. Mr. Speaker, I thank my good friend, the ranking member, 
for yielding.
  Mr. Speaker, the majority has turned virtually its only congressional 
policy, tax savings, on its head with useless short-term transportation 
bills and extensions. Their short-term policy on the Nation's highways, 
bridges, and transit has simply transferred the transportation tax 
burden to the State taxes of their constituents.
  Twenty-one States and the District of Columbia have raised their gas 
user fees--six since July 1--Iowa, Wyoming, Maryland, Massachusetts, 
New Hampshire, Pennsylvania, Rhode Island, Virginia, Vermont, District 
of Columbia, South Dakota, Idaho, Georgia, Nebraska, and Vermont.

                              {time}  1445

  States going in that direction are Michigan, North Carolina, Utah, 
and Washington State.
  States also considering user fee increases are Kentucky, Missouri, 
New Jersey, and South Carolina. That makes almost half the States that 
Congress has driven to State taxpayers alone, States that have nothing 
in common except the desire to keep their transportation 
infrastructure, the key to a growth economy, from completely 
disintegrating.
  Meanwhile, the Representatives in Washington have continually failed 
to pay their part, on the average, about 50 percent of the costs of 
State infrastructure with Federal dollars, yet the Federal dollars are 
only a pass-through that goes right back to the States.
  For 22 years, we have allowed the Federal user fee to remain fixed at 
1993 levels, although fuel efficiency long ago made that obsolete.
  Although American taxpayers have stepped up, they can't do their 
projects without a Federal long-term bill. In the Nation's capital, for 
example, the iconic Memorial Bridge, gateway to Arlington Cemetery in 
the south and, on the north, to the National Mall, is partially closed, 
leaving thousands of workers unable to take Metro buses to get to work.
  Even bridges like the H Street bridge here, which needs only repair, 
is standing in the way of billions of dollars of nontransportation 
development here and nationwide.
  So whatever the Congress does in the next authorization bill, two 
things must be done: We must put in pilots that instruct us, guide us, 
for a new way to fund transportation infrastructure in light of fuel 
efficiencies, such as cars like my hybrid Ford C-Max.
  And, most of all, to be useful at all, we must have a 6-year 
transportation bill.
  Mr. SHUSTER. I yield 3 minutes to the gentleman from Florida (Mr. 
Mica), the former chairman of the committee.
  Mr. MICA. Mr. Speaker, here we are. It is the last minute to avoid an 
infrastructure disaster across the country.
  How did we get here? Well, when we knew that we needed a substantial 
amount of money, the other side of the aisle found out that there was a 
little bit of money left.
  We had asked several months ago to consider going to the end of the 
year when we are doing tax reform, and we could find sufficient money 
to fund a 4- to 6-year bill. They said ``no.''
  They had to spend the last dime in the cookie jar, take it out of the 
cookie jar, and that is what put us in this situation. What that has 
done is at least seven States have almost closed down their 
infrastructure projects.
  My State isn't affected, but some of the northern States are affected 
because they have a very short work period. So they are missing that 
work period.
  States don't operate like the Federal Government. They have to pay 
their bills. They can't be spending, producing, and printing paper 
money without backing. So we have let them down.
  So here we are, asking to go where we wanted to go to before 
December. So I urge the Members to pass this legislation.
  It is kind of interesting. Sometimes I think that there is a lot of 
amnesia around here. Mr. Speaker, I don't know if we could go down to 
the health clinic downstairs and get a supply of ginkgo, but it would 
be good to give some of the Members on the other side of the aisle some 
ginkgo to help their memory.
  Three years ago they controlled the House, the Senate, and the White 
House. They could have passed this legislation they are talking about, 
funded it, and we would have a bill that would be in place now.
  The President came in. I was there. Ray LaHood came in, cut the knees 
out of Mr. Oberstar when he was chairman and said they weren't going to 
move forward, they weren't going to raise taxes. Now they call for 
raising taxes.
  Well, 21 States have raised it. They have done the responsible thing, 
and they have to do it. It is better for them to do it because the 
overhead and the carrying charge is so great in Washington. So they 
have to do it.
  Going to the well instead of raising gas taxes, now, didn't we 
recommend that to the other side and they ignored it? I think we need a 
double dose of ginkgo.
  So I think now we step up to the plate and we help Mr. Shuster and 
Mr. Ryan. They will get us to December. The leadership of the House is 
committed to a long-term bill, and we will get that done, everybody 
working together. And maybe a few people having another little dose of 
ginkgo might help around here.

[[Page H5205]]

  Mr. DeFAZIO. Mr. Speaker, I must say it is one of the most bizarre 
and fanciful things I have ever heard. There never was a viable plan to 
go to year-end. The Republicans never proposed the revenues.
  They just recently found revenues under couch cushions to get us 
through to December 18th. And they have not meaningfully addressed any 
long-term funding, despite having been in charge 4\1/2\ years, and he 
wants to blame us.
  They just held the first hearing ever in Ways and Means on revenues 
just a couple of weeks ago, and the chairman started by saying, ``No 
user fees.''
  Well, you have now ruled out the traditional way of paying for 
infrastructure. So they are going to have to come up with something 
else. But that was totally bizarre.
  I yield 2 minutes to the gentlewoman from Maryland (Ms. Edwards).
  Ms. EDWARDS. Mr. Speaker, for months Republicans have actually 
squandered an opportunity to develop and pass a long-term authorization 
for highway spending, and it is pretty regrettable, since May 19 
Republicans simply brought up and passed another 2-month extension.
  We have already heard--sometimes we lose count. Is it 33? Is it 34?--
extensions. Unfortunately, here we are 2 months later and we are 
careening yet again to another Republican-made crisis, more gridlock 
for the highway trust fund, right in the middle of the critical 
construction season.
  Hundreds of thousands of jobs, as has been said, and vital 
construction projects across the country are really hanging in the 
balance, and here we just have a few days left. What do we know? We 
know that Republicans don't have a plan and they don't have any ideas.
  Well, we have some ideas, and those ideas are contained in the Grow 
America Act. I am one of the original cosponsors. It is a 6-year, $478 
billion bill that would be a framework for our discussions. We could 
put that on the floor here today, vote on it, and make sure that we get 
underway.
  But, oh, no, we are stuck yet again with another extension. Frankly, 
I am not really sure whether, when we get to December, we won't be 
stuck with yet another extension. This just goes on and on and on. The 
American people have had enough.
  We know that, if we invest in our infrastructure, we create jobs, and 
we know that our infrastructure is falling apart. So this seems like a 
no-brainer to most Americans and to working people. And I don't 
understand what the complication here is, Mr. Speaker, but enough is 
enough.
  It is time for Republicans to be the adults at the table to bring a 
plan and a program to the floor for a long-term authorization and put 
America back to work not 6 months at a time, not 2 months at a time, 
but for a long time.
  Mr. SHUSTER. Mr. Speaker, I again would like to remind my colleagues 
that the Senate was controlled up until January by their party. The 
White House has been controlled for 6\1/2\ years by their party.
  I know the ranking member at the time when the stimulus came out--as 
I recall, I believe he voted against the stimulus because they were 
going to squander $800 billion.
  If they would have listened to the ranking member at the time, they 
would have put much more or a lot more money into the investment of 
infrastructure. Instead of that $800 billion bill, about $68 billion 
went to transportation.
  So everybody can point fingers at everybody, but the reality is here 
we are. We need to extend this so that the Ways and Means Committee and 
the Finance Committee in the Senate can figure out the dollars in a 
responsible way, not to continue to raise the debt and the deficit, but 
find a responsible funding level to get us to a 6-year bill, which I am 
committed to and I know Chairman Ryan has said many, many times in 
public he is committed to, and our leadership in the House is committed 
to a long-term bill.
  Instead of pointing fingers at each other, let's figure out a way to 
move forward together, and I believe we will.
  I reserve the balance of my time.
  Mr. DeFAZIO. Mr. Speaker, could I inquire as to the time left before 
we proceed?
  The SPEAKER pro tempore (Mr. Westmoreland). The gentleman has 4 
minutes remaining.
  Mr. DeFAZIO. I yield 1\1/2\ minutes to the gentleman from Minnesota 
(Mr. Nolan).
  Mr. NOLAN. Mr. Speaker, Members of the House, the simple truth is, as 
has been articulated so well here today by my colleague, that this 
Nation desperately needs a long-term transportation funding bill to 
repair our Nation's crumbling infrastructure, not another kick-the-can-
down-the-road, short-term, temporary, convoluted fix.
  Last week Congress appropriately honored the late chairman of the 
Transportation Committee, Jim Oberstar, with the naming of his hometown 
post office in Chisholm, Minnesota. What a wonderful tribute it was to 
Chairman Oberstar.
  But here we are once again kicking the can down the road on the issue 
that Jim Oberstar cared most about. As chairman, Jim worked hard to 
ensure the committee drafted good, strong, bipartisan legislation, and 
that is what we need here today.
  If the Transportation Committee were allowed to do that, I have every 
confidence that we would indeed write a long-term transportation 
funding bill.
  Mr. Speaker, the fact is that the trains are running off the tracks, 
the bridges are falling down, the wastewater treatment facilities are 
overflowing.
  So let's do right by our good friend, former Congressman Jim 
Oberstar, and let's create a long-term fix to our national 
transportation infrastructure.
  Mr. Speaker, I include an article for the Record.

               [From The Washington Post, July 14, 2015]

    House Honors the Late Rep. Jim Oberstar as Congress Fumbles His 
                            Greatest Passion

                          (By Colby Itkowitz)

       It was curious timing for House members to honor the late 
     Democratic congressman Jim Oberstar.
       On Monday evening, they voted to rename a post office after 
     Oberstar in his hometown of Chisholm, Minn. Several members 
     spoke on the floor about his deep institutional memory, 
     passion for everything transportation and all-around 
     collegiality.
       ``I'd like to ask that we honor him by rededicating 
     ourselves to that spirit of bipartisanship, that spirit of 
     working together, that spirit of getting things done . . . 
     that was the spirit that epitomized Jim Oberstar and that's 
     how so he was successful in getting things done,'' Rep. Rick 
     Nolan (D-Minn.), who represents Oberstar's former district, 
     said in floor remarks.
       But as Oberstar was being memorialized by his former 
     colleagues, a Republican plan was being hatched to place 
     another Band-Aid over the gaping, oozing wound that is 
     federal highway program funding. Whatever short-term fix is 
     agreed to, it will be just another patch to temporarily 
     staunch the bleeding, when what's really needed is invasive 
     surgery.
       Oberstar knew this. He had a plan. And when he finally 
     earned the gavel of the Transportation committee in 2007 
     (he'd begun his career as a young staffer on the then-Public 
     Works panel and then, as a new congressman in 1975, climbed 
     his way up from the lowest rung on the committee dais to the 
     chairman's perch), he thought the Democratic majorities in 
     both chambers and two years later the White House would lead 
     to real investment in transportation.
       But there was no political will then, or now, for the 
     easiest immediate solution to ramp up revenue for the starved 
     highway programs--raising the federal gas tax for the first 
     time since 1993. Instead, Congress is poised to find a short-
     term fix to bailout the Highway Trust Fund for the seventh 
     time since President George W. Bush first shifted money from 
     the general treasury in 2008 to keep the trust fund solvent.
       This time, with the highway program set to expire at the 
     end of this month, House Budget Chairman Rep. Paul Ryan (R-
     Wis.) wants to find savings through complicated tax 
     compliance rules to patch the highway program as lawmakers 
     continue to fight over how to pay for a multi-year 
     reauthorization, which has evaded Congress for years.
       In 2009, when Oberstar released his six-year, $450 billion 
     plan for surface transportation, he warned that the short-
     term extensions don't allow state departments of 
     transportation the certainty to plan for bigger, more 
     ambitious projects. It's a sentiment that's been echoed by 
     governors, mayors, big business and labor.
       Oberstar, who lost his reelection in 2010, believed that if 
     Democrats had passed his bill they would not have lost the 
     House in those mid-term elections because the infrastructure 
     jobs would have been such a boon to the economy.
       It's of course impossible to know if that would have been 
     true. But Oberstar, who died in May 2014, would probably feel 
     quite conflicted this week--deeply honored by the post office 
     naming and deeply disheartened that Congress still hasn't 
     made transportation spending a priority.


[[Page H5206]]


  Mr. SHUSTER. May I inquire as to how much time is remaining?
  The SPEAKER pro tempore. The gentleman from Pennsylvania has 7 
minutes remaining. The gentleman from Oregon has 3\1/2\ minutes 
remaining.
  Mr. SHUSTER. Mr. Speaker, I yield 3 minutes to the gentleman from 
Missouri (Mr. Graves), the chairman of the Subcommittee on Surface 
Transportation.
  Mr. GRAVES of Missouri. Mr. Speaker, I want to associate myself with 
the words of my colleagues, who just spoke obviously on the need to do 
this and the need for a long-term transportation bill.
  I remember Chairman Oberstar working diligently to try to do that in 
the six, seven extensions, I think, that we had at this time and never 
did come up with a transportation bill. That is why we are working so 
hard to make sure we have a good bipartisan bill.
  I do rise in support of H.R. 3038. It is going to extend the current 
transportation law until December 18, 2015, until we can get that long-
term bill in place.
  As chairman of the Subcommittee on Highways and Transit, I believe it 
is critical for Congress to come together on this bipartisan, long-
term, surface transportation reauthorization bill.
  In my home State of Missouri, we have nearly 35,000 highway miles and 
over 10,000 bridges that are begging for our attention.
  Last month, I had a hearing focusing on the transportation needs of 
rural America. Our roads and bridges demonstrate why we need a strong 
Federal highway program. A network of efficient, interconnected roads 
is critical to moving people and goods and to the overall health of 
this economy.
  That is why I am committed to working with Chairman Shuster, Chairman 
Ryan, and others to get a reauthorization bill done.
  Federal surface transportation programs are set to expire at the end 
of this month, and Congress has to act to ensure that these programs 
continue and that the solvency of the highway trust fund is addressed.
  State and local governments need to be able to plan for projects with 
confidence. They need certainty not just for the next 5 or 6 months, 
but for the next 5 or 6 years.
  This bill enables us to continue our bipartisan efforts on a 
reauthorization bill, which we hope to accomplish by the end of the 
year.
  We have a tremendous opportunity to secure that bill that is going to 
improve, rebuild, and modernize our Nation's transportation system, and 
it is time that we come together to do that.
  I want to thank both of the chairmen on their work on H.R. 3038.

                              {time}  1500

  Mr. DeFAZIO. I yield 1 minute to the gentleman from Oregon (Mr. 
Blumenauer).
  Mr. BLUMENAUER. I appreciate the gentleman's courtesy in yielding me 
time.
  Mr. Speaker, I could not agree with the chairman of the committee 
more. I personally think that it is time to stop pointing fingers. 
There is enough bipartisan blame to go around. We didn't quite do the 
job when the economy was in free fall. We would have, a number of us--I 
know the ranking member would have--written the Recovery Act 
differently, but the point is we are here now with the challenge to 
fund it.
  Six States, six Republican States have increased the gas tax already 
this year. I have got a proposal that is ready to go that could be 
passed in 2 weeks, and the committee could have the resources to 
actually fund the bill, but there could be other options. I know the 
ranking member has a barrel tax, a proposal to index the gas tax and 
bond against it. I don't care what it is that we do. I do care that we 
don't continue to stall.
  It was exactly a year ago today we were standing here on this moment 
saying: Don't spill this to the end of the year; we need to get on with 
it because we will be right back here a year from now. And we are. It 
is time to act.
  Mr. SHUSTER. I continue to reserve the balance of my time.
  Mr. DeFAZIO. I yield 1 minute to the gentleman from Pennsylvania (Mr. 
Brendan F. Boyle).
  Mr. BRENDAN F. BOYLE of Pennsylvania. I want to thank my colleague 
for yielding me the time.
  Mr. Speaker, this is just embarrassing. It is embarrassing that we 
are here talking about the umpteenth patch for the umpteenth time. 
Other countries around the world right now are looking at us and 
wondering whether or not the United States is still interested in 
leading. Let's forget the short-term patches. Let's finally deal with 
the problem.
  The previous speaker, Mr. Blumenauer, is exactly right. Before coming 
here, as a State legislator in Pennsylvania, we had Democrats and 
Republicans band together and cast a very politically tough vote. It 
was the right thing to do. Both Democrats and Republicans did it, and 
now we are finally building bridges and repairing roads that we 
neglected for 20 years in our State.
  It is time for the U.S. Federal Government to do exactly the same, 
right thing. Bite the bullet, and let's show that in America we can 
solve big problems and we can lead again.
  Mr. SHUSTER. Mr. Speaker, I continue to reserve the balance of my 
time.
  Mr. DeFAZIO. Mr. Speaker, I yield myself the balance of my time to 
close.
  Investing in infrastructure in America has always been 
extraordinarily bipartisan over the entire time I have been here. 
Recently, we have kind of gone off the tracks. It means we both have to 
cooperate on policy and on funding. For the life of me, why has the 
Republican Party drawn a line in the sand, saying we cannot have user 
fee-based investment in transportation which benefits people who drive 
cars, pickup trucks, buses, everybody who moves goods in America, we 
can't do that anymore, we have got to come up with some fanciful tax 
reform which may or may not happen? It is very sad.
  I proposed doing away with the retail gas tax, imposing a barrel tax, 
where some of the costs would be paid by ExxonMobil, Wall Street 
speculators, OPEC, Saudi Arabia, and, yes, they would probably pass a 
lot of it through at the pump, but that would be a fair way to move 
forward to make the massive investment we need to put hundreds of 
thousands of people back to work and get America moving again.
  I yield back the balance of my time.
  Mr. SHUSTER. Mr. Speaker, my colleague from Oregon makes a good 
point. We are not spending the kind of dollars--at least, we are not 
spending wisely the kind of dollars, I would also add to that--to fix 
our infrastructure problem.
  But we do face more difficult times today than we did when we set up 
the fund in the 1950s or even in the 1980s, as the economy grew. In the 
1990s, the economy grew. Today we have an $18 trillion debt. 
Republicans want to make sure this is fiscally responsible. We want to 
make sure we are just not layering something else on top of the 
American people.
  More importantly, I hope my colleagues join with me to continue to 
reduce the regulatory burden that we have put out there to people who 
build the roads, who operate on the roads, the States that have to come 
up with a plan to building them.
  So again, there is a lot of work to be done. I feel confident that 
Chairman Ryan and his committee will be able to come up with a funding 
level that we can continue to work to get a 6-year bill, which I think 
is essential to this Nation to give the certainty we need to help boost 
the economy.
  A vote against this bill is a vote in favor of shutting down these 
vital programs, putting transportation projects and jobs across the 
country at risk, and furloughing Federal employees.
  Mr. Speaker, I urge all Members to support this bill.
  I yield back the balance of my time.
  Mr. RYAN of Wisconsin. Mr. Speaker, I yield myself such time as I may 
consume.
  I rise to speak in favor of this. Here is basically what we are 
trying to do:
  We want to get to a long-term highway solution. We believe that, for 
the sake of jobs, the economy, certainty, planning big projects in our 
States, we want to do a multiyear highway bill, and typically a 
multiyear highway bill means a 6-year bill. That is our aspiration and 
our goal.
  We know we are not going to write that bill in the next 2 weeks. We 
know we need at least 2 or 3 months to write that bill. Unfortunately, 
the highway trust fund has a fiscal shortfall in 2 weeks, so we are 
here to extend the highway trust fund through December

[[Page H5207]]

18 to give us the time we need to put together a multiyear solution. 
That costs $8 billion just to do that. What we use are revenue 
compliance measures to make it easier for people to file their taxes, 
effectively, and some spending savings to get the $8 billion. Not a 
single fee increase, not a single tax increase is in this bill to 
finance the extension of the highway trust fund solvency to December 
18.
  For example, TSA fees, TSA fees are not being increased. They are 
staying exactly the same as they are, so nobody getting on an airplane 
will see anything different. The difference is we keep those fees going 
to mandatory spending. We keep those fees going to where they are 
instead of going into discretionary spending where they can be spent in 
addition to other spending. So by walling off that money so Congress 
can't go spend it somewhere else, we save money by doing that.
  Things like this are what we do. Savings for the taxpayer, tax 
compliance, easier to comply with your taxes, making sure that fees 
don't get spent in other areas are some important fiscal savings that 
we have to make sure that we can extend the solvency of the highway 
trust fund.
  Now, the other point I would simply make is we believe that we have a 
chance of writing a big multiyear bill. That is why we are seeking this 
extension. If we didn't think that we had the chance and the 
opportunity on a bicameral, bipartisan basis to do a 6-year highway 
funding bill, then we would just do a 2-year bill like the other body 
is attempting to do. We think we can do a multiyear bill. We think 
there are ways of doing it, such as incorporating it with international 
tax reform, things that are important for the economy, things that are 
important for our businesses. We think that is an opportunity, and that 
is something that we are exploring on a bipartisan basis.
  So for that reason and many others, I urge adoption of this. I think 
it makes sense. Where I come from in Wisconsin, the way we say it is: 
We have two seasons--road construction season and winter. The last 
thing we want to do is see road construction stop at the beginning of 
August. We need to give our construction, our highways, our people who 
are filling these construction projects a little certainty, at least 
get into the winter so they can finish the building season while we 
work out a long-term highway solution.
  Mr. Speaker, I reserve the balance of my time.
  Mr. LEVIN. I yield myself such time as I may consume.
  As was said, here we go again. A bill from the majority. They have 
been in power over 4 years, and the result is another patch. We need to 
do better. We know the state of highways and the infrastructure in this 
country, our national infrastructure, receives a D-plus grade, getting 
worse every day. So it has been said we need multiyear, and that is so 
true.
  It is also being said that there needs to be a bipartisan, bicameral 
bill. I want to just talk to the chairman, to talk to this entire 
House, to talk to the Congress, having also met with the 
administration. There is no way to have a multiyear bill, 5, 6 years, 
unless it is truly bipartisan, involving Democrats as well as 
Republicans in both Houses.
  We have come up with some ideas. We are suggesting today, for 
example, passage of the Stop Corporate Inversions Act that many others 
and I introduced some time ago. So we need to consider everything.
  I want to close this way: We will not have a multiyear bill if lines 
are drawn not in sand, but in concrete. If the majority takes the 
position that some ideas cannot be considered, it is likely to lead 
infrastructure to another dead end. We need to do much better: 
multiyear, bipartisan, both Houses, with the administration. If we 
don't do that, the rest is talk.
  This delay has cost millions of jobs. Everybody, including the 
majority, now talks about middle income and stagnation. Part of it is 
because we have been stagnant in terms of an infrastructure bill on a 
long-term basis. That has to stop. We need to put a big red sign that 
says ``Stop'' in front of the majority in this House and the entire 
House and the Congress and get busy on a bipartisan basis on a highway 
long-term bill, all infrastructure.
  I reserve the balance of my time.
  Mr. RYAN of Wisconsin. Mr. Speaker, I think the gentleman from 
Michigan has more speakers than I do, so if it is all right with him, 
why don't a few of the speakers on his side of the aisle go first.
  Mr. LEVIN. We will be glad to do that. We are so full of vigor on 
this, we have lots of speakers.
  I yield 1\1/2\ minutes to the gentleman from California (Mr. 
Becerra), a member of our committee, who is also chair of our Caucus.
  Mr. BECERRA. I thank the gentleman for yielding.
  Mr. Speaker, in the greatest, most capacitated nation on Earth, there 
is no excuse for so many crumbling roads and bridges and for the ever-
growing traffic gridlock and congestion that we see every day that we 
try to get to work. There is no reason why hundreds of thousands of men 
and women in the construction industry today should remain unemployed 
because this Congress won't do its job of replenishing the highway 
trust fund. It is crazy.
  We know that when we repair a road or a bridge, we put an American to 
work, and we make it easier for all of us to get to work so we can be 
more efficient. But here we are for the 34th time doing a patch to the 
highway trust fund, which doesn't help any city or county in America 
because you don't build a road or build a bridge or retrofit a bridge 
with 2 months of funding or 5 months of funding. You need 6 years to 
know how much money you can rely on because that contractor doesn't buy 
cement or lumber for 2 months or 6 months. They buy for 4 or 5 years 
because, for them, time is money.
  We are costing the American people a ton of money by doing these 
constant patches. Why? Because we are not willing to do what we were 
elected to do: our job. Instead of just spectating, we should be coming 
up with the funds to have those roads built and repaired, those bridges 
built and repaired, to replace those aging buses and trains that stop 
us from being efficient.
  Mr. Speaker, it is time to do it the right way, the long way, a long-
term fix, not this short-term patch.
  Mr. RYAN of Wisconsin. I yield 3 minutes to the gentleman from 
Washington (Mr. Reichert), the chairman of the Subcommittee on Select 
Revenue Measures.

                              {time}  1515

  Mr. REICHERT. Mr. Speaker, I thank the chairman for yielding.
  Mr. Speaker, I rise in support of today's legislation that will 
ensure that our country's infrastructure needs are met.
  The bottom line is we are all here. We have agreement on a lot of the 
discussion we are having today. We all want a multiyear highway bill. 
We all recognize that that is what our communities need. That is 
exactly why we need to pass this bill today, so that we can have that 
opportunity to discuss these issues over the next few months to come up 
with a multiyear bill.
  It continues funding for construction projects through the end of the 
year, while giving us the time to come together on a solution that 
funds a multiyear transportation bill.
  This is not just about the economy--it is about the economy, but not 
just about the economy. It is about jobs and jobs connected with 
construction and jobs connected with moving our goods across the 
country and in our communities. It is also about the quality of life 
that our constituents are having to deal with back home, stuck in 
traffic for an hour or 2 hours, trying to get home and not having time 
with their families.
  There is a lot involved here with our discussion today and the 
benefits of a multiyear plan. Of course, when I go back home--just like 
any other Member--we drive on the highways. We see the need. We 
experience the congestion.
  I want to go back and tell my constituents that we have listened to 
them, that we realize and recognize that there is a problem; but most 
of all, I want to go back and say: We have a plan. As Democrats and 
Republicans, we are going to work together on a multiyear plan that we 
can agree on to move this country forward, a plan that includes a 
multiyear highway bill that offers communities greater certainty to 
plan for the future, improves our roads and bridges, reduces 
congestion, and eases the movement of goods.

[[Page H5208]]

  To get there, we must find a way--of course, this is where the rub 
comes in--to pay for it. By the end of the year, I want to be able to 
say to my constituents that we have met this challenge and that we have 
found a solution.
  We can start by evaluating whether we can accomplish our goals 
through a solution that modernizes our international tax system, 
supports the competitiveness of our American companies, and secures 
funding for a multiyear transportation bill--and finally defining a 
permanent funding solution for our infrastructure needs.
  Mr. Speaker, I want to ask pardon for a pun I am about to use in my 
next sentence. The bill today can help drive us there and give us time 
to have these discussions.
  Today, let's pass this bill; send it to the Senate, and let's get to 
work together, Mr. Speaker. People want us to work together on a 
multiyear solution to our transportation and infrastructure needs.
  Mr. LEVIN. I yield 2 minutes to the gentleman from Massachusetts (Mr. 
Neal), an active member of our committee.
  Mr. NEAL. Mr. Speaker, in reference to the point that my friend, 
Sheriff Reichert, just made, I would note the irony of his advocacy on 
behalf of a plan. I guess, after 35 short-term extensions, we haven't 
been able to find the time to develop a plan. You need years out to 
develop a plan.
  Just weeks ago, in this very Chamber, our friends on the other side 
made a full-throttled argument about America remaining competitive in 
the world, and that is why we needed the Trans-Pacific Partnership.
  Let me think about this for a moment. We want America to be 
competitive in the world, and we simultaneously allow America's 
infrastructure to crumble as we speak. Do you know what is going to get 
Congress to move, sadly enough? That catastrophe that awaits us 
somewhere across this country.
  The European Union has a highway system that, in many instances, is 
the envy of the world; the Chinese are developing high-speed rail that 
is the envy of the world, and we are doing the 35th short-term 
extension on a highway bill.
  Let me relate to our friends on the other side, as you travel across 
the Federal highway system, there is this great sign everywhere. It 
says the Dwight D. Eisenhower Federal highway system because a 
Republican President had the foresight and vision in the aftermath of 
World War II to develop a first-class Federal highway system.
  You know what else he had? He had two great allies in the Congress: 
Lyndon Johnson, the majority leader in the Senate; and Sam Rayburn, who 
was the Speaker of this House--who helped sponsor legislation that gave 
us a system that was the envy of the world.
  Mr. Speaker, 35 times we are not going to talk about extending the 
highway bill because we don't have time to develop a plan.
  Mr. RYAN of Wisconsin. I reserve the balance of my time.
  Mr. LEVIN. I yield 2 minutes to the gentleman from Oregon (Mr. 
Blumenauer), another valued member of our committee.
  Mr. BLUMENAUER. Mr. Speaker, America is still falling apart and 
falling behind. We are looking now to slide again past the deadline 
towards the end of the year. The problem is we are still pretending we 
can pay for 2015 infrastructure with 1993 dollars. It isn't that hard. 
It doesn't take 6 months to come up with a funding stream.
  I have legislation that is in the committee that could be acted on. 
We could follow the example of 20 States that have raised their user 
fees for transportation. We could get courage from the 6 Republican 
States that have raised their gas tax already this year.
  Just a few days ago, in the State of Washington, the Republican-
controlled State Senate approved a 15-cent gas tax increase. We could 
follow the example of Ronald Reagan in 1982, when he urged this 
Congress to bite the bullet and raise the gas tax. He proposed and 
Congress followed through on a 125 percent increase in the gas tax.
  Somehow, my Republican friends are afraid to use the mechanism that 
is fast, that is accepted, that the people in the States--Republicans 
in the States--have the courage to undertake.
  Why is it that this year is going to be any different than last year? 
Why will my speech be any different? Is it going to be cheaper? Is it 
going to become less complex? Are we going to have a little more 
backbone?
  It is time for us to step up. I would hope that our Ways and Means 
Committee could take the next 2 weeks, follow regular order, and 
provide funding so that we could give the Transportation Committee the 
2 months they need to fund it, and the job would be done.
  Mr. RYAN of Wisconsin. I reserve the balance of my time.
  Mr. LEVIN. I yield 1\1/2\ minutes to the gentleman from New Jersey 
(Mr. Pascrell), another valued member of our committee.
  Mr. PASCRELL. Mr. Speaker, what are we writing here, a new Magna 
Carta? They have had 4 years, for crying out loud; and we still don't 
have legislation in front of us.
  It has been 2 months since we were last here. We had a lot of talks 2 
months ago about how bad extensions are for transportation planning and 
policy, how the last extension was going to be the last extension. 
Nothing has changed.
  You keep on talking about the anxiety over tax reform and tax change. 
What about the anxiety that the American people and the contractors and 
workers have of getting our roads and highways and airports up to 
snuff? The bill before us today has the Congress paying for our 
highways and transit systems with more gimmicks.
  Tax compliance--these are the same provisions the House rejected last 
year. Transportation security administrative fees--Nick Calio at the 
airlines trade association rightfully criticizes: ``This plan proposes 
to use tomorrow's dollars to pay for today's problems.''
  The international tax can be part of a solution to bridge the gap, 
but corporate America is counting on those revenues to lower their 
rates and not pay for highway spending. Using an international tax 
scheme now will make it that much more difficult to get back to a user 
fee system. The people who use the system should pay for the system. 
That is what we should be agreeing on.
  The Ways and Means Committee did hold two hearings on renewing the 
trust fund--and we come to this?
  This is the new Magna Carta. I am waiting to see the final results 6 
months from now. It has been 10 years since this Congress passed a 
transportation bill. Neither party has the courage to deal with it.
  Mr. RYAN of Wisconsin. Mr. Speaker, I yield 2 minutes to the 
distinguished gentlewoman from Kansas (Ms. Jenkins), a member of the 
Ways and Means Committee.
  Ms. JENKINS of Kansas. I thank the gentleman for yielding, and I 
thank him for his leadership on this very important issue.
  I rise today in support of H.R. 3038. With the prospect of the 
highway trust fund dollars and spending authority expiring in just over 
2 weeks, this bill is a critical step to give our States the certainty 
that they need to continue work on important infrastructure projects 
back home. This bill gives the House and the Senate time to work 
together toward a long-term highway package by the end of the year.
  It is also important to note that this bill includes provisions I 
have pushed for to help many small businesses by establishing a 
chronological set of due dates for them to pay their taxes. The current 
law fails to do this, which causes small business and their owners 
unnecessary grief, time, and money.
  I have worked during the past two Congresses on legislation to fix 
this problem, and I am pleased that the House is acting today to take 
another burden off the shoulders of small-business people.
  I urge support of H.R. 3038.
  Mr. LEVIN. I yield 1\1/2\ minutes to the gentleman from Illinois (Mr. 
Danny K. Davis), another valued member of our committee.
  Mr. DANNY K. DAVIS of Illinois. Mr. Speaker, we all know that on July 
31, the highway trust fund will expire, but we didn't just learn it. It 
is not that we just found out last week or last month. We have always 
known it. Now, we come to where we are backed up against the wall.
  We know we need a long-term fix, but I am going to vote for a short-
term fix. I am going to vote for it because I want the contractors in 
my State to keep

[[Page H5209]]

working. I want the construction workers to keep laying concrete. I 
want the bridgebuilders to keep repairing bridges.
  We can't afford to have a short season. In Illinois, if you don't do 
construction now, you may not get a chance to do much.
  On the basis of the logic of keeping the construction industry 
moving, I vote ``yes'' for the highway bill that we are considering 
today.
  Mr. RYAN of Wisconsin. Mr. Speaker, I yield myself 1 minute to 
respond to the gentleman from Chicago.
  As a person who represents the State line and drives to O'Hare every 
week, back and forth, I want to add to the comment. They are in the 
middle of road construction right now on I-90 going to Chicago. If we 
don't pass this bill, construction projects like that will stop.
  By the way, we need more construction in the Chicagoland area, just 
like we do around the rest of America. That is why we have to pass 
this.
  I think the gentleman from Illinois hit it right, which is, yes, we 
knew this was coming; but it takes a while to figure out how to do 
things like rewrite international tax laws, something we haven't done 
for decades. It takes a while to figure out how to come up with long-
term financing of something like a highway trust fund.
  We know that we cannot come up with that answer within the next 2 
weeks. We don't want to see these construction projects like the really 
important one on I-90 and I-94 going to O'Hare--and everywhere else in 
America--stop in 2 weeks.
  That is why this is necessary. We don't like patches anymore than 
anybody else does, but this patch is necessary to make sure that those 
projects don't stop.
  Mr. Speaker, I reserve the balance of my time.

                              {time}  1530

  Mr. LEVIN. I yield 1\1/2\ minutes to the gentleman from Georgia (Mr. 
Lewis), a truly valued member of our committee and this Congress.
  Mr. LEWIS. Mr. Speaker, I want to thank my friend for yielding.
  Mr. Speaker, I rise to express my strong concern with yet another 
stopgap measure. Nearly 60 years ago, a Republican President, Dwight 
Eisenhower, led the charge to create the Interstate Highway System. He 
realized that good roads were not just about commerce and economic 
development, they are a national security priority to keep America 
safe.
  I have said it before and I will remind you again: there is no such 
thing as a Republican road or a Democratic bridge. Today, American 
roads and bridges, American transit, and American highways are 
crumbling. This is a national embarrassment.
  We have already rolled the ball down the road more than 30 times, and 
here we are doing it again. The time for talk is past. In the words of 
Dr. King: We have been bogged down in the paralysis of analysis for too 
long.
  Delay for another day is not an option. American jobs are on the 
line. In a few short weeks, transportation projects across our country 
will grind to a stop. We must act, and we must act now.
  Mr. RYAN of Wisconsin. Mr. Speaker, I reserve the balance of my time.
  Mr. LEVIN. Mr. Speaker, I yield myself the balance of my time.
  As I think back, we have been doing this so often, and our chairman 
said it takes a while. It has been a decade.
  I just want to emphasize, if we are no longer going to take a while 
but do it right, it is going to have to be done on a truly bipartisan 
basis.
  There is a tendency, I think, to go off on a wild goose chase, and 
that won't build highways. And it won't build if one party doesn't work 
with another, if the Senate doesn't work with the House. Now we have 
the Senate seeming to go a different way on a short-term thinking they 
can do a long-term. Chaos doesn't build highways. So I really hope, 
however we vote on this bill, that there will be a new dedication to 
doing what is so long overdue.
  All the talk about middle class incomes essentially goes up in smoke 
when we fail to do what is so clearly in the interest of middle class 
jobs, and that is to build highways, to repair bridges, to take care of 
airports, to take care of our infrastructure.
  Coming from Michigan, I am ashamed of the state of highways in 
Michigan compared to when I was a kid and later on. Disrepair has 
essentially been the hallmark of highway and infrastructure in this 
country because there has been a failure to step up to the plate.
  I just want to finish by saying: Don't put anything aside. Don't say 
anything can't be considered because that is a ticket, really, to 
another bridge to nowhere.
  I yield back the balance of my time.
  Mr. RYAN of Wisconsin. I yield myself the balance of my time.
  Mr. Speaker, I will spare the cliches and just simply say I think 
this is important that we get this done. Both parties have patched this 
trust fund for, as the gentleman said, 10 years.
  Part of the problem we have right now, Mr. Speaker, is the revenue 
source for highways is a revenue source that is no longer relevant, 
that doesn't work anymore. Gas taxes don't work well.
  Why?
  There is a good reason why. We get much better gas mileage. Our 
engine technology is better. Some cars don't even use gas. They are 
electric, and therefore, as a result, we don't pay as much for the 
highways we use, and that is the problem.
  So we are trying to figure out what is a way we can bridge finance 
the highway trust fund so that we can come up with a new revenue source 
for the long term. That means we have to have a medium term, a 6-year 
highway bill to make sure that the construction that we need to get 
done gets done, and that is going to take us some time to figure this 
out.
  That is why we need to have this patch to give us that time, because 
if we fail to pass this extension right now, then I can, sure as day, 
tell you what will come over from the other body will be a medium, 
about an 18-month extension, and that will come through here, and we 
will not get the bridge we need. We will not get the ability to give 
multiyear projects the ability to plan and get off the ground, and we 
will not have done our jobs.
  So in order to give us a chance to do our jobs, to get the long-term 
solution in place, to work on these big issues, we need to get 
ourselves a few more months' time. That is why I think, on a bipartisan 
basis, Members understand and appreciate this situation and therefore 
will, hopefully, support this.
  Mr. Speaker, I yield back the balance of my time.
  Mr. CONYERS. Mr. Speaker, I will vote for H.R. 3038, the Highway and 
Transportation Funding Act of 2015, because our nation cannot afford a 
surface transportation shutdown. There are still upwards of 15 million 
Americans either unemployed or underemployed, and a lapse in highway 
funding--however brief--would jeopardize thousands of Americans' 
livelihoods. My hope is that Republicans will stop careening toward 
crisis and finally pass a long-term measure to fix our aging 
infrastructure and put Americans to work. I am proud to support such a 
solution: today's Democratic Motion to Recommit aimed to allow a vote 
to re-authorize a long-term Transportation Bill to provide 6 years of 
funding for states and localities to repair crumbling roads and 
bridges. The time has come to stop governing by crisis and start making 
long-term investments to build a full employment society.
  Mr. PRICE of North Carolina. Mr. Speaker, roads, bridges, and 
railroads are crumbling all across America. In North Carolina, which 
used to be known as the ``good roads'' state, over 5,500 bridges are 
structurally unsound, and poor roads cost drivers $1.5 billion a year. 
That's why I am so frustrated that instead of seizing the opportunity 
to build a viable transportation system with a long-term highway-
transit bill, Republican leaders have instead elected to once again 
kick the can down the proverbial road and forgo critical repairs and 
safety improvements, to say nothing of new construction.
  Despite these grave reservations, I will vote for today's 5-month 
extension because I believe it will allow congressional leaders to 
negotiate the comprehensive transportation overhaul we so desperately 
need. However, like President Obama, I will not support future efforts 
to shirk the responsibility of rebuilding our nation's infrastructure.
  Short-term, stop-gap, extension-to-extension governance has become 
the norm over the past few years, and I'm frankly fed up with it. House 
Democrats are ready to get serious about making the investments we need 
to make to thrive as a country--I strongly encourage Republicans to 
answer the call.

[[Page H5210]]

  Ms. SEWELL of Alabama. Mr. Speaker, today, I rise in support of a 
long-term surface transportation bill.
  It's disappointing that Congress once again has failed to propose a 
long-term solution to invest in our nation's roads, bridges, and rails.
  The bill being brought to the floor is nothing more than a Band Aid: 
however, without this temporary fix, the Department of Transportation 
would be unable to fund new obligations to repair America's crumbling 
roads and fix our Nation's vast infrastructure problems. The reality is 
our nation's investment in infrastructure is woefully inadequate. These 
shortfalls hurt our constituents and damage our entire economy.
  In Alabama, twenty percent of our major city streets are in poor 
condition. Driving on deteriorating roads costs motorists approximately 
$1.4 billion a year.
  Across our country, an estimated one in three fatal traffic accidents 
is caused by roads that are in poor or mediocre condition. Moreover, 
The American Society of Civil Engineers estimates that one out of every 
nine bridges in the U.S. is structurally deficient.
  By building the infrastructure of tomorrow, we would create thousands 
of good-paying construction jobs that help more hard-working Americans 
earn a living.
  Investing in our infrastructure would also enhance our economic 
competitiveness by reducing transit costs and travel delays.
  We can't continue to kick the can down the road--we must do better by 
our constituents. There's no reason why Congress cannot pass a long-
term plan that would fix our aging infrastructure and boost our 
nation's economic development.
  Ms. EDDIE BERNICE JOHNSON of Texas. Mr. Speaker, I rise today in 
support of H.R. 3064, the GROW AMERICA Act, a bill that underscores the 
urgent need for a long-term investment in our Country's transportation 
infrastructure.
  With only eighteen days left before the Highway Trust Fund expires on 
July 31st, we should be urgently seeking out a long term solution.
  Instead, we are considering H.R. 3038, another short term extension 
of the Highway Trust Fund that only provides five months of additional 
funding. This five month quick-fix fails to provide America with the 
stability of a more permanent solution. Passing this bill only 
continues the repeated pattern of kicking the can down the road, 
further putting off the sensible solution that we owe to our 
constituents.
  In my home state of Texas, 38 percent of roads are in mediocre or 
poor condition, forcing drivers to spend approximately $5.3 billion 
annually on otherwise unnecessary automotive repairs. With 19% of our 
state's bridges being structurally deficient, it is clear that a 
sweeping bipartisan effort is needed to invest in the future of 
America's infrastructure.
  Without a long term extension, many states are unable to plan future 
construction projects, providing much needed repair to deteriorating 
roads. This is particularly crippling for Texas, which has a longer 
construction season because of its climate.
  In the Dallas area specifically, we currently have nine major 
construction projects costing in excess of $275 million that would be 
put on hold, in the event that the highway trust fund runs out of 
money. This is simply unfair. It is harmful to the growth that this 
region is experiencing, and places an unnecessary burden on Dallas 
residents and their ability to commute safely.
  Just a few months ago, I spoke out against the House's refusal to 
take up long term action on the Highway Trust Fund; and yet, we are 
again attempting to put a band-aid on a deep cut to America's 
transportation needs
  By contrast, H.R. 3064, the GROW AMERICA Act seeks to address the 
harmful impacts of continuous stop-gap funding. This bill infuses our 
economy with transportation infrastructure investment, providing $478 
billion over six years for highways, bridges, public transportation, 
highway safety, and rail programs.
  Enacting a six-year GROW AMERICA Act adds nearly two million jobs, 
compared to another extension of surface transportation programs, and 
is desperately needed to improve transportation quality across the 
nation.
  I urge my colleagues to call their transportation departments, if 
they have not already, and find out how short funding patches in 
Federal highway funds would affect their states. Bridge replacements, 
traffic decongestion projects, and road widening efforts, all impact 
safety, time, money and jobs; all of which stand to be harmed by short-
term funding.
  Mr. Speaker, with only eighteen days until the Highway Trust Fund 
runs out of money, I urge my colleagues to support the GROW AMERICA 
Act, a multi-year solution that provides states with the funding 
necessary to adequately invest in their infrastructure.
  Ms. SCHAKOWSKY. Mr. Speaker, I support workers and the important 
transportation and infrastructure jobs they do. They deserve the 
certainty and support that a long-term, well-funded highway funding 
bill would provide. H.R. 3038 is not that bill.
  Our infrastructure is rated a D+ by the American Society of Civil 
Engineers. A transportation system that was once the envy of the world 
has fallen into disrepair. We've passed dozens of short-term extensions 
over the past decade, and they haven't done the trick.
  We know where this bill will leave us: infrastructure projects won't 
be planned beyond December, long-overdue projects will hang in limbo, 
and workers will be left wondering if they'll spend the holidays 
unemployed.
  Every business owner, worker, and state and local official I have 
spoken with has asked for the same thing: a long-term, well-funded 
bill. In order to do that, we need to make a commitment to filling the 
funding gap from the gas tax--which has not been increased in more than 
two decades.
  I support gradually raising the gas tax to pay for our infrastructure 
priorities. I also joined 184 of my Democratic colleagues in supporting 
a motion that would have paid for a long-term, well-funded highway bill 
by preventing corporate tax inversions--the process of moving corporate 
headquarters overseas. Just one Republican supported that proposal. 
Doing either of those things would sustain the vital infrastructure 
investments we need.
  Those who suggest we can't afford a good highway bill are wrong. We 
are the richest country in the world at the richest time in our 
history. Funding our roads and bridges is a priority. We can afford it, 
and the American people demand that we do.
  What we cannot do is continue the path of unpredictability and short-
term planning that results from these stopgap measures for our 
highways, bridges, and other infrastructure projects. That is why I 
voted against H.R. 3038.
  This is the greatest country in the world, and there is nothing we 
cannot do. It's time to act accordingly by advancing a long-term, well-
funded transportation bill.
  The SPEAKER pro tempore. All time for debate has expired.
  Pursuant to House Resolution 362, the previous question is ordered on 
the bill.
  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.


                           Motion to Recommit

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

       Mr. Van Hollen moves to recommit the bill H.R. 3038 to the 
     Committee on Ways and Means with instructions to report the 
     same back to the House forthwith with the following 
     amendment:
       At the end of the bill, add the following:

     TITLE IV--STOP CORPORATE EXPATRIATION AND INVEST IN AMERICA'S 
                           INFRASTRUCTURE ACT

     SEC. 4001. SHORT TITLE.

       This title may be cited as the ``Stop Corporate 
     Expatriation and Invest in America's Infrastructure Act of 
     2015''.

     SEC. 4002. MODIFICATIONS TO RULES RELATING TO INVERTED 
                   CORPORATIONS.

       (a) In General.--Subsection (b) of section 7874 of the 
     Internal Revenue Code of 1986 is amended to read as follows:
       ``(b) Inverted Corporations Treated as Domestic 
     Corporations.--
       ``(1) In general.--Notwithstanding section 7701(a)(4), a 
     foreign corporation shall be treated for purposes of this 
     title as a domestic corporation if--
       ``(A) such corporation would be a surrogate foreign 
     corporation if subsection (a)(2) were applied by substituting 
     `80 percent' for `60 percent', or
       ``(B) such corporation is an inverted domestic corporation.
       ``(2) Inverted domestic corporation.--For purposes of this 
     subsection, a foreign corporation shall be treated as an 
     inverted domestic corporation if, pursuant to a plan (or a 
     series of related transactions)--
       ``(A) the entity completes after May 8, 2014, the direct or 
     indirect acquisition of--
       ``(i) substantially all of the properties held directly or 
     indirectly by a domestic corporation, or
       ``(ii) substantially all of the assets of, or substantially 
     all of the properties constituting a trade or business of, a 
     domestic partnership, and
       ``(B) after the acquisition, either--
       ``(i) more than 50 percent of the stock (by vote or value) 
     of the entity is held--

       ``(I) in the case of an acquisition with respect to a 
     domestic corporation, by former shareholders of the domestic 
     corporation by reason of holding stock in the domestic 
     corporation, or
       ``(II) in the case of an acquisition with respect to a 
     domestic partnership, by former

[[Page H5211]]

     partners of the domestic partnership by reason of holding a 
     capital or profits interest in the domestic partnership, or

       ``(ii) the management and control of the expanded 
     affiliated group which includes the entity occurs, directly 
     or indirectly, primarily within the United States, and such 
     expanded affiliated group has significant domestic business 
     activities.
       ``(3) Exception for corporations with substantial business 
     activities in foreign country of organization.--A foreign 
     corporation described in paragraph (2) shall not be treated 
     as an inverted domestic corporation if after the acquisition 
     the expanded affiliated group which includes the entity has 
     substantial business activities in the foreign country in 
     which or under the law of which the entity is created or 
     organized when compared to the total business activities of 
     such expanded affiliated group. For purposes of subsection 
     (a)(2)(B)(iii) and the preceding sentence, the term 
     `substantial business activities' shall have the meaning 
     given such term under regulations in effect on May 8, 2014, 
     except that the Secretary may issue regulations increasing 
     the threshold percent in any of the tests under such 
     regulations for determining if business activities constitute 
     substantial business activities for purposes of this 
     paragraph.
       ``(4) Management and control.--For purposes of paragraph 
     (2)(B)(ii)--
       ``(A) In general.--The Secretary shall prescribe 
     regulations for purposes of determining cases in which the 
     management and control of an expanded affiliated group is to 
     be treated as occurring, directly or indirectly, primarily 
     within the United States. The regulations prescribed under 
     the preceding sentence shall apply to periods after May 8, 
     2014.
       ``(B) Executive officers and senior management.--Such 
     regulations shall provide that the management and control of 
     an expanded affiliated group shall be treated as occurring, 
     directly or indirectly, primarily within the United States if 
     substantially all of the executive officers and senior 
     management of the expanded affiliated group who exercise day-
     to-day responsibility for making decisions involving 
     strategic, financial, and operational policies of the 
     expanded affiliated group are based or primarily located 
     within the United States. Individuals who in fact exercise 
     such day-to-day responsibilities shall be treated as 
     executive officers and senior management regardless of their 
     title.
       ``(5) Significant domestic business activities.--For 
     purposes of paragraph (2)(B)(ii), an expanded affiliated 
     group has significant domestic business activities if at 
     least 25 percent of--
       ``(A) the employees of the group are based in the United 
     States,
       ``(B) the employee compensation incurred by the group is 
     incurred with respect to employees based in the United 
     States,
       ``(C) the assets of the group are located in the United 
     States, or
       ``(D) the income of the group is derived in the United 
     States,

     determined in the same manner as such determinations are made 
     for purposes of determining substantial business activities 
     under regulations referred to in paragraph (3) as in effect 
     on May 8, 2014, but applied by treating all references in 
     such regulations to `foreign country' and `relevant foreign 
     country' as references to `the United States'. The Secretary 
     may issue regulations decreasing the threshold percent in any 
     of the tests under such regulations for determining if 
     business activities constitute significant domestic business 
     activities for purposes of this paragraph.''.
       (b) Conforming Amendments.--
       (1) Clause (i) of section 7874(a)(2)(B) of such Code is 
     amended by striking ``after March 4, 2003,'' and inserting 
     ``after March 4, 2003, and before May 9, 2014,''.
       (2) Subsection (c) of section 7874 of such Code is 
     amended--
       (A) in paragraph (2)--
       (i) by striking ``subsection (a)(2)(B)(ii)'' and inserting 
     ``subsections (a)(2)(B)(ii) and (b)(2)(B)(i)'', and
       (ii) by inserting ``or (b)(2)(A)'' after ``(a)(2)(B)(i)'' 
     in subparagraph (B),
       (B) in paragraph (3), by inserting ``or (b)(2)(B)(i), as 
     the case may be,'' after ``(a)(2)(B)(ii)'',
       (C) in paragraph (5), by striking ``subsection 
     (a)(2)(B)(ii)'' and inserting ``subsections (a)(2)(B)(ii) and 
     (b)(2)(B)(i)'', and
       (D) in paragraph (6), by inserting ``or inverted domestic 
     corporation, as the case may be,'' after ``surrogate foreign 
     corporation''.
       (c) Effective Date.--The amendments made by this section 
     shall apply to taxable years ending after May 8, 2014.

  Mr. RYAN of Wisconsin (during the reading). Mr. Speaker, I ask 
unanimous consent that the reading be dispensed with.
  The SPEAKER pro tempore. Is there objection to the request of the 
gentleman from Wisconsin?
  There was no objection.
  Mr. RYAN of Wisconsin. Mr. Speaker, I reserve a point of order.
  The SPEAKER pro tempore. A point of order is reserved.
  Pursuant to the rule, the gentleman from Maryland is recognized for 5 
minutes in support of his motion.
  Mr. VAN HOLLEN. Mr. Speaker, we have a very sad state of affairs 
here. We know we have an urgent problem with respect to infrastructure 
around America. Our roads, our bridges, our transitways are in 
disrepair at a time when we should actually be investing more to 
modernize our American infrastructure so we can compete and put people 
back to work.
  And yet what do we have from our Republican colleagues? More of the 
same. Five more months of inadequate funding, no certainty for people 
who need to plan for projects. People are going to face layoffs again. 
So we have an urgent problem, and the response we get from our 
Republican colleagues is 5 months of inadequate funding.
  We have put forward a 6-year plan, the first 2 years fully funded of 
a more robust plan. How do we fund it? We fund it by saying ``no more'' 
to the companies, the American companies that are cheating the American 
taxpayers by inversion.
  So what are they doing? They are simply changing their addresses to 
an overseas address so they don't have to pay any more into helping our 
infrastructure and helping our country.
  Let me give you an example of what these companies are doing. They 
are not moving their employees. They are not moving their management. 
They are not moving their factories or anything else. They are just 
changing their mailing address by acquiring a small foreign company 
and, in doing so, saying: We are not going to pay any more of our 
taxes.
  So to the chairman of the Ways and Means Committee, I think most 
Americans would disagree with you that we need more time. We don't need 
5 more months to figure out that these corporations are cheating, as 
taxpayers, by using these special provisions. We can close this tax 
loophole right now. In fact, about 30 of these companies have inverted 
in the last 5 years.
  So we want to wait another 5 months and allow 5, 10 more to use this 
tax device to escape their responsibilities to the American taxpayer? 
Why should we do that?
  Let's do the right thing, and let's do it right now. We have that 
within our power. That is what the legislation that we have put forward 
is all about. Let's invest in our national infrastructure, and let's 
use it by getting the savings from these companies that are engaging in 
these inversion tax practices.
  I am pleased to yield the remainder of my time to the gentleman from 
New York (Mr. Israel).
  Mr. ISRAEL. I thank my colleague.
  Mr. Speaker, Republicans and Democrats until this Congress have 
always agreed that the way you build an economy is by building 
highways, bridges, tunnels, and transit.
  With this Congress, Mr. Speaker, under this Republican Congress, we 
are not building; we are patching. As a result, the American people are 
sitting in more traffic, longer rush hours, with higher repair bills.
  Well, this is a choice, Mr. Speaker. Under the Republican plan, we 
can kick the can down the crumbling highway. We can patch through 
December, telling construction workers we don't know if they are going 
to work after that. We can fund the status quo.
  Or, under this plan, we can be big, bold, and fair. We have 6 years 
of work, a 6-year extension of the highway trust fund, $40 billion in 
jobs and construction. It is funded not by asking Americans to dig 
deeper into their pockets or take something from their paychecks. It is 
funded by telling America's corporations they cannot establish an 
address for themselves in the Caribbean in order to avoid paying their 
fair share of taxes right here at home.
  Mr. Speaker, the American people are fed up. They are sitting in 
traffic. They can feel their tires hitting the potholes. They are told 
we can't afford to fix those potholes because we don't have the money. 
They sit in longer rush hours. Meanwhile, corporations rush to the 
Caribbean to avoid paying their fair share of taxes to fix the 
potholes.
  This is the choice: Will we protect tax gimmicks for America's 
biggest corporations, or will we protect the American taxpayer and 
America's workers?
  Our proposal, Mr. Speaker, grows jobs, creates sustainable growth and 
paychecks. It fixes potholes. It fixes our highways and transit. It 
gets Americans to their jobs on time. It rebuilds our economy by 
rebuilding jobs. And it is a choice we are making today.

[[Page H5212]]

  The choice is this, Mr. Speaker: Will we protect tax gimmicks for tax 
dodgers, or will we protect jobs for the American people?
  Mr. VAN HOLLEN. Mr. Speaker, I yield back the balance of my time.
  Mr. RYAN of Wisconsin. Mr. Speaker, I withdraw the reservation of the 
point of order.
  The SPEAKER pro tempore. The reservation of the point of order is 
withdrawn.
  Mr. RYAN of Wisconsin. Mr. Speaker, I claim the time in opposition.
  The SPEAKER pro tempore. The gentleman is recognized for 5 minutes.
  Mr. RYAN of Wisconsin. I have a few points.
  Number one, I am looking through the bill, the motion to recommit 
here. There is no 6-year plan in here. There is no 6-year highway 
project plan in here. They may have proposed one, but it is not being 
offered here today. All this bill does is the stop corporate 
expatriation and invest in America's infrastructure, but there is no 
invest in America's infrastructure here, just the tax increase.
  Let's speak to that.
  We have heard speaker after speaker after speaker here from the other 
side of the aisle say: You are getting away from gas taxes to fund 
highways, to fund infrastructure.
  What does this do? This isn't a gas tax increase. So you are moving 
away from the user fee principle yourself in your own rhetoric.
  Let's speak to the substance of this particular proposal. This 
proposal will do a couple of things.
  Number one, it will encourage foreign companies to buy U.S. 
companies. You might as well say this is the Buy American Company Act 
of 2015.
  Number two, it will encourage U.S. corporate headquarters to move 
overseas. Don't take my word for it. That is the characterization of 
this bill by the Senate Democratic Policy chair, the senior Senator 
from New York, who has said this policy will encourage U.S. 
headquarters to be moved overseas.

                              {time}  1545

  Inversions are bad. We want to stop inversions. But to quote the 
Treasury Secretary of the other side's party, the way to stop 
inversions is tax reform.
  Why are we here doing this patch? So that we can give ourselves the 
time to do tax reform, to do international tax reform, so that we can 
prevent inversions. That is the whole purpose of this episode that we 
are having here.
  So not only is this really bad policy, it doesn't work. It won't 
affect what they are trying to do.
  If you want to stop inversions, you have got to do tax reforms. 
Adding more obstacles to U.S. companies doesn't stop U.S. companies 
from moving. It simply says that they are more ripe for takeovers by 
foreign companies.
  There is a very dangerous trend, Mr. Speaker, of foreign companies 
buying U.S. companies. It is happening at an alarming pace. If this 
were to pass, it would accelerate that pace.
  And the way that this is written, it would say: If you have your 
headquarters in America, as an American company, you had better move 
them overseas. Why would we want to do that?
  The real solution is tax reform, make America more competitive and 
make America the place you want to have your corporate headquarters.
  Let's have American companies buy foreign companies instead of the 
other way around. That is what we should be doing.
  Let's just have a little truth in advertising here. This doesn't stop 
inversions. This accelerates American companies being bought by foreign 
companies. It accelerates American headquarters going overseas, and it 
doesn't fund anything for the next 6 years.
  So with that and many other reasons, I urge a ``no'' vote on this 
motion to recommit.
  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. VAN HOLLEN. Mr. Speaker, on that I demand the yeas and nays.
  The yeas and nays were ordered.
  The SPEAKER pro tempore. Pursuant to clause 8 and clause 9 of rule 
XX, this 15-minute vote on the motion to recommit will be followed by 
5-minute votes on passage, if ordered; the motion to suspend the rules 
on H.R. 2722; and approval of the Journal, if ordered.
  The vote was taken by electronic device, and there were--yeas 185, 
nays 244, not voting 4, as follows:

                             [Roll No. 440]

                               YEAS--185

     Adams
     Aguilar
     Ashford
     Bass
     Beatty
     Becerra
     Bera
     Bishop (GA)
     Blumenauer
     Bonamici
     Boyle, Brendan F.
     Brady (PA)
     Brown (FL)
     Brownley (CA)
     Bustos
     Butterfield
     Capps
     Capuano
     Cardenas
     Carney
     Carson (IN)
     Cartwright
     Castor (FL)
     Castro (TX)
     Chu, Judy
     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
     DeSaulnier
     Deutch
     Dingell
     Doggett
     Doyle, Michael F.
     Duckworth
     Edwards
     Ellison
     Eshoo
     Esty
     Farr
     Fattah
     Foster
     Frankel (FL)
     Fudge
     Gabbard
     Gallego
     Garamendi
     Graham
     Grayson
     Green, Al
     Green, Gene
     Grijalva
     Gutierrez
     Hahn
     Hastings
     Heck (WA)
     Higgins
     Himes
     Hinojosa
     Honda
     Hoyer
     Huffman
     Israel
     Jackson Lee
     Jeffries
     Johnson (GA)
     Johnson, E. B.
     Jones
     Kaptur
     Keating
     Kelly (IL)
     Kennedy
     Kildee
     Kilmer
     Kind
     Kirkpatrick
     Kuster
     Langevin
     Larsen (WA)
     Larson (CT)
     Lawrence
     Lee
     Levin
     Lewis
     Lieu, Ted
     Lipinski
     Loebsack
     Lofgren
     Lowenthal
     Lowey
     Lujan Grisham (NM)
     Lujan, Ben Ray (NM)
     Lynch
     Maloney, Carolyn
     Maloney, Sean
     Matsui
     McCollum
     McDermott
     McGovern
     McNerney
     Meeks
     Meng
     Moore
     Moulton
     Murphy (FL)
     Nadler
     Napolitano
     Neal
     Nolan
     Norcross
     O'Rourke
     Pallone
     Payne
     Pelosi
     Perlmutter
     Peters
     Peterson
     Pingree
     Pocan
     Polis
     Price (NC)
     Quigley
     Rangel
     Rice (NY)
     Richmond
     Roybal-Allard
     Ruiz
     Ruppersberger
     Rush
     Ryan (OH)
     Sanchez, Linda T.
     Sanchez, Loretta
     Sarbanes
     Schakowsky
     Schiff
     Scott (VA)
     Scott, David
     Serrano
     Sewell (AL)
     Sherman
     Sinema
     Sires
     Slaughter
     Smith (WA)
     Speier
     Swalwell (CA)
     Takai
     Takano
     Thompson (CA)
     Thompson (MS)
     Titus
     Tonko
     Torres
     Tsongas
     Van Hollen
     Vargas
     Veasey
     Vela
     Velazquez
     Visclosky
     Walz
     Wasserman Schultz
     Waters, Maxine
     Watson Coleman
     Welch
     Wilson (FL)
     Yarmuth

                               NAYS--244

     Abraham
     Aderholt
     Allen
     Amash
     Amodei
     Babin
     Barletta
     Barr
     Barton
     Benishek
     Bilirakis
     Bishop (MI)
     Black
     Blackburn
     Blum
     Bost
     Boustany
     Brady (TX)
     Brat
     Bridenstine
     Brooks (AL)
     Brooks (IN)
     Buchanan
     Buck
     Bucshon
     Burgess
     Byrne
     Calvert
     Carter (GA)
     Carter (TX)
     Chabot
     Chaffetz
     Clawson (FL)
     Coffman
     Cole
     Collins (GA)
     Collins (NY)
     Comstock
     Conaway
     Cook
     Costello (PA)
     Cramer
     Crawford
     Crenshaw
     Culberson
     Curbelo (FL)
     Davis, Rodney
     Denham
     Dent
     DeSantis
     DesJarlais
     Diaz-Balart
     Dold
     Donovan
     Duffy
     Duncan (SC)
     Duncan (TN)
     Ellmers (NC)
     Emmer (MN)
     Farenthold
     Fincher
     Fitzpatrick
     Fleischmann
     Fleming
     Flores
     Forbes
     Fortenberry
     Foxx
     Franks (AZ)
     Frelinghuysen
     Garrett
     Gibbs
     Gibson
     Gohmert
     Goodlatte
     Gosar
     Gowdy
     Granger
     Graves (GA)
     Graves (LA)
     Graves (MO)
     Griffith
     Grothman
     Guinta
     Guthrie
     Hanna
     Hardy
     Harper
     Harris
     Hartzler
     Heck (NV)
     Hensarling
     Herrera Beutler
     Hice, Jody B.
     Hill
     Holding
     Hudson
     Huelskamp
     Huizenga (MI)
     Hultgren
     Hunter
     Hurd (TX)
     Hurt (VA)
     Issa
     Jenkins (KS)
     Jenkins (WV)
     Johnson (OH)
     Johnson, Sam
     Jolly
     Jordan
     Joyce
     Katko
     Kelly (MS)
     Kelly (PA)
     King (IA)
     King (NY)
     Kinzinger (IL)
     Kline
     Knight
     Labrador
     LaMalfa
     Lamborn
     Lance
     Latta
     LoBiondo
     Long
     Loudermilk
     Love
     Lucas
     Luetkemeyer
     Lummis
     MacArthur
     Marchant
     Marino
     Massie
     McCarthy
     McCaul
     McClintock
     McHenry
     McKinley
     McMorris Rodgers
     McSally
     Meadows
     Meehan
     Messer
     Mica
     Miller (FL)
     Miller (MI)
     Moolenaar
     Mooney (WV)
     Mullin
     Mulvaney
     Murphy (PA)
     Neugebauer
     Newhouse
     Noem
     Nugent
     Nunes
     Olson
     Palazzo
     Palmer
     Pascrell
     Paulsen
     Pearce
     Perry
     Pittenger
     Pitts
     Poe (TX)
     Poliquin
     Pompeo
     Posey
     Price, Tom
     Ratcliffe
     Reed
     Reichert
     Renacci
     Ribble
     Rice (SC)
     Rigell
     Roby
     Roe (TN)
     Rogers (AL)
     Rogers (KY)
     Rohrabacher
     Rokita
     Rooney (FL)
     Ros-Lehtinen
     Roskam
     Ross
     Rothfus
     Rouzer
     Royce
     Russell
     Ryan (WI)

[[Page H5213]]


     Salmon
     Sanford
     Scalise
     Schweikert
     Scott, Austin
     Sensenbrenner
     Sessions
     Shimkus
     Shuster
     Simpson
     Smith (MO)
     Smith (NE)
     Smith (NJ)
     Smith (TX)
     Stefanik
     Stewart
     Stivers
     Stutzman
     Thompson (PA)
     Thornberry
     Tiberi
     Tipton
     Trott
     Turner
     Upton
     Valadao
     Wagner
     Walberg
     Walden
     Walker
     Walorski
     Walters, Mimi
     Weber (TX)
     Webster (FL)
     Wenstrup
     Westerman
     Westmoreland
     Whitfield
     Williams
     Wilson (SC)
     Wittman
     Womack
     Woodall
     Yoder
     Yoho
     Young (AK)
     Young (IA)
     Young (IN)
     Zeldin
     Zinke

                             NOT VOTING--4

     Beyer
     Bishop (UT)
     Engel
     Schrader

                              {time}  1613

  Messrs. WENSTRUP, DUNCAN of Tennessee, BROOKS of Alabama, MacARTHUR, 
HULTGREN, PITTENGER, and HARDY changed their vote from ``yea'' to 
``nay.''
  Ms. CASTOR of Florida, Messrs. PETERS and LARSON of Connecticut 
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 312, 
noes 119, not voting 2, as follows:

                             [Roll No. 441]

                               AYES--312

     Abraham
     Adams
     Aderholt
     Allen
     Ashford
     Babin
     Barr
     Barton
     Bass
     Beatty
     Benishek
     Bera
     Bilirakis
     Bishop (GA)
     Bishop (MI)
     Bishop (UT)
     Black
     Bonamici
     Bost
     Boustany
     Boyle, Brendan F.
     Brady (PA)
     Brady (TX)
     Brooks (IN)
     Brownley (CA)
     Buchanan
     Bucshon
     Burgess
     Bustos
     Butterfield
     Calvert
     Capps
     Capuano
     Carson (IN)
     Carter (GA)
     Carter (TX)
     Castro (TX)
     Chabot
     Chaffetz
     Chu, Judy
     Cicilline
     Clarke (NY)
     Clyburn
     Coffman
     Cohen
     Cole
     Collins (NY)
     Comstock
     Conaway
     Connolly
     Conyers
     Cook
     Costa
     Costello (PA)
     Cramer
     Crawford
     Crenshaw
     Crowley
     Cuellar
     Culberson
     Curbelo (FL)
     Davis (CA)
     Davis, Danny
     Davis, Rodney
     DeFazio
     Delaney
     DelBene
     Denham
     Dent
     Deutch
     Diaz-Balart
     Dingell
     Dold
     Donovan
     Duckworth
     Duncan (TN)
     Ellison
     Ellmers (NC)
     Emmer (MN)
     Eshoo
     Esty
     Farr
     Fattah
     Fincher
     Fitzpatrick
     Fleischmann
     Forbes
     Fortenberry
     Foster
     Foxx
     Frankel (FL)
     Frelinghuysen
     Gabbard
     Gallego
     Garamendi
     Gibbs
     Gibson
     Goodlatte
     Gowdy
     Graham
     Granger
     Graves (LA)
     Graves (MO)
     Grayson
     Green, Al
     Green, Gene
     Guinta
     Guthrie
     Hahn
     Hanna
     Hardy
     Harper
     Harris
     Hastings
     Heck (WA)
     Hensarling
     Herrera Beutler
     Higgins
     Hill
     Himes
     Hinojosa
     Holding
     Honda
     Hoyer
     Hudson
     Huffman
     Huizenga (MI)
     Hultgren
     Hunter
     Hurd (TX)
     Hurt (VA)
     Israel
     Issa
     Jackson Lee
     Jeffries
     Jenkins (KS)
     Jenkins (WV)
     Johnson (GA)
     Johnson (OH)
     Johnson, E. B.
     Johnson, Sam
     Joyce
     Katko
     Keating
     Kelly (MS)
     Kelly (PA)
     Kilmer
     King (IA)
     King (NY)
     Kinzinger (IL)
     Kirkpatrick
     Kline
     Knight
     Kuster
     LaMalfa
     Lance
     Langevin
     Larsen (WA)
     Lawrence
     Lee
     Levin
     Lewis
     Lieu, Ted
     Lipinski
     LoBiondo
     Loebsack
     Lofgren
     Long
     Love
     Lowenthal
     Lowey
     Lucas
     Luetkemeyer
     Lujan Grisham (NM)
     Lujan, Ben Ray (NM)
     Lynch
     MacArthur
     Maloney, Carolyn
     Marchant
     Marino
     McCarthy
     McCaul
     McHenry
     McKinley
     McMorris Rodgers
     McNerney
     McSally
     Meadows
     Meehan
     Meeks
     Meng
     Messer
     Mica
     Miller (FL)
     Miller (MI)
     Moolenaar
     Mooney (WV)
     Mullin
     Murphy (FL)
     Murphy (PA)
     Nadler
     Napolitano
     Newhouse
     Noem
     Nolan
     Norcross
     Nugent
     Nunes
     O'Rourke
     Olson
     Pallone
     Paulsen
     Payne
     Pelosi
     Peterson
     Pingree
     Pittenger
     Pitts
     Pocan
     Poe (TX)
     Poliquin
     Price (NC)
     Price, Tom
     Quigley
     Reed
     Reichert
     Richmond
     Roby
     Roe (TN)
     Rogers (AL)
     Rogers (KY)
     Rohrabacher
     Rokita
     Rooney (FL)
     Ros-Lehtinen
     Roskam
     Ross
     Rouzer
     Roybal-Allard
     Royce
     Ruiz
     Ruppersberger
     Rush
     Russell
     Ryan (OH)
     Ryan (WI)
     Sanchez, Loretta
     Sarbanes
     Scalise
     Schiff
     Scott, David
     Serrano
     Sessions
     Sewell (AL)
     Sherman
     Shimkus
     Shuster
     Simpson
     Sinema
     Sires
     Slaughter
     Smith (MO)
     Smith (NE)
     Smith (NJ)
     Smith (TX)
     Smith (WA)
     Stefanik
     Stewart
     Stivers
     Stutzman
     Swalwell (CA)
     Takai
     Takano
     Thompson (CA)
     Thompson (PA)
     Thornberry
     Tiberi
     Titus
     Torres
     Trott
     Turner
     Upton
     Valadao
     Vargas
     Veasey
     Vela
     Velazquez
     Wagner
     Walberg
     Walden
     Walorski
     Walters, Mimi
     Walz
     Wasserman Schultz
     Waters, Maxine
     Watson Coleman
     Webster (FL)
     Wenstrup
     Westerman
     Whitfield
     Williams
     Wilson (FL)
     Wilson (SC)
     Wittman
     Womack
     Woodall
     Yarmuth
     Young (AK)
     Young (IA)
     Young (IN)
     Zeldin
     Zinke

                               NOES--119

     Aguilar
     Amash
     Amodei
     Barletta
     Becerra
     Blackburn
     Blum
     Blumenauer
     Brat
     Bridenstine
     Brooks (AL)
     Brown (FL)
     Buck
     Byrne
     Cardenas
     Carney
     Cartwright
     Castor (FL)
     Clark (MA)
     Clawson (FL)
     Clay
     Cleaver
     Collins (GA)
     Cooper
     Courtney
     Cummings
     DeGette
     DeLauro
     DeSantis
     DeSaulnier
     DesJarlais
     Doggett
     Doyle, Michael F.
     Duffy
     Duncan (SC)
     Edwards
     Farenthold
     Fleming
     Flores
     Franks (AZ)
     Fudge
     Garrett
     Gohmert
     Gosar
     Graves (GA)
     Griffith
     Grijalva
     Grothman
     Gutierrez
     Hartzler
     Heck (NV)
     Hice, Jody B.
     Huelskamp
     Jolly
     Jones
     Jordan
     Kaptur
     Kelly (IL)
     Kennedy
     Kildee
     Kind
     Labrador
     Lamborn
     Larson (CT)
     Latta
     Loudermilk
     Lummis
     Maloney, Sean
     Massie
     Matsui
     McClintock
     McCollum
     McDermott
     McGovern
     Moore
     Moulton
     Mulvaney
     Neal
     Neugebauer
     Palazzo
     Palmer
     Pascrell
     Pearce
     Perlmutter
     Perry
     Peters
     Polis
     Pompeo
     Posey
     Rangel
     Ratcliffe
     Renacci
     Ribble
     Rice (NY)
     Rice (SC)
     Rigell
     Rothfus
     Salmon
     Sanchez, Linda T.
     Sanford
     Schakowsky
     Schrader
     Schweikert
     Scott (VA)
     Scott, Austin
     Sensenbrenner
     Speier
     Thompson (MS)
     Tipton
     Tonko
     Tsongas
     Van Hollen
     Visclosky
     Walker
     Weber (TX)
     Welch
     Westmoreland
     Yoder
     Yoho

                             NOT VOTING--2

     Beyer
     Engel


                Announcement by the Speaker Pro Tempore

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

                              {time}  1620

  Ms. BROWN of Florida and Mr. GOHMERT changed their vote from ``aye'' 
to ``no.''
  So the bill was passed.
  The result of the vote was announced as above recorded.
  A motion to reconsider was laid on the table.

                          ____________________