[Congressional Record Volume 161, Number 158 (Tuesday, October 27, 2015)]
[House]
[Pages H7207-H7214]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




              SURFACE TRANSPORTATION EXTENSION ACT OF 2015

  Mr. SHUSTER. Mr. Speaker, I move to suspend the rules and pass the 
bill (H.R. 3819) 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.
  The Clerk read the title of the bill.
  The text of the bill is as follows:

                               H.R. 3819

       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 ``Surface 
     Transportation Extension Act of 2015''.
       (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 2016 by amounts apportioned or allocated 
     pursuant to the Surface Transportation and Veterans Health 
     Care Choice Improvement Act of 2015, including the amendments 
     made by that Act, for the period beginning on October 1, 
     2015, and ending on October 29, 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.
Sec. 1302. Ensuring safe implementation of positive train control 
              systems.

                      TITLE II--REVENUE PROVISIONS

Sec. 2001. Extension of Highway Trust Fund expenditure authority.

           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

[[Page H7208]]

     2014 (128 Stat. 1840) is amended by striking ``October 29, 
     2015'' and inserting ``November 20, 2015''.
       (b) Authorization of Appropriations.--
       (1) Highway trust fund.--Section 1001(b)(1)(B) of the 
     Highway and Transportation Funding Act of 2014 (128 Stat. 
     1840) is amended by striking ``for the period beginning on 
     October 1, 2015, and ending on October 29, 2015, \29/366\ of 
     the total amount'' and inserting ``for the period beginning 
     on October 1, 2015, and ending on November 20, 2015, \51/366\ 
     of the total amount''.
       (2) General fund.--Section 1123(h)(1) of MAP-21 (23 U.S.C. 
     202 note) is amended by striking ``and $2,377,049 out of the 
     general fund of the Treasury to carry out the program for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015'' and inserting ``and $4,180,328 out of the general 
     fund of the Treasury to carry out the program for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015''.
       (c) Use of Funds.--
       (1) In general.--Section 1001(c)(1)(B) of the Highway and 
     Transportation Funding Act of 2014 (128 Stat. 1840) is 
     amended--
       (A) by striking ``October 29, 2015,'' and inserting 
     ``November 20, 2015,''; and
       (B) by striking ``\29/366\'' and inserting ``\51/366\''.
       (2) Obligation ceiling.--Section 1102 of MAP-21 (23 U.S.C. 
     104 note) is amended--
       (A) by striking subsection (a)(4) and inserting the 
     following:
       ``(4) $5,595,839,851 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.'';
       (B) in subsection (b)(12) by striking ``, and for the 
     period beginning on October 1, 2015, and ending on October 
     29, 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 \29/366\ for that period'' and inserting ``, and for the 
     period beginning on October 1, 2015, and ending on November 
     20, 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 \51/366\ for that period'';
       (C) in subsection (c)--
       (i) in the matter preceding paragraph (1) by striking 
     ``October 29, 2015'' and inserting ``November 20, 2015''; and
       (ii) in paragraph (2) in the matter preceding subparagraph 
     (A) by striking ``for the period beginning on October 1, 
     2015, and ending on October 29, 2015, that is equal to \29/
     366\ of such unobligated balance'' and inserting ``for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015, that is equal to \51/366\ of such unobligated 
     balance''; and
       (D) in subsection (f)(1) in the matter preceding 
     subparagraph (A) by striking ``October 29, 2015'' and 
     inserting ``November 20, 2015''.

     SEC. 1002. ADMINISTRATIVE EXPENSES.

       Section 1002 of the Highway and Transportation Funding Act 
     of 2014 (128 Stat. 1842) is amended--
       (1) by striking subsection (a)(2) and inserting the 
     following:
       ``(2) $61,311,475 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''; and
       (2) in subsection (b)(2) by striking ``and for the period 
     beginning on October 1, 2015, and ending on October 29, 2015, 
     subject to the limitations on administrative expenses under 
     the heading `Federal Highway Administration' '' and inserting 
     ``and for the period beginning on October 1, 2015, and ending 
     on November 20, 2015, subject to the limitations on 
     administrative expenses for the Federal Highway 
     Administration and Appalachian Regional Commission''.

            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)(D) of 
     MAP-21 (126 Stat. 733) is amended to read as follows:
       ``(D) $32,745,902 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''.
       (2) Highway safety research and development.--Section 
     31101(a)(2)(D) of MAP-21 (126 Stat. 733) is amended to read 
     as follows:
       ``(D) $15,815,574 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''.
       (3) National priority safety programs.--Section 
     31101(a)(3)(D) of MAP-21 (126 Stat. 733) is amended to read 
     as follows:
       ``(D) $37,901,639 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''.
       (4) National driver register.--Section 31101(a)(4)(D) of 
     MAP-21 (126 Stat. 733) is amended to read as follows:
       ``(D) $696,721 for the period beginning on October 1, 2015, 
     and ending on November 20, 2015.''.
       (5) High visibility enforcement program.--
       (A) Authorization of appropriations.--Section 
     31101(a)(5)(D) of MAP-21 (126 Stat. 733) is amended to read 
     as follows:
       ``(D) $4,040,984 for the period beginning on October 1, 
     2015, and ending on November 20, 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 ``October 29, 2015'' 
     and inserting ``November 20, 2015''; and
       (ii) in the second sentence by striking ``October 29, 
     2015,'' and inserting ``November 20, 2015,''.
       (6) Administrative expenses.--Section 31101(a)(6)(D) of 
     MAP-21 (126 Stat. 733) is amended to read as follows:
       ``(D) $3,553,279 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''.
       (b) Cooperative Research and Evaluation.--Section 403(f)(1) 
     of title 23, United States Code, is amended by striking ``and 
     $198,087 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 
     October 29, 2015,'' and inserting ``and $348,361 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 November 20, 2015,''.
       (c) Applicability of Title 23.--Section 31101(c) of MAP-21 
     (126 Stat. 733) is amended by striking ``October 29, 2015,'' 
     and inserting ``November 20, 2015,''.

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

       (a) Motor Carrier Safety Grants.--Section 31104(a)(11) of 
     title 49, United States Code, is amended to read as follows:
       ``(11) $30,377,049 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''.
       (b) Administrative Expenses.--Section 31104(i)(1)(K) of 
     title 49, United States Code, is amended to read as follows:
       ``(K) $36,090,164 for the period beginning on October 1, 
     2015, and ending on November 20, 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 ``and $2,377,049 for the period beginning 
     on October 1, 2015, and ending on October 29, 2015'' and 
     inserting ``and $4,180,328 for the period beginning on 
     October 1, 2015, and ending on November 20, 2015''.
       (2) Border enforcement grants.--Section 4101(c)(2) of 
     SAFETEA-LU (119 Stat. 1715) is amended by striking ``and 
     $2,535,519 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015'' and inserting ``and $4,459,016 
     for the period beginning on October 1, 2015, and ending on 
     November 20, 2015''.
       (3) Performance and registration information system 
     management grant program.--Section 4101(c)(3) of SAFETEA-LU 
     (119 Stat. 1715) is amended by striking ``and $396,175 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015'' and inserting ``and $696,721 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015''.
       (4) Commercial vehicle information systems and networks 
     deployment program.--Section 4101(c)(4) of SAFETEA-LU (119 
     Stat. 1715) is amended by striking ``and $1,980,874 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015'' and inserting ``and $3,483,607 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015''.
       (5) Safety data improvement grants.--Section 4101(c)(5) of 
     SAFETEA-LU (119 Stat. 1715) is amended by striking ``and 
     $237,705 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015'' and inserting ``and $418,033 for 
     the period beginning on October 1, 2015, and ending on 
     November 20, 2015''.
       (d) High-Priority Activities.--Section 31104(k)(2) of title 
     49, United States Code, is amended by striking ``and up to 
     $1,188,525 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015,'' and inserting ``and up to 
     $2,090,164 for the period beginning on October 1, 2015, and 
     ending on November 20, 2015,''.
       (e) New Entrant Audits.--Section 31144(g)(5)(B) of title 
     49, United States Code, is amended by striking ``and up to 
     $2,535,519 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015,'' and inserting ``and up to 
     $4,459,016 for the period beginning on October 1, 2015, and 
     ending on November 20, 2015,''.
       (f) Outreach and Education.--Section 4127(e) of SAFETEA-LU 
     (119 Stat. 1741) is amended by striking ``and $316,940 to the 
     Federal Motor Carrier Safety Administration for the period 
     beginning on October 1, 2015, and ending on October 29, 
     2015,'' and inserting ``and $557,377 to the Federal Motor 
     Carrier Safety Administration for the period beginning on 
     October 1, 2015, and ending on November 20, 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 ``and $79,235 for the period beginning on 
     October 1, 2015, and ending on October 29, 2015,'' and 
     inserting ``and $139,344 for the period beginning on October 
     1, 2015, and ending on November 20, 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 ``October 29, 2015'' and inserting ``November 20, 
     2015''; and

[[Page H7209]]

       (2) in subsection (b)(1)(A) by striking ``October 29, 
     2015,'' and inserting ``November 20, 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 ``and $396,175 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015,'' and inserting ``and $696,721 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015,''; and
       (2) in subparagraph (B) by striking ``and $1,980,874 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $3,483,607 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,''.

     SEC. 1202. APPORTIONMENT OF APPROPRIATIONS FOR FORMULA 
                   GRANTS.

       Section 5336(h)(1) of title 49, United States Code, is 
     amended by striking ``and $2,377,049 for the period beginning 
     on October 1, 2015, and ending on October 29, 2015,'' and 
     inserting ``and $4,180,328 for the period beginning on 
     October 1, 2015, and ending on November 20, 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 $681,024,590 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015'' and inserting ``and $1,197,663,934 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015'';
       (2) in paragraph (2)--
       (A) in subparagraph (A) by striking ``and $10,205,464 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $17,947,541 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,'';
       (B) in subparagraph (B) by striking ``and $792,350 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015,'' and inserting ``and $1,393,443 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015,'';
       (C) in subparagraph (C) by striking ``and $353,281,011 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $621,287,295 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,'';
       (D) in subparagraph (D) by striking ``and $20,466,393 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $35,992,623 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,'';
       (E) in subparagraph (E)--
       (i) by striking ``and $48,159,016 for the period beginning 
     on October 1, 2015, and ending on October 29, 2015,'' and 
     inserting ``and $84,693,443 for the period beginning on 
     October 1, 2015, and ending on November 20, 2015,'';
       (ii) by striking ``and $2,377,049 for the period beginning 
     on October 1, 2015, and ending on October 29, 2015,'' and 
     inserting ``and $4,180,328 for the period beginning on 
     October 1, 2015, and ending on November 20, 2015,''; and
       (iii) by striking ``and $1,584,699 for the period beginning 
     on October 1, 2015, and ending on October 29, 2015,'' and 
     inserting ``and $2,786,885 for the period beginning on 
     October 1, 2015, and ending on November 20, 2015,'';
       (F) in subparagraph (F) by striking ``and $237,705 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015,'' and inserting ``and $418,033 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015,'';
       (G) in subparagraph (G) by striking ``and $396,175 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015,'' and inserting ``and $696,721 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015,'';
       (H) in subparagraph (H) by striking ``and $305,055 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015,'' and inserting ``and $536,475 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015,'';
       (I) in subparagraph (I) by striking ``and $171,615,027 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $301,805,738 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,'';
       (J) in subparagraph (J) by striking ``and $33,896,721 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $59,611,475 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,''; and
       (K) in subparagraph (K) by striking ``and $41,669,672 for 
     the period beginning on October 1, 2015, and ending on 
     October 29, 2015,'' and inserting ``and $73,281,148 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015,''.
       (b) Research, Development Demonstration and Deployment 
     Projects.--Section 5338(b) of title 49, United States Code, 
     is amended by striking ``and $5,546,448 for the period 
     beginning on October 1, 2015, and ending on October 29, 
     2015'' and inserting ``and $9,754,098 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015''.
       (c) Transit Cooperative Research Program.--Section 5338(c) 
     of title 49, United States Code, is amended by striking ``and 
     $554,645 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015'' and inserting ``and $975,410 for 
     the period beginning on October 1, 2015, and ending on 
     November 20, 2015''.
       (d) Technical Assistance and Standards Development.--
     Section 5338(d) of title 49, United States Code, is amended 
     by striking ``and $554,645 for the period beginning on 
     October 1, 2015, and ending on October 29, 2015'' and 
     inserting ``and $975,410 for the period beginning on October 
     1, 2015, and ending on November 20, 2015''.
       (e) Human Resources and Training.--Section 5338(e) of title 
     49, United States Code, is amended by striking ``and $396,175 
     for the period beginning on October 1, 2015, and ending on 
     October 29, 2015'' and inserting ``and $696,721 for the 
     period beginning on October 1, 2015, and ending on November 
     20, 2015''.
       (f) Capital Investment Grants.--Section 5338(g) of title 
     49, United States Code, is amended by striking ``and 
     $151,101,093 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015'' and inserting ``and $265,729,508 
     for the period beginning on October 1, 2015, and ending on 
     November 20, 2015''.
       (g) Administration.--Section 5338(h) of title 49, United 
     States Code, is amended--
       (1) in paragraph (1) by striking ``and $8,240,437 for the 
     period beginning on October 1, 2015, and ending on October 
     29, 2015'' and inserting ``and $14,491,803 for the period 
     beginning on October 1, 2015, and ending on November 20, 
     2015'';
       (2) in paragraph (2) by striking ``and not less than 
     $396,175 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015,'' and inserting ``and not less 
     than $696,721 for the period beginning on October 1, 2015, 
     and ending on November 20, 2015,''; and
       (3) in paragraph (3) by striking ``and not less than 
     $79,235 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015,'' and inserting ``and not less 
     than $139,344 for the period beginning on October 1, 2015, 
     and ending on November 20, 2015,''.

     SEC. 1204. BUS AND BUS FACILITIES FORMULA GRANTS.

       Section 5339(d)(1) of title 49, United States Code, is 
     amended--
       (1) by striking ``and $5,189,891 for the period beginning 
     on October 1, 2015, and ending on October 29, 2015,'' and 
     inserting ``and $9,127,049 for the period beginning on 
     October 1, 2015, and ending on November 20, 2015,'';
       (2) by striking ``$99,044 for such period'' and inserting 
     ``$174,180 for such period''; and
       (3) by striking ``$39,617 for such period'' and inserting 
     ``$69,672 for such period''.

                    Subtitle D--Hazardous Materials

     SEC. 1301. AUTHORIZATION OF APPROPRIATIONS.

       (a) In General.--Section 5128(a)(4) of title 49, United 
     States Code, is amended to read as follows:
       ``(4) $5,958,639 for the period beginning on October 1, 
     2015, and ending on November 20, 2015.''.
       (b) Hazardous Materials Emergency Preparedness Fund.--
     Section 5128(b)(2) of title 49, United States Code, is 
     amended to read as follows:
       ``(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 November 20, 2015--
       ``(A) $26,197 to carry out section 5115;
       ``(B) $3,037,705 to carry out subsections (a) and (b) of 
     section 5116, of which not less than $1,902,049 shall be 
     available to carry out section 5116(b);
       ``(C) $20,902 to carry out section 5116(f);
       ``(D) $87,090 to publish and distribute the Emergency 
     Response Guidebook under section 5116(i)(3); and
       ``(E) $139,344 to carry out section 5116(j).''.
       (c) Hazardous Materials Training Grants.--Section 5128(c) 
     of title 49, United States Code, is amended by striking ``and 
     $316,940 for the period beginning on October 1, 2015, and 
     ending on October 29, 2015,'' and inserting ``and $557,377 
     for the period beginning on October 1, 2015, and ending on 
     November 20, 2015,''.

     SEC. 1302. ENSURING SAFE IMPLEMENTATION OF POSITIVE TRAIN 
                   CONTROL SYSTEMS.

       (a) Short Title.--This section may be cited as the 
     ``Positive Train Control Enforcement and Implementation Act 
     of 2015''.
       (b) In General.--Section 20157 of title 49, United States 
     Code, is amended--
       (1) in subsection (a)(1)--
       (A) by striking ``18 months after the date of enactment of 
     the Rail Safety Improvement Act of 2008'' and inserting ``90 
     days after the date of enactment of the Positive Train 
     Control Enforcement and Implementation Act of 2015'';
       (B) by striking ``develop and'';
       (C) by striking ``a plan for implementing'' and inserting 
     ``a revised plan for implementing'';
       (D) by striking ``December 31, 2015'' and inserting 
     ``December 31, 2018''; and
       (E) in subparagraph (B) by striking ``parts'' and inserting 
     ``sections'';
       (2) by striking subsection (a)(2) and inserting the 
     following:
       ``(2) Implementation.--
       ``(A) Contents of revised plan.--A revised plan required 
     under paragraph (1) shall--
       ``(i) describe--

       ``(I) how the positive train control system will provide 
     for interoperability of the system with the movements of 
     trains of other railroad carriers over its lines; and
       ``(II) how, to the extent practical, the positive train 
     control system will be implemented in a manner that addresses 
     areas of greater risk before areas of lesser risk;

[[Page H7210]]

       ``(ii) comply with the positive train control system 
     implementation plan content requirements under section 
     236.1011 of title 49, Code of Federal Regulations; and
       ``(iii) provide--

       ``(I) the calendar year or years in which spectrum will be 
     acquired and will be available for use in each area as needed 
     for positive train control system implementation, if such 
     spectrum is not already acquired and available for use;
       ``(II) the total amount of positive train control system 
     hardware that will be installed for implementation, with 
     totals separated by each major hardware category;
       ``(III) the total amount of positive train control system 
     hardware that will be installed by the end of each calendar 
     year until the positive train control system is implemented, 
     with totals separated by each hardware category;
       ``(IV) the total number of employees required to receive 
     training under the applicable positive train control system 
     regulations;
       ``(V) the total number of employees that will receive the 
     training, as required under the applicable positive train 
     control system regulations, by the end of each calendar year 
     until the positive train control system is implemented;
       ``(VI) a summary of any remaining technical, programmatic, 
     operational, or other challenges to the implementation of a 
     positive train control system, including challenges with--

       ``(aa) availability of public funding;
       ``(bb) interoperability;
       ``(cc) spectrum;
       ``(dd) software;
       ``(ee) permitting; and
       ``(ff) testing, demonstration, and certification; and

       ``(VII) a schedule and sequence for implementing a positive 
     train control system by the deadline established under 
     paragraph (1).

       ``(B) Alternative schedule and sequence.--Notwithstanding 
     the implementation deadline under paragraph (1) and in lieu 
     of a schedule and sequence under paragraph (2)(A)(iii)(VII), 
     a railroad carrier or other entity subject to paragraph (1) 
     may include in its revised plan an alternative schedule and 
     sequence for implementing a positive train control system, 
     subject to review under paragraph (3). Such schedule and 
     sequence shall provide for implementation of a positive train 
     control system as soon as practicable, but not later than the 
     date that is 24 months after the implementation deadline 
     under paragraph (1).
       ``(C) Amendments.--A railroad carrier or other entity 
     subject to paragraph (1) may file a request to amend a 
     revised plan, including any alternative schedule and 
     sequence, as applicable, in accordance with section 236.1021 
     of title 49, Code of Federal Regulations.
       ``(D) Compliance.--A railroad carrier or other entity 
     subject to paragraph (1) shall implement a positive train 
     control system in accordance with its revised plan, including 
     any amendments or any alternative schedule and sequence 
     approved by the Secretary under paragraph (3).
       ``(3) Secretarial review.--
       ``(A) Notification.--A railroad carrier or other entity 
     that submits a revised plan under paragraph (1) and proposes 
     an alternative schedule and sequence under paragraph (2)(B) 
     shall submit to the Secretary a written notification when 
     such railroad carrier or other entity is prepared for review 
     under subparagraph (B).
       ``(B) Criteria.--Not later than 90 days after a railroad 
     carrier or other entity submits a notification under 
     subparagraph (A), the Secretary shall review the alternative 
     schedule and sequence submitted pursuant to paragraph (2)(B) 
     and determine whether the railroad carrier or other entity 
     has demonstrated, to the satisfaction of the Secretary, that 
     such carrier or entity has--
       ``(i) installed all positive train control system hardware 
     consistent with the plan contents provided pursuant to 
     paragraph (2)(A)(iii)(II) on or before the implementation 
     deadline under paragraph (1);
       ``(ii) acquired all spectrum necessary for implementation 
     of a positive train control system, consistent with the plan 
     contents provided pursuant to paragraph (2)(A)(iii)(I) on or 
     before the implementation deadline under paragraph (1);
       ``(iii) completed employee training required under the 
     applicable positive train control system regulations;
       ``(iv) included in its revised plan an alternative schedule 
     and sequence for implementing a positive train control system 
     as soon as practicable, pursuant to paragraph (2)(B);
       ``(v) certified to the Secretary in writing that it will be 
     in full compliance with the requirements of this section on 
     or before the date provided in an alternative schedule and 
     sequence, subject to approval by the Secretary;
       ``(vi) in the case of a Class I railroad carrier and 
     Amtrak, implemented a positive train control system or 
     initiated revenue service demonstration on the majority of 
     territories, such as subdivisions or districts, or route 
     miles that are owned or controlled by such carrier and 
     required to have operations governed by a positive train 
     control system; and
       ``(vii) in the case of any other railroad carrier or other 
     entity not subject to clause (vi)--

       ``(I) initiated revenue service demonstration on at least 1 
     territory that is required to have operations governed by a 
     positive train control system; or
       ``(II) met any other criteria established by the Secretary.

       ``(C) Decision.--
       ``(i) In general.--Not later than 90 days after the receipt 
     of the notification from a railroad carrier or other entity 
     under subparagraph (A), the Secretary shall--

       ``(I) approve an alternative schedule and sequence 
     submitted pursuant to paragraph (2)(B) if the railroad 
     carrier or other entity meets the criteria in subparagraph 
     (B); and
       ``(II) notify in writing the railroad carrier or other 
     entity of the decision.

       ``(ii) Deficiencies.--Not later than 45 days after the 
     receipt of the notification under subparagraph (A), the 
     Secretary shall provide to the railroad carrier or other 
     entity a written notification of any deficiencies that would 
     prevent approval under clause (i) and provide the railroad 
     carrier or other entity an opportunity to correct 
     deficiencies before the date specified in such clause.
       ``(D) Revised deadlines.--
       ``(i) Pending reviews.--For a railroad carrier or other 
     entity that submits a notification under subparagraph (A), 
     the deadline for implementation of a positive train control 
     system required under paragraph (1) shall be extended until 
     the date on which the Secretary approves or disapproves the 
     alternative schedule and sequence, if such date is later than 
     the implementation date under paragraph (1).
       ``(ii) Alternative schedule and sequence deadline.--If the 
     Secretary approves a railroad carrier or other entity's 
     alternative schedule and sequence under subparagraph (C)(i), 
     the railroad carrier or other entity's deadline for 
     implementation of a positive train control system required 
     under paragraph (1) shall be the date specified in that 
     railroad carrier or other entity's alternative schedule and 
     sequence. The Secretary may not approve a date for 
     implementation that is later than 24 months from the deadline 
     in paragraph (1).'';
       (3) by striking subsections (c), (d), and (e) and inserting 
     the following:
       ``(c) Progress Reports and Review.--
       ``(1) Progress reports.--Each railroad carrier or other 
     entity subject to subsection (a) shall, not later than March 
     31, 2016, and annually thereafter until such carrier or 
     entity has completed implementation of a positive train 
     control system, submit to the Secretary a report on the 
     progress toward implementing such systems, including--
       ``(A) the information on spectrum acquisition provided 
     pursuant to subsection (a)(2)(A)(iii)(I);
       ``(B) the totals provided pursuant to subclauses (III) and 
     (V) of subsection (a)(2)(A)(iii), by territory, if 
     applicable;
       ``(C) the extent to which the railroad carrier or other 
     entity is complying with the implementation schedule under 
     subsection (a)(2)(A)(iii)(VII) or subsection (a)(2)(B);
       ``(D) any update to the information provided under 
     subsection (a)(2)(A)(iii)(VI);
       ``(E) for each entity providing regularly scheduled 
     intercity or commuter rail passenger transportation, a 
     description of the resources identified and allocated to 
     implement a positive train control system;
       ``(F) for each railroad carrier or other entity subject to 
     subsection (a), the total number of route miles on which a 
     positive train control system has been initiated for revenue 
     service demonstration or implemented, as compared to the 
     total number of route miles required to have a positive train 
     control system under subsection (a); and
       ``(G) any other information requested by the Secretary.
       ``(2) Plan review.--The Secretary shall at least annually 
     conduct reviews to ensure that railroad carriers or other 
     entities are complying with the revised plan submitted under 
     subsection (a), including any amendments or any alternative 
     schedule and sequence approved by the Secretary. Such 
     railroad carriers or other entities shall provide such 
     information as the Secretary determines necessary to 
     adequately conduct such reviews.
       ``(3) Public availability.--Not later than 60 days after 
     receipt, the Secretary shall make available to the public on 
     the Internet Web site of the Department of Transportation any 
     report submitted pursuant to paragraph (1) or subsection (d), 
     but may exclude, as the Secretary determines appropriate--
       ``(A) proprietary information; and
       ``(B) security-sensitive information, including information 
     described in section 1520.5(a) of title 49, Code of Federal 
     Regulations.
       ``(d) Report to Congress.--Not later than July 1, 2018, the 
     Secretary shall transmit to the Committee on Transportation 
     and Infrastructure of the House of Representatives and the 
     Committee on Commerce, Science, and Transportation of the 
     Senate a report on the progress of each railroad carrier or 
     other entity subject to subsection (a) in implementing a 
     positive train control system.
       ``(e) Enforcement.--The Secretary is authorized to assess 
     civil penalties pursuant to chapter 213 for--
       ``(1) a violation of this section;
       ``(2) the failure to submit or comply with the revised plan 
     required under subsection (a), including the failure to 
     comply with the totals provided pursuant to subclauses (III) 
     and (V) of subsection (a)(2)(A)(iii) and the spectrum 
     acquisition dates provided pursuant to subsection 
     (a)(2)(A)(iii)(I);

[[Page H7211]]

       ``(3) failure to comply with any amendments to such revised 
     plan pursuant to subsection (a)(2)(C); and
       ``(4) the failure to comply with an alternative schedule 
     and sequence submitted under subsection (a)(2)(B) and 
     approved by the Secretary under subsection (a)(3)(C).'';
       (4) in subsection (h)--
       (A) by striking ``The Secretary'' and inserting the 
     following:
       ``(1) In general.--The Secretary''; and
       (B) by adding at the end the following:
       ``(2) Provisional operation.--Notwithstanding the 
     requirements of paragraph (1), the Secretary may authorize a 
     railroad carrier or other entity to commence operation in 
     revenue service of a positive train control system or 
     component to the extent necessary to enable the safe 
     implementation and operation of a positive train control 
     system in phases.'';
       (5) in subsection (i)--
       (A) by redesignating paragraphs (1) through (3) as 
     paragraphs (3) through (5), respectively; and
       (B) by inserting before paragraph (3) (as so redesignated) 
     the following:
       ``(1) Equivalent or greater level of safety.--The term 
     `equivalent or greater level of safety' means the compliance 
     of a railroad carrier with--
       ``(A) appropriate operating rules in place immediately 
     prior to the use or implementation of such carrier's positive 
     train control system, except that such rules may be changed 
     by such carrier to improve safe operations; and
       ``(B) all applicable safety regulations, except as 
     specified in subsection (j).
       ``(2) Hardware.--The term `hardware' means a locomotive 
     apparatus, a wayside interface unit (including any associated 
     legacy signal system replacements), switch position monitors 
     needed for a positive train control system, physical back 
     office system equipment, a base station radio, a wayside 
     radio, a locomotive radio, or a communication tower or 
     pole.''; and
       (6) by adding at the end the following:
       ``(j) Early Adoption.--
       ``(1) Operations.--From the date of enactment of the 
     Positive Train Control Enforcement and Implementation Act of 
     2015 through the 1-year period beginning on the date on which 
     the last Class I railroad carrier's positive train control 
     system subject to subsection (a) is certified by the 
     Secretary under subsection (h)(1) of this section and is 
     implemented on all of that railroad carrier's lines required 
     to have operations governed by a positive train control 
     system, any railroad carrier, including any railroad carrier 
     that has its positive train control system certified by the 
     Secretary, shall not be subject to the operational 
     restrictions set forth in sections 236.567 and 236.1029 of 
     title 49, Code of Federal Regulations, that would apply where 
     a controlling locomotive that is operating in, or is to be 
     operated in, a positive train control-equipped track segment 
     experiences a positive train control system failure, a 
     positive train control operated consist is not provided by 
     another railroad carrier when provided in interchange, or a 
     positive train control system otherwise fails to initialize, 
     cuts out, or malfunctions, provided that such carrier 
     operates at an equivalent or greater level of safety than the 
     level achieved immediately prior to the use or implementation 
     of its positive train control system.
       ``(2) Safety assurance.--During the period described in 
     paragraph (1), if a positive train control system that has 
     been certified and implemented fails to initialize, cuts out, 
     or malfunctions, the affected railroad carrier or other 
     entity shall make reasonable efforts to determine the cause 
     of the failure and adjust, repair, or replace any faulty 
     component causing the system failure in a timely manner.
       ``(3) Plans.--The positive train control safety plan for 
     each railroad carrier or other entity shall describe the 
     safety measures, such as operating rules and actions to 
     comply with applicable safety regulations, that will be put 
     in place during any system failure.
       ``(4) Notification.--During the period described in 
     paragraph (1), if a positive train control system that has 
     been certified and implemented fails to initialize, cuts out, 
     or malfunctions, the affected railroad carrier or other 
     entity shall submit a notification to the appropriate 
     regional office of the Federal Railroad Administration within 
     7 days of the system failure, or under alternative location 
     and deadline requirements set by the Secretary, and include 
     in the notification a description of the safety measures the 
     affected railroad carrier or other entity has in place.
       ``(k) Small Railroads.--Not later than 120 days after the 
     date of the enactment of this Act, the Secretary shall amend 
     section 236.1006(b)(4)(iii)(B) of title 49, Code of Federal 
     Regulations (relating to equipping locomotives for applicable 
     Class II and Class III railroads operating in positive train 
     control territory) to extend each deadline under such section 
     by 3 years.
       ``(l) Revenue Service Demonstration.--When a railroad 
     carrier or other entity subject to (a)(1) notifies the 
     Secretary it is prepared to initiate revenue service 
     demonstration, it shall also notify any applicable tenant 
     railroad carrier or other entity subject to subsection 
     (a)(1).''.
       (c) Conforming Amendment.--Section 20157(g), is amended--
       (1) by striking ``The Secretary'' and inserting the 
     following:
       ``(1) In general.--The Secretary''; and
       (2) by adding at the end the following:
       ``(2) Conforming regulatory amendments.--Immediately after 
     the date of the enactment of the Positive Train Control 
     Enforcement and Implementation Act of 2015, the Secretary--
       ``(A) shall remove or revise the date-specific deadlines in 
     the regulations or orders implementing this section to the 
     extent necessary to conform with the amendments made by such 
     Act; and
       ``(B) may not enforce any such date-specific deadlines or 
     requirements that are inconsistent with the amendments made 
     by such Act.
       ``(3) Review.--Nothing in the Positive Train Control 
     Enforcement and Implementation Act of 2015, or the amendments 
     made by such Act, shall be construed to require the Secretary 
     to issue regulations to implement such Act or amendments 
     other than the regulatory amendments required by paragraph 
     (2) and subsection (k).''.

                      TITLE II--REVENUE PROVISIONS

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

       (a) Highway Trust Fund.--Section 9503 of the Internal 
     Revenue Code of 1986 is amended--
       (1) by striking ``October 30, 2015'' in subsections 
     (b)(6)(B), (c)(1), and (e)(3) and inserting ``November 21, 
     2015'', and
       (2) by striking ``Surface Transportation and Veterans 
     Health Care Choice Improvement Act of 2015'' in subsections 
     (c)(1) and (e)(3) and inserting ``Surface Transportation 
     Extension Act of 2015''.
       (b) Sport Fish Restoration and Boating Trust Fund.--Section 
     9504 of such Code is amended--
       (1) by striking ``Surface Transportation and Veterans 
     Health Care Choice Improvement Act of 2015'' each place it 
     appears in subsection (b)(2) and inserting ``Surface 
     Transportation Extension Act of 2015'', and
       (2) by striking ``October 30, 2015'' in subsection (d)(2) 
     and inserting ``November 21, 2015''.
       (c) Leaking Underground Storage Tank Trust Fund.--Section 
     9508(e)(2) of such Code is amended by striking ``October 30, 
     2015'' and inserting ``November 21, 2015''.

  The SPEAKER pro tempore. Pursuant to the rule, the gentleman from 
Pennsylvania (Mr. Shuster) and the gentleman from Oregon (Mr. DeFazio) 
each will control 20 minutes.
  The Chair recognizes the gentleman from Pennsylvania.


                             General Leave

  Mr. SHUSTER. Mr. Speaker, I ask unanimous consent that all Members 
have 5 legislative days in which to revise and extend their remarks and 
to include extraneous materials on H.R. 3819.
  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.
  I rise in support of H.R. 3819, which extends Federal surface 
transportation programs through November 20, 2015.
  This bill allows States to continue to fund transportation projects, 
and it prevents 4,100 U.S. Department of Transportation employees from 
being furloughed. H.R. 3819 funds these programs at the authorized 
levels for fiscal year 2014. No offsets or transfers of funding to the 
highway trust fund are necessary for this extension since the trust 
fund will remain solvent during this period.
  Last week, the Committee on Transportation and Infrastructure 
unanimously approved a bipartisan, multiyear surface transportation 
reauthorization bill. This extension will enable the House to continue 
its work on this important legislation. H.R. 3819 also includes 
critical language extending the deadline for railroads to implement 
positive train control technology to 2018.
  We have known for some time that railroads simply cannot meet the 
congressionally mandated positive train control, or PTC, deadline of 
December 31, 2015. What has become more apparent is how catastrophic it 
would be for the Nation's economy if we don't extend the deadline now.
  Without an extension, railroads will stop shipping important 
chemicals critical to manufacturing, agriculture, clean drinking water, 
and other industrial activities. In fact, some railroads are already 
notifying shippers they will stop accepting chemical shipments by 
December 1. This is creating extreme uncertainty across a variety of 
groups that rely on rail shipments, from farmers who need ammonia for 
fertilizer, to water utilities that need chlorine to purify drinking 
water.
  Some industrial companies have already begun the planning process for 
shutting down plants because they cannot operate without chemicals 
delivered by rail. We have heard from one

[[Page H7212]]

chemical company in New Hampshire that said its railroad will stop 
picking up chlorine on November 13.
  This company is the only supplier of chlorine to the entire six-State 
New England region for drinking water and wastewater treatment. 
Therefore, after November 13, New England could very well be without 
chlorine to clean its water.
  On a broader scale, a PTC-related rail shutdown would pull $30 
billion out of the economy in one quarter alone and lead to 700,000 
jobs lost in just one month. It is our responsibility to extend this 
deadline now and avoid such harm to the Nation's economy.
  This language is based on bipartisan, bicameral work over the last 
several weeks, and it would ensure that railroads implement positive 
train control as quickly as possible.
  I urge all of my colleagues to support H.R. 3819.
  Mr. Speaker, I reserve the balance of my time.
  Mr. DeFAZIO. Mr. Speaker, I yield myself such time as I may consume.
  On July 1, when we last visited the issue of a short-term extension 
for surface transportation, I bemoaned the fact that little progress 
had been made on a long-term, 6-year bill. I am pleased today that I 
don't have to use the same talking points.
  We did, through the actual legislative process--with lengthy 
negotiations leading up to it--pass out of committee a 6-year bill, 
which relates to policies that would underlie a 6-year investment in 
our crumbling infrastructure. That is the good news.
  It was ultimately a bipartisan effort in the tradition of the 
committee. There is not too much to make partisan about moving goods 
and people from here to there efficiently except for those who are 
opposed to the Federal Government being involved and, who, luckily, 
don't represent a majority on our committee. So that is the good news.
  The bad news is we still do not have the funding mechanism before us, 
so we have to do another short-term extension. Also, the currently 
stated objective for funding is totally inadequate. I mean, America is 
falling apart. It is embarrassing, actually.
  These States, including many all-red Republican States--14 States--
have voted to raise gas taxes since 2013 to invest in maintaining or in 
rebuilding their infrastructure or in building out new transportation 
options to get their citizens and goods out of congestion--14 States. 
Since 2008, nearly half of the States have taken action to raise more 
funds.
  The Federal Government last raised the gas tax in 1993, and we are 
told any increase in user fees--gas tax, barrel tax, indexation of the 
gas tax, vehicle miles traveled--is all off the table. We cannot ask 
those who use the system to pay user fees to improve the system that 
they use on a daily basis. I think the American people are more 
realistic than that.
  Luckily, this bill contains a provision that, should this Congress or 
a future, more enlightened Congress decide to allocate additional 
funds, those funds will flow through under the policies set out in this 
bill and the formulas set out in this bill without any further action 
by Congress, as it is really a good idea to avoid coming to Congress 
for anything whenever you can. So that is, I think, a very important 
provision of the bill.
  There is an AP story today that kind of goes to the heart of this, 
and it talks about the fact that, in many States, they are abandoning 
roads and bridges. We are not just talking about the rural heartland 
anymore. This has been somewhat commonplace in the rural heartland, 
where they have been saying, ``We can't afford to pave these roads 
anymore. We are going back to gravel.'' We are talking about King 
County in Washington State. We are talking about the counties and State 
areas surrounding Des Moines, Iowa.
  We are talking about major urban areas and the fact that, since the 
Federal Government has failed to invest and to live up to its 
partnership for major, critical urban area projects or major projects 
for our ports or other choke points on the system, States have had to 
concentrate resources there.
  They have tried to raise more money, again, with no help from the 
Federal Government. Now they are having to abandon the 20th-century 
transportation system. I mean, that is pretty darned pathetic, that we 
are not holding up our end of that bargain and making any effort to do 
that. So that is the bad news part.
  As the chairman mentioned, this bill also includes critical 
provisions to extend positive train control deadlines. With the 
exception of some portion of Amtrak, nobody will be able to meet the 
deadline of January 1, which does mean an extraordinary disruption of 
the movement of freight and commuter and passenger rail across the 
United States.

  We have worked very hard with the Senate in negotiations, and we have 
a bicameral agreement on the extension. It is tough. It says we are not 
going to get to this point again. It is not going to be kick the can, 
kick the can, kick the can.
  It says that all of the entities that are required to put in place 
positive train control will put forward a plan for approval with 
measurable benchmarks over this 3-year period, and they will be tracked 
as to meeting those benchmarks during that 3-year period.
  So it won't be that, suddenly, we get to the end of 3 years and we 
hear from a majority of freight and/or passenger-commuter railroads, 
saying, ``Gee, we just can't make it.''
  We will know where we are headed and will be able to target our 
efforts on those who are lagging behind. At the end of that, yes, it 
will be possible to get another extension, but they all will have had 
to have installed the equipment.
  The reality is that this is an expensive and complicated process, and 
putting in the equipment is, obviously, the first critical part and 
turning it on, but then it can take up to 2 years to get it certified 
as operational. So we are acceding to that reality in this legislation 
by saying: 3 years and measurable goals to get to the 3 years. 
Everybody is up with installation, and, hopefully, most will be 
operational at that point.
  Some may not be due to circumstances beyond their control, even 
though they have made the necessary investments, and under negotiations 
with the Secretary of Transportation, they could get further 
extensions. So that is a very time-sensitive portion of this bill.
  I have had many colleagues on my side saying, ``I am really tired of 
these short-term extensions. I really don't want to vote for another 
one.''
  I have said that this is different. We have the policy in place--we 
don't have the funding yet--and we have got this very critical element 
of positive train control.
  I am urging Members on my side of the aisle to support this proposal.
  Mr. Speaker, I reserve the balance of my time.
  Mr. SHUSTER. Mr. Speaker, I yield such time as he may consume to the 
gentleman from California (Mr. Denham), the subcommittee chairman on 
Railroads, Pipelines, and Hazardous Materials.
  Mr. DENHAM. I thank Chairman Shuster, Ranking Member DeFazio, and 
Ranking Member Capuano for working with us to develop this important 
piece of legislation.
  Mr. Speaker, this legislation would ensure that railroads actually 
implement positive train control. We need to do it as quickly as 
possible and as safely as possible for the safety of our country.
  As chairman of the Railroads, Pipelines, and Hazardous Materials 
Subcommittee, we have been monitoring the railroads' progress in 
implementing PTC, positive train control, including holding a hearing 
in June that brought stakeholders in from across the country so as to 
understand exactly what the impacts are.
  We have known for some time that most railroads simply won't be done 
with positive train control implementation by the end of this year. 
Now, several different things went into the delays of this, one of 
which is the FCC, where you have two government agencies not working 
together to get the tens of thousands of poles permitted so that they 
could actually have the communication interface.
  PTC is a huge undertaking, requiring 38,000 wayside interfaces be 
installed along 60,000 miles of track. In addition, 18,000 locomotives 
need to be upgraded and 12,000 signals need to be replaced. All of 
these elements need to be seamlessly communicated across different 
railroads.

[[Page H7213]]

  But what is important here is that we actually have benchmarks in 
place on implementation, that we have reporting on the progress and 
enforcement of the metrics throughout the entire extension. We need to 
make sure that this gets done right and that it gets done quickly.
  Given this obvious need for an extension, a few weeks ago, Chairman 
Shuster and I, with Ranking Members DeFazio and Capuano, introduced a 
3-year PTC extension. This bipartisan piece of legislation has garnered 
over 130 coauthors. Additionally, more than 200 stakeholders have 
signed letters to the Transportation Committee who support a PTC 
extension.
  Just to give you a few examples from California:
  If we don't extend the PTC deadline, the Altamont Corridor Express 
commuter rail service will shut down, putting more commuters on 
California's congested highways.
  In the Central Valley, farmers will be negatively impacted, as 
farmers rely on rail for their fertilizers and our dairies and our 
cattle yards depend on feed that only comes in on rail. That is why the 
California Farm Bureau Federation and the California League of Wheat 
Growers are supporting a PTC extension deadline.
  Those are just a few examples of broad and wide agreement among 
railroads, shippers, and consumers that Congress should pass this 
legislation.
  In conclusion, we have worked in a bipartisan manner with our Senate 
counterparts to develop this legislation, and I believe this bill will 
ensure that PTC gets done as soon as possible and as safely as 
possible.
  Mr. DeFAZIO. Mr. Speaker, I yield 3 minutes to the gentlewoman from 
the District of Columbia (Ms. Norton), the ranking Democrat.

                              {time}  1345

  Ms. NORTON. Mr. Speaker, I thank Chairman Shuster and Chairman Graves 
as well as Ranking Member DeFazio for working with me and for all of us 
being able to work together on what will be, when it gets to the floor 
in November, I believe, the first 6-year or long-term transportation 
bill in 10 years. That is why it is possible not to fret that we are 
now going through another extension.
  As a matter of fact, the States have the funds until January. These 
short-term extensions have compelled the States to stash their money 
without spending all of it because what they need to get to are long-
term projects or at least projects that take more than a few months or 
a year or two, so we are making progress. When we authorize a 6-year 
bill, there will be a real burden on us to make sure that, in fact, it 
is 6 years.
  I would advise my colleagues to support this last short-term 
extension. It is bipartisan. It is both Chambers. It avoids furloughs.
  There is a bill waiting off stage. However, there is a funding 
mystery. I don't like mysteries, particularly with long-term bills. But 
I have to believe that the appropriate committee is meeting every day--
it must be in secret--in order to fund this bill.
  At least we have done our work, and we have done it in a bipartisan 
way. I won't trouble with the entire bill. There will be time to get to 
that.
  I will say, on positive train control, that I regret there had to be 
a 3-year extension. I do think that puts at jeopardy those that have to 
be in these trains--employees and passengers. As I looked at what it 
took to do positive train control, I don't think we had any 
alternative. So that gives people 3 years.
  With the benchmarks, I hope that we will get most of this done way 
before 2018. I don't like permitting individual waivers because, after 
all, there have been at least 2 years spent trying to do something 
about positive train control, and the jeopardy is clear when we see 
what has happened already with respect to terrible crashes that have 
taken human life.
  Finally, I just want to say that perhaps the greatest challenge we 
have is a challenge that we must meet.
  The SPEAKER pro tempore (Mr. Simpson). The time of the gentlewoman 
has expired.
  Mr. DeFAZIO. Mr. Speaker, I yield an additional 1 minute to the 
gentlewoman.
  Ms. NORTON. Mr. Speaker, and that is a new way to fund the highway 
trust fund. There is in the final bill some experimentation that I 
regard as urgent.
  I thank my good friends on both sides of the aisle for this short-
term extension, which I hope will be the last in a very long time.
  Mr. SHUSTER. Mr. Speaker, I yield 1 minute to the gentleman from 
Washington (Mr. Newhouse).
  Mr. NEWHOUSE. Mr. Speaker, I rise today to support this legislation.
  I first want to thank Chairman Shuster as well as Ranking Member 
DeFazio for their hard work in marking up a meaningful, long-term 
transportation bill. It truly is something our country has eagerly 
anticipated, and we appreciate both you and your staff's hard work for 
giving our country the certainty that is needed on road and rail 
projects.
  I also want to say I appreciate you including a deadline extension 
for the full implementation of positive train control safety 
technology. While this technology is vitally important for safety and 
many reasons, it has become increasingly clear that our Nation's 
passenger and freight railroads are unable to meet the current 
deadline.
  As a farmer, I can tell you the resulting shutdown our country's 
freight network could experience if this deadline is not extended would 
have devastating consequences for both our farms and our entire 
Nation's economy. I appreciate your swift attention to this issue.
  I urge all of my colleagues' support.
  Mr. DeFAZIO. Mr. Speaker, I yield back the balance of my time.
  Mr. SHUSTER. Mr. Speaker, I yield myself the balance of my time.
  I just want to say my heartfelt thanks to the leaders of the 
Democrats on the Committee on Transportation and Infrastructure, Mr. 
DeFazio and Ms. Norton, for getting this extension until November 20. 
It doesn't give us much time, but we need to get down to work, get this 
passed next week, get it into conference, and work to get this on the 
floor as soon as possible.
  I also thank them for a sound extension to PTC, which is absolutely 
vital to the Nation's economy to get this thing extended so we continue 
rail shipments and to make sure that we have got something in place 
that gets this important technology deployed in a reasonable way, a 
responsible way to make sure that our rail system continues to be even 
safer than it is today. It is a very, very safe system today.
  So I urge all my colleagues to support this.
  I yield back the balance of my time.
  Ms. BROWN of Florida. Mr. Speaker, I rise to express my support for 
this extension and I truly hope this is the last one we need to pass 
for a very long time. This extension also addresses an emergency 
involving Positive Train Control (PTC).
  Positive Train Control (PTC) is a critical system and it's very 
important that we address this issue in a rational manner. We need to 
implement positive train control as soon as humanly possible, but we 
need to get it done right. I don't want to see a situation where the 
federal government is fining railroads on a daily basis or picking 
winners and losers, because I don't think that is good for anyone. Our 
railroads are a critical part of our nation's economy and I'd much 
rather have them spending their money on implementing PTC and improving 
and expanding their infrastructure.
  I believe wholeheartedly that reauthorizing a surface transportation 
bill will give the economy just the type of boost it needs. A long term 
transportation bill will strengthen our infrastructure, provides 
quality jobs, and serves as a tool to put America back on a path toward 
long-term economic growth.
  Last week the Transportation and Infrastructure Committee passed a 
fair bill that moves us closer to sending a long term bill for 
President Obama to sign in to law.
  This important legislation included a critical freight grant program, 
additional programs and funding for transit systems and their 
operators, continues the Transportation Alternatives Program (TAP) and 
creates a new non-motorized safety grant program, includes a much 
needed extension of Positive Train Control (PTC) implementation, 
increased funding for Grade Crossings, Requires more information on 
Hazardous Trains to State Emergency Response Commissions, incentivizes 
states to combat racial profiling, and extends the Disadvantaged 
Business Enterprise (DBE) Program.
  Unfortunately, without critically needed additional funds, we're 
robbing Peter to pay Paul and forcing our states and local 
transportation agencies to pay more for New Starts and other programs 
while limiting their flexibility to use these funds. And we're missing 
out on an opportunity to ensure our infrastructure is meeting the needs 
of the disadvantaged and

[[Page H7214]]

working class to ensure they have fair access to employment and 
economic centers.
  We absolutely need to do more to protect pedestrians and bike riders 
from harm. According to the May 2014 Pedestrian Danger Index (PDI), 
Orlando is ranked as the most dangerous place for pedestrians, with 
Jacksonville and Tampa also included in the top five most dangerous 
cities. This bill spends more time protecting corporations from 
liability than it does protecting the traveling public. Moreover, we 
need to ensure that all sizes and modes of transportation are treated 
equally in the freight grant program and should remove any caps on 
funding for these entities.
  Again, I encourage my colleagues to support this extension and 
support bringing a long term transportation bill to the House floor as 
soon as possible.
  Ms. JACKSON LEE. Mr. Speaker, as a senior member of the Homeland 
Security Committee, I rise to speak on H.R. 3819, ``Surface 
Transportation Extension Act of 2015,'' which reauthorizes federal-aid 
highway and transit programs for three weeks through November 20, 2015.
  The bill also extends by three years the December 31, 2015 deadline 
for railroads to install positive train control systems but, within 90 
days of enactment, all affected railroads must submit to the U.S. 
Department of Transportation a revised PTC compliance plan.
  Mr. Speaker, instead of this 22-day temporary extension, I would have 
strongly preferred that we were debating a comprehensive, fair, 
equitable, and long-term transportation reauthorization bill the nation 
desperately needs.
  We have had two years to do so.
  Democrats want such a bill as does the President, but apparently our 
friends across the aisle do not since they have spent the last two 
years wasting time on advocating policies wanted by no one except for 
the right-wing extremists of the Tea Party.
  But I reluctantly support this emergency but temporary measure 
because as the Department of Transportation has reported, if we do not 
act now highway trust fund balances will reach dangerously low levels 
by November 20 and result in a reduction of payments to states by an 
average of 28 percent.
  Many states have already begun to cancel or delay planned 
construction projects, threatening 700,000 jobs, including 106,100 jobs 
in my home state of Texas.
  Mr. Speaker, the Highway Trust Fund was created in 1956 during the 
Eisenhower Administration to help finance construction of the 
Interstate Highway System, which modernized the nation's transportation 
infrastructure and was instrumental in making the United States the 
world's dominant economic power for two generations.
  Our national leaders then understood that investing in our roads and 
bridges strengthened our economy, created millions of good-paying jobs, 
and improved the quality of life for all Americans.
  It is currently composed of two accounts that fund federal-aid 
highway and transit projects built by states. Federal funding from the 
trust fund accounts for a major portion of state transportation 
spending.
  The Highway Trust Fund is financed by gasoline and diesel taxes, 
which until the last decade produced a steady increase in revenues 
sufficient to accommodate increased levels of spending on highway and 
transit projects.
  However, those tax rates--18.4 cents/gallon federal tax on gasoline 
and a 24.4 cents/gallon tax on diesel fuel--have remained unchanged 
since 1993 and were not indexed to inflation so the value of those 
revenues has eroded over the years, and, combined with the fact that 
vehicles have been getting increasingly better mileage, the revenues 
deposited into the Highway Trust Fund beginning last decade have not 
kept pace with highway and transit spending from the trust fund.
  Consequently, since 2008, Congress has periodically had to transfer 
at the 11th hour general Treasury revenues into the trust fund to pay 
for authorized highway and transit spending levels and avoid a funding 
shortfall.
  The total amount to date is more than $62 billion.
  Obviously, this practice is economically inefficient and injects 
uncertainty in the highway construction plans, projects, and schedules 
of state and local transportation agencies, not to mention the anxiety 
it causes to workers and businesses whose economic livelihood is 
dependent on those projects.
  Mr. Speaker, the last transportation authorized by Congress for 4 
years or more, SAFETEA-LU, expired on September 30, 2009, at the end of 
FY 2009.
  Because Congress and the Administration could not agree to a new 
reauthorization, it was necessary to resort to stop-gap temporary 
extensions on no less than eight occasions spanning a period of 910 
days before Congress finally enacted the ``Moving Ahead for Progress in 
the 21st Century Act'' (MAP-21 Act) on July 6, 2012, which reauthorized 
highway and transportation programs through Fiscal Year 2014, a little 
more than two years, or until September 30, 2014.
  MAP-21 was intended as a short-term measure to give Congress and the 
Administration breathing room to reach agreement on a long-term 
reauthorization bill.
  Yet, as Mr. Levin, the Ranking Member of the Ways and Means 
Committee, has often pointed out, since gaining the majority in 2010, 
our Republican colleagues have failed to take any action to sustain the 
Highway Trust Fund over the long-term and shore up vital infrastructure 
projects and has not held even a single hearing on financing options 
for the Highway Trust Fund.
  Instead, House Republicans have wasted the nation's time voting to 
repeal the Affordable Care Act more than 60 times, waging a War on 
Women, pursuing partisan investigations into the Benghazi tragedy, the 
IRS, defunding Planned Parenthood, and trying to overturn President 
Obama's executive actions that make our immigration enforcement laws 
less inhumane.
  Instead of doing their job, House Republicans big new idea is to 
attack the President for doing his job.
  Mr. Speaker, it is long past time for this Congress, and especially 
the House majority, to focus on the real problems and challenges facing 
the American people.
  And one of the biggest of those challenges is ensuring that America 
has a transportation policy and the infrastructure needed to compete 
and win in the global economy of the 21st Century.
  To do that we have to extend the reauthorization of current 
transportation programs and to authorize the transfer of the funds to 
the Highway Trust Fund needed to fund authorized construction projects 
and keep 700,000 workers, including 106,100 in Texas on the job.
  But that is only a start and just a part of our job.
  The real work that needs to be done in the remaining days of this 
Congress is to reach an agreement on a long-term highway and 
transportation bill that is fair, equitable, fiscally responsible, 
creates jobs and leads to sustained economic growth.
  The SPEAKER pro tempore. The question is on the motion offered by the 
gentleman from Pennsylvania (Mr. Shuster) that the House suspend the 
rules and pass the bill, H.R. 3819.
  The question was taken; and (two-thirds being in the affirmative) the 
rules were suspended and the bill was passed.
  A motion to reconsider was laid on the table.

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