[Congressional Record Volume 165, Number 40 (Wednesday, March 6, 2019)]
[Senate]
[Pages S1707-S1710]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
STATEMENTS ON INTRODUCED BILLS AND JOINT RESOLUTIONS
By Mr. CARPER:
S. 674. A bill to amend title 23, United States Code, to establish a
grant program for the installation of electric vehicle charging
infrastructure and hydrogen fueling infrastructure along the National
Highway System, and for other purposes; to the Committee on Environment
and Public Works.
Mr. CARPER. Mr. President, I ask unanimous consent that the text of
the bill be printed in the Record.
There being no objection, the text of the bill was ordered to be
printed in the Record, as follows:
Mr. CARPER. Mr. President, Today I am introducing the ``Clean
Corridors Act of 2019.'' This legislation authorizes $3 billion in
grant funding to public entities for installing electric vehicle
charging infrastructure and hydrogen fueling infrastructure along
designated corridors.
Earlier this week, Chairman Barrasso and I sent a letter to the full
Senate requesting Senators' priorities for a surface transportation
bill reauthorization this Congress. The surface transportation bill is
the primary authorizing legislation for the programs of the Federal
Highway Administration at the U.S. Department of Transportation, among
other programs related to surface transportation.
As the Ranking Member on the U.S. Senate Committee on Environment and
Public Works, this legislation is a reauthorization priority of my own.
Nearly two years ago, the Rocky Mountain Institute published a report
that said re-installing electric vehicle charging infrastructure should
be, quote, an ``urgent priority in all states and major municipalities.
Getting it right will require unprecedented cooperation by many
stakeholder groups. The time to act is now.''
I agree. This legislation would provide grants for the installment of
electric vehicle charging infrastructure and hydrogen fueling
infrastructure along the National Highway System. This bill is the
product of remarkable collaboration between stakeholders, and it will
take us one step forward in reducing emissions, improving air quality,
and enhancing energy security and fuel choice. This legislation is
endorsed by stakeholders from across the electric vehicle supply chain,
including the National Electrical Manufacturers Association, Electric
Drive Transportation Association, Edison Electric Institute, Auto
Alliance, the American Association of State Highway and Transportation
Officials, and the American Highway Users Alliance.
As I have stated before, the threat of climate change is greater than
any one state, or region or country--we all have to do our part, and
the federal government has a leadership role to play. By deploying
necessary electric and fuel cell vehicle charging infrastructure, and
supporting growth of these needed technologies, doing so will help us
lower the rate of emissions of carbon into our atmosphere.
Even better yet, this legislation will help us in our efforts to put
the United States back in the driver's seat of the world's clean energy
economy, while creating green manufacturing jobs here at home. This
legislation is a true win-win for our environment and our economy, and
it is my hope that the Senate will support this legislation and that it
will be enacted this Congress.
S. 674
Be it enacted by the Senate and House of Representatives of
the United States of America in Congress assembled,
SECTION 1. SHORT TITLE.
This Act may be cited as the ``Clean Corridors Act of
2019''.
SEC. 2. GRANTS FOR CHARGING AND FUELING INFRASTRUCTURE TO
MODERNIZE AND RECONNECT AMERICA FOR THE 21ST
CENTURY.
(a) Purpose; Findings.--
(1) Purpose.--The purpose of this section is to establish a
grant program to strategically deploy electric vehicle
charging infrastructure and hydrogen fueling infrastructure
along designated alternative fuel corridors that will be
accessible to all drivers of zero emission vehicles.
(2) Findings.--Congress finds that--
(A) greater adoption of zero emission vehicles will help--
(i) reduce emissions and improve air quality;
(ii) enhance the energy security of the United States by
expanding the use of zero emission fuels;
(iii) enhance fuel choice and utilization of electric
vehicle charging infrastructure and hydrogen fueling
infrastructure in order to benefit consumers;
(iv) ensure that the transportation infrastructure of the
United States is equipped to manage the demands and
anticipated future needs of the economy; and
(v) develop a new economic sector in the United States that
will create middle class jobs;
[[Page S1708]]
(B) consumer and business adoption of zero emission
vehicles depends in part on the availability of reliable and
convenient fueling and charging infrastructure;
(C) electric vehicle charging infrastructure and hydrogen
fueling infrastructure must be strategically deployed to
ensure the deployment and adoption of zero emission fuels;
and
(D) infrastructure owners and operators should prepare to
meet the charging and fueling needs of electric vehicles and
hydrogen vehicles.
(b) Grant Program.--Section 151 of title 23, United States
Code, is amended--
(1) in subsection (a), by striking ``Not later than 1 year
after the date of enactment of the FAST Act, the Secretary
shall'' and inserting ``The Secretary shall periodically'';
(2) in subsection (b)(2), by inserting ``previously
designated by the Federal Highway Administration or'' before
``designated by'';
(3) in subsection (d)--
(A) by striking ``5 years after the date of establishment
of the corridors under subsection (a), and every 5 years
thereafter,'' and inserting ``180 days after the date of
enactment of the Clean Corridors Act of 2019,''; and
(B) by inserting ``establish a recurring process to
regularly'' before ``update'';
(4) in subsection (e)--
(A) in paragraph (1), by striking ``and'' at the end;
(B) in paragraph (2)--
(i) by striking ``establishes an aspirational goal of
achieving'' and inserting ``describes efforts, including
through funds awarded through the grant program under
subsection (f), that will aid efforts to achieve''; and
(ii) by striking ``by the end of fiscal year 2020.'' and
inserting ``; and''; and
(C) by adding at the end the following:
``(3) summarizes best practices and provides guidance,
developed through consultation with the Secretary of Energy,
for project development of electric vehicle charging
infrastructure and hydrogen fueling infrastructure at the
State, Tribal, and local level to allow for the predictable
deployment of that infrastructure.''; and
(5) by adding at the end the following:
``(f) Grant Program.--
``(1) Establishment.--Not later than 1 year after the date
of enactment of the Clean Corridors Act of 2019, the
Secretary shall establish a grant program to award grants to
eligible entities to carry out the activities described in
paragraph (5).
``(2) Eligible entities.--An entity eligible to receive a
grant under this subsection is--
``(A) a State or political subdivision of a State;
``(B) a metropolitan planning organization;
``(C) a unit of local government;
``(D) a special purpose district or public authority with a
transportation function, including a port authority;
``(E) an Indian tribe (as defined in section 4 of the
Indian Self-Determination and Education Assistance Act (25
U.S.C. 5304));
``(F) an authority, agency, or instrumentality of, or an
entity owned by, 1 or more entities described in
subparagraphs (A) through (E); or
``(G) a group of entities described in subparagraphs (A)
through (F).
``(3) Applications.--To be eligible to receive a grant
under this subsection, an eligible entity shall submit to the
Secretary an application at such time, in such manner, and
containing such information as the Secretary shall require,
including a description of how the eligible entity has
considered--
``(A) public accessibility of charging or fueling
infrastructure proposed to be funded with a grant under this
subsection, including--
``(i) charging or fueling connector types and publicly
available information on real-time availability; and
``(ii) payment methods to ensure secure, convenient, fair,
and equal access;
``(B) collaborative engagement with stakeholders (including
automobile manufacturers, utilities, infrastructure
providers, technology providers, zero emission fuel
providers, metropolitan planning organizations, States,
Indian tribes, and units of local governments, fleet owners,
fleet managers, fuel station owners and operators, labor
organizations, infrastructure construction and component
parts suppliers, and multi-State and regional entities)--
``(i) to foster enhanced, coordinated, public-private or
private investment in electric vehicle charging
infrastructure and hydrogen fueling infrastructure;
``(ii) to expand deployment of electric vehicle charging
infrastructure and hydrogen fueling infrastructure;
``(iii) to protect personal privacy and ensure
cybersecurity; and
``(iv) to ensure that a properly trained workforce is
available to construct and install electric vehicle charging
infrastructure and hydrogen fueling infrastructure;
``(C) the location of the station or fueling site, such as
consideration of--
``(i) the availability of onsite amenities for vehicle
operators, such as restrooms or food facilities;
``(ii) access in compliance with the Americans with
Disabilities Act of 1990 (42 U.S.C. 12101 et seq.); and
``(iii) height and fueling capacity requirements for
facilities that charge or refuel large vehicles, such as
semi-trailer trucks;
``(D) infrastructure installation that can be responsive to
technology advancements, such as accommodating autonomous
vehicles and future charging methods; and
``(E) the long-term operation and maintenance of the
electric vehicle charging infrastructure and hydrogen fueling
infrastructure, to avoid stranded assets and protect the
investment of public funds in that infrastructure.
``(4) Considerations.--In selecting eligible entities to
receive a grant under this subsection, the Secretary shall
consider the extent to which the application of the eligible
entity would--
``(A) improve alternative fueling corridor networks by--
``(i) converting corridor-pending corridors to corridor-
ready corridors; or
``(ii) in the case of corridor-ready corridors, providing
redundancy--
``(I) to meet excess demand for charging and fueling
infrastructure; or
``(II) to reduce congestion at existing charging and
fueling infrastructure in high-traffic locations;
``(B) meet current or anticipated market demands for
charging or fueling infrastructure;
``(C) enable or accelerate the construction of charging or
fueling infrastructure that would be unlikely to be completed
without Federal assistance; and
``(D) support a long-term competitive market for electric
vehicle charging and hydrogen fueling infrastructure.
``(5) Use of funds.--
``(A) In general.--An eligible entity receiving a grant
under this subsection shall only use the funds to contract
with a private entity for acquisition and installation of
publicly accessible electric vehicle charging infrastructure
and hydrogen fueling infrastructure that is directly related
to the charging or fueling of a vehicle in accordance with
this paragraph.
``(B) Location of infrastructure.--Any electric vehicle
charging infrastructure or hydrogen fueling infrastructure
acquired and installed with a grant under this subsection
shall be located along an alternative fuel corridor
designated--
``(i) under this section, on the condition that any
affected Indian tribes are consulted before the designation;
or
``(ii) by a State or group of States, such as the Regional
Electric Vehicle West Plan of the States of Arizona,
Colorado, Idaho, Montana, Nevada, New Mexico, Utah, and
Wyoming, on the condition that any affected Indian tribes are
consulted before the designation.
``(C) Operating assistance.--
``(i) In general.--Subject to clauses (ii) and (iii), an
eligible entity that receives a grant under this subsection
may use a portion of the funds to provide to a private entity
operating assistance for the first 5 years of operations
after the installation of electric vehicle charging
infrastructure and hydrogen fueling infrastructure while the
facility transitions to independent system operations.
``(ii) Inclusions.--Operating assistance under this
subparagraph shall be limited to costs allocable to operating
and maintaining the electric vehicle charging infrastructure
and hydrogen fueling infrastructure and service, including
costs associated with labor, marketing, and administrative
costs.
``(iii) Limitation.--Operating assistance under this
subparagraph may not exceed the amount of a contract under
subparagraph (A) to acquire and install publicly accessible
electric vehicle charging infrastructure and hydrogen fueling
infrastructure.
``(D) Signs.--
``(i) In general.--Subject to this paragraph and paragraph
(6)(B), an eligible entity that receives a grant under this
subsection may use a portion of the funds to acquire and
install--
``(I) traffic control devices located in the right-of-way
to provide directional information to electric vehicle
charging infrastructure and hydrogen fueling infrastructure
acquired, installed, or operated with the grant; and
``(II) on-premises signs to provide information about
electric vehicle charging infrastructure and hydrogen fueling
infrastructure acquired, installed, or operated with a grant
under this subsection.
``(ii) Applicability.--Clause (i) shall apply only to an
eligible entity that--
``(I) receives a grant under this subsection; and
``(II) is using that grant for the acquisition and
installation of publicly accessible electric vehicle charging
infrastructure and hydrogen fueling infrastructure.
``(iii) Limitation on amount.--The amount of funds used to
acquire and install traffic control devices and on-premises
signs under clause (i) may not exceed the amount of a
contract under subparagraph (A) to acquire and install
publicly accessible charging or fueling infrastructure.
``(iv) No new authority created.--Nothing in this
subparagraph authorizes an eligible entity that receives a
grant under this subsection to acquire and install traffic
control devices or on-premises signs if the entity is not
otherwise authorized to do so.
``(6) Project requirements.--
``(A) In general.--Notwithstanding any other provision of
law, any project funded by a grant under this subsection
shall be treated as a project on a Federal-aid highway under
this chapter.
``(B) Signs.--Any traffic control device or on-premises
sign acquired, installed, or operated with a grant under this
subsection shall comply with--
``(i) the Manual on Uniform Traffic Control Devices, if
located in the right-of-way; and
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``(ii) other provisions of Federal, State, and local law,
as applicable.
``(7) Federal share.--The Federal share of the cost of a
project carried out with a grant under this subsection shall
not exceed 80 percent of the total project cost.
``(8) Funding.--There is authorized to be appropriated to
carry out this subsection $300,000,000 for each of fiscal
years 2019 through 2028.''.
______
By Mr. CARDIN:
S. 686. A bill to amend the Higher Education Act of 1965 to provide
greater access to higher education for America's students, to eliminate
educational barriers for participation in a public service career, and
for other purposes; to the Committee on Health, Education, Labor, and
Pensions.
Mr. CARDIN. Mr. President, today, I am introducing the Strengthening
American Communities (SAC) Act of 2019. My bill seeks to expand access
to debt-free public service career pathways for Americans who want to
serve their communities, States, or our Nation. No one should be denied
the opportunity to serve their community as a law enforcement officer,
public health practitioner, social worker, or educator based on his or
her ability to afford the rising cost of an undergraduate education. As
Congress moves towards reauthorizing the Higher Education Act this
year, I intend for my bill to be a first step towards correcting public
sector workforce disparities by enabling people to serve their
communities without being hobbled by massive student loan debt, and by
providing current public servants with the financial freedom to
continue to heed their calling to service.
Every city, town, and rural community in the United States relies on
individuals who choose to utilize their talents for the betterment of
others while accepting the lower pay of public service careers. The
very foundation of our civil society is based on these public servants
making such sacrifices. Far too many individuals who feel drawn to
public service do not pursue such careers--or they are forced to
abandon such careers prematurely--due to the high cost of obtaining
their college educations. When I had the opportunity to hear directly
from a student at an Historically Black College and University (HBCU)
in my home State of Maryland, I was saddened to hear from an
academically successful sophomore who was planning to drop out of
school because she feared further indebting herself and her family. She
said that while she appreciated the financial assistance she did
receive, it simply wasn't sufficient to cover her cost of attendance.
While this student had aspirations to serve in her own community, she
could not bear to burden her family with the cost of her education. As
a result, my home City of Baltimore missed out on the talents of an
engaged and aspiring public servant.
Our current system of indebting individuals at the onset of their
careers has led to minority underrepresentation in the public sector
workforce. First generation college students and students from low-
income families cannot afford to take on student loan debt and enter
into lower-paying public service careers. As a result, our Nation is
deprived of the talents and perspectives of individuals who want to
serve their communities but simply cannot afford to do so. As a result,
our workforce is less representative of the people it serves. We must
find new ways for people to earn the degrees they need to meet our
community needs. I believe that students who make a commitment to
public service should be afforded a debt-free pathway to the
baccalaureate degree they need to start their public service career
just as those individuals who have already made the decision to choose
service over salary should not have to wait for ten years in a lower-
paying public service career before seeing any reward in the form of
federal student loan forgiveness.
The Strengthening American Communities Act I am introducing today
offers a new path for future public servants to earn their
baccalaureate degree. Through a new partnership between the Federal
Government, States, and public and private, non-profit institutions of
higher education, students will have the ability to receive the first
two years of their education at a community college, Minority Serving
Institution, or Historically Black College or University tuition- and
fee-free. Colleges would be required to commit to ensuring student
success, and students would have to meet certain academic standards and
complete their education within two years. Once students start their
junior or senior years or transfer into a four-year institution, those
who commit themselves to at least three years of public service and
meet certain academic standards will receive a National Public Service
Education Grant to pay a significant portion of their college's
tuition, fees, and room and board costs. Universities must provide
students with opportunities to engage in public service commitments,
academic counseling and student support services, and the opportunity
to earn to finish their degree in fewer than two years. Depending on a
student's financial need, under the Strengthening American Communities
Act, they may be able to graduate with a baccalaureate degree debt-free
before embarking on their chosen path to become a public servant.
For those individuals who have already answered their calling to
public service, my legislation would assist more public servants
continue serving their communities by accelerating the existing Public
Service Loan Forgiveness program. Under current law, these dedicated
workers must work for 10 years in a public service career and make 120
monthly payments on their federal student loans before they see a dime
of federal student loan forgiveness. Economic, family, and other
reasons can cause individuals to leave the public sector workforce and
despite their years of service, the service these workers provided are
not taken into consideration. I propose to accelerate the Public
Service Loan Forgiveness program to provide more immediate student loan
relief. For every two years of employment and corresponding monthly
Federal student loan payments, hard-working public sector employees
will receive a percentage of their federal student loans forgiven, with
100 percent of the federal student loan balance being forgiven at the
end of 10 years of service. With 99 percent of the initial round of
PSLF applicants being rejected last year for loan forgiveness due to
administrative barriers and misunderstanding of the rules of the
program, Congress should work to accelerating Public Service Loan
Forgiveness, therefore encouraging additional individuals to stay in
the public sector workforce despite the lower-paying salaries, reduce
their cost of borrowing for home and auto loans, and set aside
additional money for their own retirement.
As Congress moves forward with an overdue reauthorization of the
Higher Education Act, I urge my colleagues to join in this effort to
help individuals who are wholly committed to public service by
supporting the Strengthening American Communities Act. No individual
willing to serve his or her community in a public service career should
be held back from that calling due to the high cost of obtaining a
college education. No individual willing to serve his or her community
should be forced to leave public service because of financial hardship.
______
By Mr. KAINE (for himself and Mr. Young):
S.J. Res. 13. A joint resolution to repeal the authorizations for use
of military force against Iraq, and for other purposes; to the
Committee on Foreign Relations.
Mr. KAINE. Mr. President. I am pleased today to introduce in the
Senate, with my colleague Senator Young, a bipartisan resolution to
repeal the 1991 and 2002 Authorizations for Use of Military Force
(AUMF) against Iraq. This legislation will formally end the
authorizations for the Gulf and Iraq wars--28 and 17 years,
respectively, after these AUMFs were first passed, reasserting
Congress' vital role in not only declaring wars, but in ending them.
The repeal of these authorizations also recognizes the strong
partnership the United States now has with a sovereign, democratic
Iraq.
The United States is no longer at war with Iraq and our legal
frameworks should reflect this reality as much as our policy
frameworks, to include the Strategic Framework Agreement that Iraq and
the United States signed in November 2008, which affirms the
establishment of a long-term relationship of cooperation and
friendship, based on the principle of equality in
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sovereignty and the rights and principles that are enshrined in the
United Nations Charter.
Since 2014, U.S. troops have been in Iraq, alongside Iraqi forces, at
the Government of Iraq's request for assistance in combating the
Islamic State of Iraq and Syria (ISIS). Current Administration
officials, including Secretary Pompeo, Acting Secretary Shanahan and
Commander of the United States Central Command, General Votel, have
routinely emphasized that United States military forces remain in Iraq
at the invitation of the Government of Iraq and in respect to its
sovereignty. Recent presidential administrations have maintained that
the 2002 AUMF only serves to ``reinforce'' any legal authority to
combat ISIS provided by the 2001 AUMF and is not independently required
to authorize any such activities. As such, repealing the 1991 AUMF and
the 2002 AUMF would not affect ongoing United States military
operations. It would however, prevent the future misuse of the Gulf and
Iraq War authorizations and strengthen Congressional oversight over war
powers.
It is past time to repeal both AUMFs and formally mark the end of the
Iraq War that resulted in a devastating loss of life and wounded tens
of thousands of our troops. It makes no sense that two AUMFs remain in
place against a country that is now a close ally. They serve no
operational purpose, run the risk of future abuse by the President, and
help keep our nation at permanent war.
I am proud to join Senator Young in introducing a bill to repeal
these outdated and unnecessary authorizations. I hope we can continue
to find bipartisan compromise on these tough war power issues to
include revising and replacing the 2001 AUMF.
____________________