[Congressional Record (Bound Edition), Volume 157 (2011), Part 3]
[House]
[Pages 3087-3100]
[From the U.S. Government Publishing Office, www.gpo.gov]




              SURFACE TRANSPORTATION EXTENSION ACT OF 2011

  Mr. MICA. Madam Speaker, pursuant to House Resolution 128, I call up 
the bill (H.R. 662) to provide an extension of Federal-aid highway, 
highway safety, motor carrier safety, transit, and other programs 
funded out of the Highway Trust Fund pending enactment of a multiyear 
law reauthorizing such programs, and ask for its immediate 
consideration.
  The Clerk read the title of the bill.
  The SPEAKER pro tempore. Pursuant to House Resolution 128, the bill 
is considered read.
  The text of the bill is as follows:

                                H.R. 662

       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.

       (a) Short Title.--This Act may be cited as the ``Surface 
     Transportation Extension Act of 2011''.
       (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 2011 by amounts apportioned or allocated 
     pursuant to the Surface Transportation Extension Act of 2010 
     and the Surface Transportation Extension Act of 2010, Part II 
     for the period beginning on October 1, 2010, and ending on 
     March 4, 2011.
       (c) Table of Contents.--

Sec. 1. Short title; reconciliation of funds.

                     TITLE I--FEDERAL-AID HIGHWAYS

Sec. 101. Extension of Federal-aid highway programs.

             TITLE II--EXTENSION OF HIGHWAY SAFETY PROGRAMS

Sec. 201. Extension of National Highway Traffic Safety Administration 
              highway safety programs.
Sec. 202. Extension of Federal Motor Carrier Safety Administration 
              programs.
Sec. 203. Additional programs.

               TITLE III--PUBLIC TRANSPORTATION PROGRAMS

Sec. 301. Allocation of funds for planning programs.
Sec. 302. Special rule for urbanized area formula grants.
Sec. 303. Allocating amounts for capital investment grants.
Sec. 304. Apportionment of formula grants for other than urbanized 
              areas.
Sec. 305. Apportionment based on fixed guideway factors.
Sec. 306. Authorizations for public transportation.
Sec. 307. Amendments to SAFETEA-LU.
Sec. 308. Level of obligation limitations.

              TITLE IV--EXTENSION OF EXPENDITURE AUTHORITY

Sec. 401. Extension of expenditure authority.

                     TITLE I--FEDERAL-AID HIGHWAYS

     SEC. 101. EXTENSION OF FEDERAL-AID HIGHWAY PROGRAMS.

       (a) In General.--Section 411 of the Surface Transportation 
     Extension Act of 2010 (Public Law 111-147; 124 Stat. 78) is 
     amended--
       (1) by striking ``the period beginning on October 1, 2010, 
     and ending on March 4, 2011'' each place it appears (except 
     in subsection (c)(2)) and inserting ``fiscal year 2011''; and
       (2) in subsection (a) by striking ``March 4, 2011'' and 
     inserting ``September 30, 2011''.
       (b) Authorization of Appropriations.--Section 411(b)(2) of 
     the Surface Transportation Extension Act of 2010 (124 Stat. 
     79) is amended by striking ``\155/365\ of''.
       (c) Use of Funds.--Section 411(c) of the Surface 
     Transportation Extension Act of 2010 (124 Stat. 79) is 
     amended--
       (1) in paragraph (2)--
       (A) by striking ``\155/365\ of''; and
       (B) by striking ``the period beginning on October 1, 2010, 
     and ending on March 4, 2011,'' and inserting ``fiscal year 
     2011'';
       (2) in paragraph (4)--
       (A) in subparagraph (A)(ii) by striking ``, except that 
     during such period obligations subject to such limitation 
     shall not exceed \155/365\ of the limitation on obligations 
     included in an Act making appropriations for fiscal year 
     2011''; and
       (B) in subparagraph (B)(ii)(II) by striking 
     ``$271,356,164'' and inserting ``$639,000,000''; and
       (3) by striking paragraph (5);
       (d) Extension and Flexibility for Certain Allocated 
     Programs.--Section 411(d) of the Surface Transportation 
     Extension Act of 2010 (124 Stat. 80) is amended--
       (1) by striking ``\155/365\ of'' each place it appears; and
       (2) in paragraph (4)(A) by striking ``2009'' and inserting 
     ``2010''.
       (e) Extension of Authorizations Under Title V of SAFETEA-
     LU.--Section 411(e) of the Surface Transportation Extension 
     Act of 2010 (124 Stat. 82) is amended--
       (1) in paragraph (1)(B) by striking ``\155/365\''; and
       (2) in paragraph (3)(A) by striking ``2009'' and inserting 
     ``2010''.
       (f) Administrative Expenses.--Section 412(a)(2) of the 
     Surface Transportation Extension Act of 2010 (Public Law 111-
     147; 124 Stat. 83) is amended to read as follows:
       ``(2) $422,425,000 for fiscal year 2011.''.

             TITLE II--EXTENSION OF HIGHWAY SAFETY PROGRAMS

     SEC. 201. EXTENSION OF NATIONAL HIGHWAY TRAFFIC SAFETY 
                   ADMINISTRATION HIGHWAY SAFETY PROGRAMS.

       (a) Chapter 4 Highway Safety Programs.--Section 2001(a)(1) 
     of SAFETEA-LU (119 Stat. 1519) is amended by striking ``and 
     $99,795,000 for the period beginning on October 1, 2010, and 
     ending on March 4, 2011.'' and inserting ``and $235,000,000 
     for fiscal year 2011.''.
       (b) Highway Safety Research and Development.--Section 
     2001(a)(2) of SAFETEA-LU (119 Stat. 1519) is amended by 
     striking ``and $45,967,000 for the period beginning on 
     October 1, 2010, and ending on March 4, 2011.'' and inserting 
     ``and $108,244,000 for fiscal year 2011.''.
       (c) Occupant Protection Incentive Grants.--Section 
     2001(a)(3) of SAFETEA-LU (119 Stat. 1519) is amended by 
     striking ``and $10,616,000 for the period beginning on 
     October 1, 2010, and ending on March 4, 2011.'' and inserting 
     ``and $25,000,000 for fiscal year 2011.''.
       (d) Safety Belt Performance Grants.--Section 2001(a)(4) of 
     SAFETEA-LU (119 Stat. 1519) is amended by striking ``and 
     $52,870,000 for the period beginning on October 1, 2010, and 
     ending on March 4, 2011.'' and inserting ``and $124,500,000 
     for fiscal year 2011.''.
       (e) State Traffic Safety Information System Improvements.--
     Section 2001(a)(5) of SAFETEA-LU (119 Stat. 1519) is amended 
     by striking ``and $14,651,000 for the period beginning on 
     October 1, 2010, and ending on March 4, 2011.'' and inserting 
     ``and $34,500,000 for fiscal year 2011.''.
       (f) Alcohol-Impaired Driving Countermeasures Incentive 
     Grant Program.--Section 2001(a)(6) of SAFETEA-LU (119 Stat. 
     1519) is amended by striking ``and $59,027,000 for the period 
     beginning on October 1, 2010, and ending on March 4, 2011.'' 
     and inserting ``and $139,000,000 for fiscal year 2011.''.
       (g) National Driver Register.--Section 2001(a)(7) of 
     SAFETEA-LU (119 Stat. 1520) is amended by striking ``and 
     $1,748,000 for the period beginning on October 1, 2010, and 
     ending on March 4, 2011.'' and inserting ``and $4,116,000 for 
     fiscal year 2011.''.
       (h) High Visibility Enforcement Program.--Section 
     2001(a)(8) of SAFETEA-LU (119 Stat. 1520) is amended by 
     striking ``and $12,315,000 for the period beginning on 
     October 1, 2010, and ending on March 4, 2011.'' and inserting 
     ``and $29,000,000 for fiscal year 2011.''.
       (i) Motorcyclist Safety.--Section 2001(a)(9) of SAFETEA-LU 
     (119 Stat. 1520) is amended by striking ``and $2,973,000 for 
     the period beginning on October 1, 2010, and ending on March 
     4, 2011.'' and inserting ``and $7,000,000 for fiscal year 
     2011.''.
       (j) Child Safety and Child Booster Seat Safety Incentive 
     Grants.--Section 2001(a)(10) of SAFETEA-LU (119 Stat. 1520) 
     is amended by striking ``and $2,973,000 for the period 
     beginning on October 1, 2010, and ending on March 4, 2011.'' 
     and inserting ``and $7,000,000 for fiscal year 2011.''.
       (k) Administrative Expenses.--Section 2001(a)(11) of 
     SAFETEA-LU (119 Stat. 1520) is amended by striking ``and 
     $10,756,000 for the period beginning on October 1, 2010, and 
     ending on March 4, 2011.'' and inserting ``and $25,328,000 
     for fiscal year 2011.''.

     SEC. 202. EXTENSION OF FEDERAL MOTOR CARRIER SAFETY 
                   ADMINISTRATION PROGRAMS.

       (a) Motor Carrier Safety Grants.--Section 31104(a)(7) of 
     title 49, United States Code, is amended to read as follows:
       ``(7) $209,000,000 for fiscal year 2011.''.
       (b) Administrative Expenses.--Section 31104(i)(1)(G) of 
     title 49, United States Code, is amended to read as follows:
       ``(G) $244,144,000 for fiscal year 2011.''.
       (c) Grant Programs.--Section 4101(c) of SAFETEA-LU (119 
     Stat. 1715) is amended--
       (1) in paragraph (1) by striking ``2009'' and all that 
     follows before the period and inserting ``2011'';
       (2) in paragraph (2) by striking ``, 2007'' and all that 
     follows before the period and inserting ``through 2011'';
       (3) in paragraph (3) by striking ``, 2007'' and all that 
     follows before the period and inserting ``through 2011'';
       (4) in paragraph (4) by striking ``2009'' and all that 
     follows before the period and inserting ``2011''; and
       (5) in paragraph (5) by striking ``2009'' and all that 
     follows before the period and inserting ``2011''.
       (d) High-Priority Activities.--Section 31104(k)(2) of title 
     49, United States Code, is amended by striking ``through 2010 
     and $6,370,000 for the period beginning October 1, 2010, and 
     ending on March 4, 2011'' and inserting ``through 2011''.

[[Page 3088]]

       (e) New Entrant Audits.--Section 31144(g)(5)(B) of title 
     49, United States Code, is amended by striking ``(and up to 
     $12,315,000 for the period beginning October 1, 2010, and 
     ending on March 4, 2011)''.
       (f) Commercial Driver's License Information System 
     Modernization.--Section 4123(d)(6) of SAFETEA-LU (119 Stat. 
     1736) is amended to read as follows:
       ``(6) $8,000,000 for fiscal year 2011.''.
       (g) Outreach and Education.--Section 4127(e) of SAFETEA-LU 
     (119 Stat. 1741) is amended by striking ``2010,'' and all 
     that follows before ``to carry out'' and inserting ``2010, 
     and 2011''.
       (h) Grant Program for Commercial Motor Vehicle Operators.--
     Section 4134(c) of SAFETEA-LU (119 Stat. 1744) is amended by 
     striking ``2009'' and all that follows before ``to carry 
     out'' and inserting ``2011''.
       (i) Motor Carrier Safety Advisory Committee.--Section 
     4144(d) of SAFETEA-LU (119 Stat. 1748) is amended by striking 
     ``March 4, 2011'' and inserting ``September 30, 2011''.
       (j) Working Group for Development of Practices and 
     Procedures to Enhance Federal-State Relations.--Section 
     4213(d) of SAFETEA-LU (49 U.S.C. 14710 note; 119 Stat. 1759) 
     is amended by striking ``March 4, 2011'' and inserting 
     ``September 30, 2011''.

     SEC. 203. ADDITIONAL PROGRAMS.

       (a) Hazardous Materials Research Projects.--Section 7131(c) 
     of SAFETEA-LU (119 Stat. 1910) is amended by striking 
     ``through 2010 and $531,000 for the period beginning on 
     October 1, 2010, and ending on March 4, 2011'' and inserting 
     ``through 2011''.
       (b) 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) by striking ``through 2010, and for 
     the period beginning on October 1, 2010, and ending on March 
     4, 2011,'' and inserting ``through 2011,''; and
       (2) in subsection (b)(1)(A) by striking ``through 2010, and 
     for the period beginning on October 1, 2010, and ending on 
     March 4, 2011,'' and inserting ``through 2011''.

               TITLE III--PUBLIC TRANSPORTATION PROGRAMS

     SEC. 301. ALLOCATION OF FUNDS FOR PLANNING PROGRAMS.

       Section 5305(g) of title 49, United States Code, is amended 
     by striking ``2010, and for the period beginning October 1, 
     2010, and ending March 4, 2011,'' and inserting ``2011''.

     SEC. 302. SPECIAL RULE FOR URBANIZED AREA FORMULA GRANTS.

       Section 5307(b)(2) of title 49, United States Code, is 
     amended--
       (1) by striking the paragraph heading and inserting 
     ``Special rule for fiscal years 2005 through 2011.--'';
       (2) in subparagraph (A) by striking ``2010, and the period 
     beginning October 1, 2010, and ending March 4, 2011,'' and 
     inserting ``2011,''; and
       (3) in subparagraph (E)--
       (A) by striking the subparagraph heading and inserting 
     ``Maximum amounts in fiscal years 2008 through 2011.--''; and
       (B) in the matter preceding clause (i) by striking ``In 
     fiscal years 2008 through 2010, and during the period 
     beginning October 1, 2010, and ending March 4, 2011,'' and 
     inserting ``In each of fiscal years 2008 through 2011''.

     SEC. 303. ALLOCATING AMOUNTS FOR CAPITAL INVESTMENT GRANTS.

       Section 5309(m) of title 49, United States Code, is 
     amended--
       (1) in paragraph (2)--
       (A) by striking the paragraph heading and inserting 
     ``Fiscal years 2006 through 2011.--'';
       (B) in the matter preceding subparagraph (A) by striking 
     ``2010, and during the period beginning October 1, 2010, and 
     ending March 4, 2011,'' and inserting ``2011''; and
       (C) in subparagraph (A)(i) by striking ``2010, and 
     $84,931,000 for the period beginning October 1, 2010 and 
     ending March 4, 2011,'' and inserting ``2011'';
       (2) in paragraph (6)--
       (A) in subparagraph (B) by striking ``2010, and $6,369,000 
     shall be available for the period beginning October 1, 2010 
     and ending March 4, 2011,'' and inserting ``2011''; and
       (B) in subparagraph (C) by striking ``2010, and $2,123,000 
     shall be available for the period beginning October 1, 2010 
     and ending March 4, 2011,'' and inserting ``2011''; and
       (3) in paragraph (7)--
       (A) in subparagraph (A)--
       (i) by striking ``(A) Ferry boat systems.--'' and all that 
     follows through ``(i) Fiscal years 2006 through 2010.--
     $10,000,000 shall be available in each of fiscal years 2006 
     through 2010'' and inserting the following:
       ``(A) Ferry boat systems.--$10,000,000 shall be available 
     in each of fiscal years 2006 through 2011'';
       (ii) by striking clause (ii);
       (iii) by redesignating subclauses (I) through (VIII) as 
     clauses (i) through (viii), respectively, and moving the text 
     of such clauses 2 ems to the left; and
       (iv) by inserting a period at the end of clause (iv) (as so 
     redesignated);
       (B) in subparagraph (B)--
       (i) by striking ``for the period beginning October 1, 2010 
     and ending March 4, 2011''; and
       (ii) by adding after clause (v) the following:
       ``(vi) $13,500,000 for fiscal year 2011.'';
       (C) in subparagraph (C) by striking ``, and during the 
     period beginning October 1, 2010 and ending March 4, 2011,'';
       (D) in subparagraph (D) by striking ``, and not less than 
     $14,863,000 shall be available for the period beginning 
     October 1, 2010 and ending March 4, 2011,''; and
       (E) in subparagraph (E) by striking ``, and $1,273,000 
     shall be available for the period beginning October 1, 2010 
     and ending March 4, 2011,''.

     SEC. 304. APPORTIONMENT OF FORMULA GRANTS FOR OTHER THAN 
                   URBANIZED AREAS.

       Section 5311(c)(1)(F) of title 49, United States Code, is 
     amended to read as follows:
       ``(F) $15,000,000 for fiscal year 2011.''.

     SEC. 305. APPORTIONMENT BASED ON FIXED GUIDEWAY FACTORS.

       Section 5337 of title 49, United States Code, is amended--
       (1) in subsection (a), in the matter preceding paragraph 
     (1), by striking ``2010'' and inserting ``2011''; and
       (2) by striking subsection (g).

     SEC. 306. AUTHORIZATIONS FOR PUBLIC TRANSPORTATION.

       (a) Formula and Bus Grants.--Section 5338(b) of title 49, 
     United States Code, is amended--
       (1) by striking paragraph (1)(F) and inserting the 
     following:
       ``(F) $8,360,565,000 for fiscal year 2011.''; and
       (2) in paragraph (2)--
       (A) in subparagraph (A) by striking ``$48,198,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$113,500,000 for fiscal year 2011'';
       (B) in subparagraph (B) by striking ``$1,766,730,000 for 
     the period beginning October 1, 2010, and ending March 4, 
     2011,'' and inserting ``$4,160,365,000 for fiscal year 
     2011'';
       (C) in subparagraph (C) by striking ``$21,869,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$51,500,000 for fiscal year 2011'';
       (D) in subparagraph (D) by striking ``$707,691,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$1,666,500,000 for fiscal year 2011'';
       (E) in subparagraph (E) by striking ``$417,863,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$984,000,000 for fiscal year 2011'';
       (F) in subparagraph (F) by striking ``$56,691,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$133,500,000 for fiscal year 2011'';
       (G) in subparagraph (G) by striking ``$197,465,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$465,000,000 for fiscal year 2011'';
       (H) in subparagraph (H) by striking ``$69,856,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$164,500,000 for fiscal year 2011'';
       (I) in subparagraph (I) by striking ``$39,280,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$92,500,000 for fiscal year 2011'';
       (J) in subparagraph (J) by striking ``$11,423,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$26,900,000 for fiscal year 2011'';
       (K) in subparagraph (K) by striking ``$1,486,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$3,500,000 for fiscal year 2011'';
       (L) in subparagraph (L) by striking ``$10,616,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$25,000,000 for fiscal year 2011'';
       (M) in subparagraph (M) by striking ``$197,465,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$465,000,000 for fiscal year 2011''; and
       (N) in subparagraph (N) by striking ``$3,736,000 for the 
     period beginning October 1, 2010 and ending March 4, 2011,'' 
     and inserting ``$8,800,000 for fiscal year 2011''.
       (b) Capital Investment Grants.--Section 5338(c)(6) of title 
     49, United States Code, is amended to read as follows:
       ``(6) $2,000,000,000 for fiscal year 2011.''.
       (c) Research and University Research Centers.--Section 
     5338(d) of title 49, United States Code, is amended--
       (1) in paragraph (1)--
       (A) in the matter preceding subparagraph (A) by striking 
     ``$29,619,000 for the period beginning October 1, 2010 and 
     ending March 4, 2011,'' and inserting ``$69,750,000 for 
     fiscal year 2011''; and
       (B) in subparagraph (A) by striking ``fiscal year 2009'' 
     and inserting ``each of fiscal years 2009, 2010, and 2011'';
       (2) in paragraph (2)(A)--
       (A) in clauses (i), (ii), and (iii) by striking ``2009'' 
     and inserting ``2011''; and
       (B) in clauses (v), (vi), (vii), and (viii) by striking 
     ``and 2009'' and inserting ``through 2011''; and
       (3) by striking paragraph (3) and inserting the following:
       ``(3) Funding.--If the Secretary determines that a project 
     or activity described in paragraph (2) received sufficient 
     funds in fiscal year 2010, or a previous fiscal year, to 
     carry out the purpose for which the project or activity was 
     authorized, the Secretary may not allocate any amounts under 
     paragraph (2) for the project or activity for fiscal year 
     2011, or any subsequent fiscal year.''.
       (d) Administration.--Section 5338(e)(6) of title 49, United 
     States Code, is amended to read as follows:

[[Page 3089]]

       ``(6) $98,911,000 for fiscal year 2011.''.

     SEC. 307. AMENDMENTS TO SAFETEA-LU.

       (a) Contracted Paratransit Pilot.--Section 3009(i)(1) of 
     SAFETEA-LU (119 Stat. 1572) is amended by striking ``2010, 
     and for the period beginning October 1, 2010, and ending 
     March 4, 2011'' and inserting ``2011''.
       (b) Public-Private Partnership Pilot Program.--Section 3011 
     of SAFETEA-LU (49 U.S.C. 5309 note; 119 Stat. 1588) is 
     amended--
       (1) in subsection (c)(5) by striking ``2010 and the period 
     beginning October 1, 2010, and ending March 4, 2011'' and 
     inserting ``2011''; and
       (2) in subsection (d) by striking ``2010, and for the 
     period beginning October 1, 2010, and ending March 4, 2011'' 
     and inserting ``2011''.
       (c) Elderly Individuals and Individuals With Disabilities 
     Pilot Program.--Section 3012(b)(8) of SAFETEA-LU (49 U.S.C. 
     5310 note; 119 Stat. 1593) is amended by striking ``March 4, 
     2011'' and inserting ``September 30, 2011''.
       (d) Obligation Ceiling.--Section 3040(7) of SAFETEA-LU (119 
     Stat. 1639) is amended to read as follows:
       ``(7) $10,507,752,000 for fiscal year 2011, of which not 
     more than $8,360,565,000 shall be from the Mass Transit 
     Account.''.
       (e) Project Authorizations for New Fixed Guideway Capital 
     Projects.--Section 3043 of SAFETEA-LU (119 Stat. 1640) is 
     amended--
       (1) in subsection (b), in the matter preceding paragraph 
     (1), by striking ``2010, and for the period beginning October 
     1, 2010, and ending March 4, 2011,'' and inserting ``2011''; 
     and
       (2) in subsection (c), in the matter preceding paragraph 
     (1), by striking ``2010, and for the period beginning October 
     1, 2010, and ending March 4, 2011,'' and inserting ``2011''.
       (f) Allocations for National Research and Technology 
     Programs.--Section 3046 of SAFETEA-LU (49 U.S.C. 5338 note; 
     119 Stat. 1706) is amended--
       (1) in subsection (b) by striking ``or period''; and
       (2) by striking subsection (c) and inserting the following:
       ``(c) Additional Appropriations.--The Secretary shall 
     allocate amounts appropriated pursuant to section 5338(d) of 
     title 49, United States Code, for national research and 
     technology programs under sections 5312, 5314, and 5322 of 
     such title for fiscal years 2010 and 2011, in amounts equal 
     to the amounts allocated for fiscal year 2009 under each of 
     paragraphs (2), (3), (5), and (8) through (25) of subsection 
     (a).''.

     SEC. 308. LEVEL OF OBLIGATION LIMITATIONS.

       (a) Highway Category.--Section 8003(a) of SAFETEA-LU (2 
     U.S.C. 901 note; 119 Stat. 1917) is amended--
       (1) by striking ``and'' at the end of paragraph (5);
       (2) by striking the period at the end of paragraph (6) and 
     inserting ``; and''; and
       (3) by striking paragraph (7) and inserting the following:
       ``(7) for fiscal year 2011, $42,469,970,178.''.
       (b) Mass Transit Category.--Section 8003(b) of SAFETEA-LU 
     (2 U.S.C. 901 note; 119 Stat. 1917) is amended--
       (1) by striking ``and'' at the end of paragraph (5);
       (2) by striking the period at the end of paragraph (6) and 
     inserting ``; and''; and
       (3) by striking paragraph (7) and inserting the following:
       ``(7) for fiscal year 2011, $10,338,065,000.''.

              TITLE IV--EXTENSION OF EXPENDITURE AUTHORITY

     SEC. 401. EXTENSION OF EXPENDITURE AUTHORITY.

       (a) Highway Trust Fund.--Section 9503 of the Internal 
     Revenue Code of 1986 is amended--
       (1) by striking ``March 5, 2011'' in subsections (b)(6)(B) 
     and (c)(1) and inserting ``October 1, 2011'',
       (2) by striking ``the Surface Transportation Extension Act 
     of 2010, Part II'' in subsections (c)(1) and (e)(3) and 
     inserting ``the Surface Transportation Extension Act of 
     2011'', and
       (3) by striking ``March 5, 2011'' in subsection (e)(3) and 
     inserting ``October 1, 2011''.
       (b) Sport Fish Restoration and Boating Trust Fund.--Section 
     9504 of the Internal Revenue Code of 1986 is amended--
       (1) by striking ``Surface Transportation Extension Act of 
     2010, Part II'' each place it appears in subsection (b)(2) 
     and inserting ``Surface Transportation Extension Act of 
     2011'', and
       (2) by striking ``March 5, 2011'' in subsection (d)(2) and 
     inserting ``October 1, 2011''.
       (c) Effective Date.--The amendments made by this section 
     shall take effect on March 4, 2011.

  The SPEAKER pro tempore. After 1 hour of debate on the bill, it shall 
be in order to consider the amendment printed in House Report 112-20, 
if offered by the gentleman from Florida (Mr. Mica) or his designee, 
which shall be considered read, and shall be separately debatable for 
10 minutes equally divided and controlled by the proponent and an 
opponent.
  The gentleman from Florida (Mr. Mica) and the gentleman from West 
Virginia (Mr. Rahall) each will control 30 minutes.
  The Chair recognizes the gentleman from Florida.


                             General Leave

  Mr. MICA. Madam Speaker, I ask unanimous consent that all Members may 
have 5 legislative days within which to revise and extend their remarks 
and include extraneous materials on H.R. 662.
  The SPEAKER pro tempore. Is there objection to the request of the 
gentleman from Florida?
  There was no objection.
  Mr. MICA. Madam Speaker, I yield myself such time as I may consume.
  I come to the floor today to pass the extension of our major surface 
transportation legislation, that's H.R. 662.
  I would like to first lead off by informing Members and the Speaker 
that this extension is a spending freeze at 2010 levels through 
September 30.
  We find ourself in a situation where the major transportation 
legislation that authorizes all of the policies, the various projects, 
all the funding levels and all of the activities that are so important 
to job creation, to building the Nation's infrastructure, that 
legislation expired September 30, 2009.
  In the past Congress, since that time, we have passed a number of 
short-term extensions. We are now on the sixth extension of that 
legislation.
  What happens when the Congress does this is we end up sending the 
worst message and the worst policy possible across the Nation, across 
the land, to our States and our localities that are trying to build the 
Nation's infrastructure and trying to determine what Federal policy, 
what their partnership and funding relationship will be with the 
Federal Government.
  Right now, in a time in which across this Nation we are experiencing 
some of the worst unemployment, in my district I have some areas with 
17 percent unemployment. And where is that unemployment? That's in the 
construction industry.
  So it's critical that we pass an extension of the current legislation 
and extension that we are on, the sixth extension that we are on, and 
we do that before Friday. Friday is when the current extension expires.
  Again, this is important for jobs. Why? Our State transportation 
departments have only been able to do small projects. Now, they have 
done some sidewalks, and they have done some repaving, and they have 
done some minor construction projects. But because they don't have a 
dependable Federal partner and the hiccup manner in which we have 
provided policy judgment funding direction as far as our Federal law 
for major transportation projects, because it's been done in such a 
helter-skelter fashion, people are not employed. Projects do not move 
forward. This is the worst time that this could happen. I am determined 
that that won't happen again.
  Now, I might like to do a short-term extension, and some people have 
said we should do that. But the responsible thing for us to do now is 
to pass through the fiscal year--and this extension takes us to 
September 30--so States can plan, so people can get back to work, so we 
have some semblance of policy regarding building the Nation's 
infrastructure in place now. People are crying out for jobs across this 
country, and we may not pass any other piece of legislation this year 
but our transportation and infrastructure legislation.
  This, and the FAA reauthorization, in addition to highway and surface 
and all the other modes, our FAA extensions have become almost the 
saddest commentary you could have on building, again, the Nation's 
important infrastructure. We have done 17 extensions of the FAA 
legislation, so our airports and others can't plan. Now, we are not 
going to let that happen under our watch. We are going to set policy 
today and extend until the end of this fiscal year in a responsible 
manner.
  Some people on the conservative side of the aisle, and I will match 
my credentials with any of them, want to know about the money that's 
being spent.

                              {time}  1500

  This is not money that's general revenue. This is entirely within the 
trust

[[Page 3090]]

fund, the Federal Highway and Transit Trust Fund.
  When we came here, we also said we were going to force the Congress 
to spend more money in general revenue than we had in that fund, and 
this extension adheres to the policy that we won't be reckless in 
spending and we won't spend beyond what we have in the fund. This 
extension only expends funds from within that trust fund. So I want my 
conservative friends--and I consider myself in the conservative fiscal 
corner, the responsible corner in spending--to know that that is the 
way this is crafted. So, again, I think we have an obligation to move 
forward. We are doing it on a sound basis. We are freezing at the 2010 
levels. And we will be able, at least until September, to get people to 
work.
  Now, I know sometimes I can move legislation along in this body, and 
I work hard sometimes to do that. But I can tell you I cannot pass a 
full authorization bill by this Friday. We just took over, again, some 
of these responsibilities a few weeks ago. We've had six extensions. I 
don't want to get to, again, into a situation where we are doing these 
short-term, job-killing extensions.
  So that's the reason that we're here. That's the responsibility that 
we have as a Congress in moving forward and again setting that policy 
and setting a timeframe in which our States and others who actually do 
these projects can operate. And again, it's being done within the 
responsible parameters that this new Congress and the House of 
Representatives has set forward.
  I do want to say, finally, that I thank my colleague, Mr. Rahall, who 
is the ranking member, for his interest in moving forward with a long-
term bill. In reaching out, we held the first of our hearings, and 
we're doing these around the country. We've done more than a dozen from 
the Atlantic to the Pacific. We started in Beckley, West Virginia, a 
little over a week ago, in the hometown of the ranking member because 
we want our permanent legislation to be long term, a 6-year bill, to 
have in place sound policy. We want it done on a bipartisan basis. And 
to ensure also that it was done on a bicameral basis, we did almost an 
unprecedented hearing with Senator Boxer, the gentlelady from 
California, who chairs the Environment and Public Works Committee of 
the United States Senate. We did a joint bicameral, bipartisan hearing 
in Los Angeles last week to kick off our larger effort to, again, have 
in place the very best policy regarding our infrastructure for the 
Nation.
  So with those comments, again, I want to thank folks that we have an 
agreement here to move forward. We need to do that. We need to get 
people working in this country and do it in a responsible fashion. And 
I believe that H.R. 662 will do that.

                                         House of Representatives,


                                  Committee on Ways and Means,

                                Washington, DC, February 28, 2011.
     Hon. John Mica,
     Chairman, Committee on Transportation and Infrastructure, 
         Washington, DC.
       Dear Chairman Mica: I am writing concerning H.R. 662, the 
     ``Surface Transportation Extension Act of 2011,'' which is 
     scheduled for floor consideration this week.
       As you know, the Committee on Ways and Means has 
     jurisdiction over the Internal Revenue Code. Title IV of this 
     bill amends the Internal Revenue Code of 1986, and thus falls 
     within the jurisdiction of the Committee on Ways and Means. 
     However, in order to expedite this legislation for floor 
     consideration, the Committee will forgo action on this bill. 
     This is being done with the understanding that it does not in 
     any way prejudice the Committee with respect to the 
     appointment of conferees or its jurisdictional prerogatives 
     on this or similar legislation.
       I would appreciate your response to this letter, confirming 
     this understanding with respect to H.R. 662, and would ask 
     that a copy of our exchange of letters on this matter be 
     included in the Congressional Record during floor 
     consideration.
           Sincerely,
                                                        Dave Camp,
     Chairman.
                                  ____

                                         House of Representatives,


                                  Committee on Ways and Means,

                                    Washington, DC, March 1, 2011.
     Hon. Dave Camp,
     Chairman, Committee on Ways and Means, Washington, DC.
       Dear Mr. Chairman: Thank you for your letter regarding H.R. 
     662, the ``Surface Transportation Extension Act of 2011.'' 
     The Committee on Transportation and Infrastructure recognizes 
     that the Committee on Ways and Means has a jurisdictional 
     interest in H.R. 662, and I appreciate your effort to 
     facilitate consideration of this bill.
       I also concur with you that forgoing action on this bill 
     does not in any way prejudice the Committee on Ways and Means 
     with respect to its jurisdictional prerogatives on this bill 
     or similar legislation in the future, and I would support 
     your effort to seek appointment of an appropriate number of 
     conferees to any House-Senate conference involving this 
     legislation.
       I will include our letters on H.R. 662 in the Congressional 
     Record during floor consideration of the bill. Again, I 
     appreciate your cooperation regarding this legislation and I 
     look forward to working with the Committee on Ways and Means 
     as the bill moves through the legislative process.
           Sincerely,
                                                     John L. Mica,
                                                         Chairman.

  I reserve the balance of my time.
  Mr. RAHALL. Madam Speaker, I yield myself such time as I may consume.
  Madam Speaker, I rise in support of H.R. 662, the Surface 
Transportation Extension Act of 2011. As my chairman has said, this 
legislation extends the Federal-aid highway, public transit, and 
highway and motor carrier safety programs through the end of the fiscal 
year September 30, 2011.
  I commend the chairman of the committee, Mr. Mica, for his bringing 
this bill before us today. I also associate myself with the remarks 
that he has just said in support thereof. I commend him for the 
listening tour that he has embarked around the country, as well as a 
few formal hearings thrown in his listening tour. This gives the 
country and new Members of this body an opportunity to learn a great 
deal about what reauthorization of our surface transportation programs 
really means when it comes to jobs and when it comes to infrastructure, 
particularly within each Member of Congress' congressional district.
  Extending these programs is absolutely critical to keep our economy 
on the road to recovery, and I strongly support this bill--as did my 
colleagues on both sides of the aisle--when we passed it out of the 
Transportation and Infrastructure Committee 2 weeks ago by unanimous 
consent. I also want to support and commend our ranking member on the 
Highways and Transit Subcommittee, Mr. DeFazio, for his tremendous work 
in previous years and on bringing the current bill before us as well, 
and we will hear from him in a moment.
  While I do strongly support this bill, Madam Speaker, what I cannot 
support are Republican attempts to gut investments that grow our 
economy. The Republican spending bill that passed 2 weeks ago will 
destroy over 300,000 good-paying transportation jobs--jobs lost in 
every State of this great country. What I cannot support is dangerous 
and draconian cuts across the board to investments in America's future. 
And these cuts are coming just at a time that our economy is turning 
the corner. And what I cannot support is cutting the job-creating 
muscle of our budget, which investment in our infrastructure is, when 
we should be focusing on trimming the fat. In order to keep pace with 
India, China, and other international competitors, we need to invest 
more, not less, in America's infrastructure. If we stop investing in 
the future, there's simply no way we can retire the debt of the past.
  The bill before us today is identical to legislation that the House 
passed last fall. Regrettably, at that time, Republicans objected to 
it, and the Senate Republican leadership insisted that the surface 
transportation programs expire on March 4, 2011. I'm glad that my 
Republican colleagues have now come around and recognized the need to 
extend these vital programs through the fiscal year. I hope all Members 
will vote for this bipartisan extension to keep America's economy 
moving.
  If Congress does not extend the surface transportation programs, the 
U.S. Department of Transportation will stop reimbursing States for 
expenditures on approved projects, and thousands of construction 
projects across the Nation could come to a screeching halt. According 
to DOT, a delay in enactment of this bill will shut down

[[Page 3091]]

more than $800 million next week in highway reimbursements and transit 
grants to States and urban areas, endangering more than 28,000 jobs and 
multimillion dollar construction projects across the country.
  This bill provides a certainty that the construction industry needs 
to continue the slow climb back from the greatest recession since World 
War II. It also enables Congress the necessary time to work toward 
passage of a long-term surface transportation authorization bill later 
this year. Enactment of this extension act will enable us to redirect 
our focus to developing a long-term bill that begins to address the 
Nation's enormous infrastructure needs and will create millions of 
family-wage jobs.
  I also today call upon the administration to join us in this effort 
to get behind this reauthorization bill and give it the necessary 
support from the executive branch that it needs. I urge my colleagues 
to join me in supporting H.R. 662.
  I reserve the balance of my time.
  Mr. MICA. Madam Speaker, I am pleased to yield 2 minutes to the 
gentleman from Tennessee, who is one of the primary leaders in the 
Transportation and Infrastructure Committee, the chair of the Highways 
and Transit Subcommittee, Mr. Duncan.
  Mr. DUNCAN of Tennessee. I thank the gentleman for yielding me this 
time.
  Madam Speaker, H.R. 662, the Surface Transportation Extension Act of 
2011, extends the highway, transit, and highway safety programs through 
the end of the fiscal year at the 2010 funding levels. It does not make 
any programmatic or policy changes but instead only continues what is 
currently in law.
  I'm proud to be an original cosponsor of this bill with the chairman, 
my subcommittee vice chair, Mr. Hanna, Ranking Member Rahall, and 
Subcommittee Ranking Member DeFazio. I want to commend Chairman Mica 
for his hearings and listening sessions that he's done all over this 
country. I had the privilege of attending several of those, and we 
heard from local and State officials all over this Nation about their 
needs.
  Without this extension, these programs are set to expire on Friday. 
This extension will allow the highway and transit programs to continue 
to operate as the spring construction season kicks off. With 
unemployment in the construction industry at an all-time high, it is 
imperative that we extend the surface transportation programs through 
the end of the fiscal year.
  A front page story in USA Today last week said that gas would soon go 
to $5 a gallon or higher. We need more domestic oil production in this 
country. We simply cannot allow or let environmental radicals drive the 
price of gas to $5 or higher. This will hurt many poor and lower income 
and working people and stop our recovery in its tracks.

                              {time}  1510

  This bill is important to our economy. Additionally, this extension 
will provide a level of predictability for State DOTs and local transit 
agencies to embark on major construction projects that will create 
jobs; and as I said, it will certainly stimulate the economy.
  I support the passage of this legislation, and I urge my colleagues 
to do the same.
  Mr. RAHALL. Madam Speaker, I yield 5 minutes to the gentleman from 
Oregon (Mr. DeFazio), the ranking member of the Highways and Transit 
Subcommittee.
  Mr. DeFAZIO. I thank the ranking member and the chairman of the full 
committee and subcommittee and others who support this essential 
legislation.
  It is kind of sad that we are actually in this position. We are 
looking at the seventh extension of the surface transportation 
reauthorization. Because of events in the last Congress, lack of 
support from the administration, opposition from others, and basically 
no action to the Senate side, we ground to a halt in reauthorizing this 
vital legislation. That is too bad.
  Had we taken a fraction of the money spent on the so-called stimulus 
and instead invested it in fully funding a 6-year surface 
transportation authorization, we could have created millions of jobs, 
and not just construction jobs--engineering jobs, manufacturing jobs, 
high-tech jobs--because we have the most effective buy America 
requirements on our transportation acquisitions in this country.
  So, for instance, Oregon Iron Works is building the first made in 
America streetcar in 70 years. All of the components that go into that 
are being made here in the United States of America. They are very 
skilled workers, a very sophisticated product. You buy a bus made in 
America, the tires, everything has to be made in America. You build a 
bridge, the steel has to come from America except for a few loopholes 
in the law that we have to plug.
  If we begin to deal honestly with our backlog, 150,000 bridges on the 
national highway system are substandard and in need of either 
significant repair or replacement. That is a lot of steel. That is a 
lot of work. That is also a lot of detours for trucks and others trying 
to use the national highway system.
  Then you can look at the surface of our national highway system 
itself, not just the bridges; 40 percent of the pavement is in fair to 
poor condition. You've all experienced that--potholes blowing out 
tires, breaking axles, causing higher fuel consumption, accidents, all 
sorts of problems. That needs to be taken care of.
  And then we have our transit systems. Actually right here in 
Washington, D.C., they are killing people on Metro because they haven't 
the money to make the capital investments they need to have a modern 
light rail system in this country, and they are running cars that 
shouldn't be on the tracks any more.
  So we are really at a crisis point. I had taken to giving speeches 
when I chaired the committee about how we were falling to Third World 
status for infrastructure. And my colleague, the gentleman from Oregon 
(Mr. Blumenauer), came up to me after a speech once and said that is 
insulting and it's wrong.
  I said, not really, Earl. You know the problems.
  He said, no, to say that we're Third World. Most Third World 
countries are investing a much greater percentage in their gross 
domestic product in transportation and infrastructure than we are in 
the United States of America.
  So I have taken to calling us fourth world; formerly First World, 
vaulting over to the back of the line to have the worst infrastructure 
of any modern nation on Earth. It's not right. It doesn't serve our 
businesses or our communities well.
  The Obama administration did not take up this campaign adequately in 
the last Congress. I tried valiantly. They got hung up on the idea that 
we need to invest more money. We do need to invest more money. We had 
two commissions that were constituted when the Republicans controlled 
the House, the Senate and the White House. Both commissions came to the 
same conclusion: we are spending somewhere around 30-40 percent of what 
we need on an annual basis to have a 21st-century transportation 
system. We are spending about 30 percent less than we need to maintain 
the current deteriorated rate of infrastructure in this country. We're 
not even maintaining the Eisenhower legacy. Come on, let's get real.
  Now, unfortunately, on the Republican side of the aisle, they have 
adopted an arbitrary rule: no new revenues for anything. Now, they 
ought to rethink that. Let's think about capital budgets. If you build 
a bridge, it lasts 100 years. We could justify borrowing money for 
that. Maybe we could justify raising some revenues to pay for that--
perhaps from the oil companies, who knows, and put a lot of people to 
work and improve our infrastructure; but that is a nonstarter so far. I 
hope that changes.
  If we look at this as a way to put America back to work to make us 
more competitive in the international economy, we should be talking 
about rebuilding our infrastructure. It is the last place we should 
cut. And, unfortunately, some cuts have already been

[[Page 3092]]

proposed and made in transportation. That's not where we should be 
cutting, and those who would advocate further cuts are wrong. This is a 
trust funded program. The program itself, 96 percent of the funding in 
this extension comes from the gas taxes every American has paid, the 
diesel taxes every trucker has paid, and the money paid in other 
miscellaneous taxes.
  We need this bill today. It is a starting point for a robust 
reauthorization later this year. I look forward to working with the 
chairman and the new chairman of the subcommittee on that robust 
reauthorization.
  Mr. MICA. Madam Speaker, I am pleased to yield 3 minutes to the 
gentleman from Pennsylvania (Mr. Shuster), another leader of the 
Transportation and Infrastructure Committee, the chair of the Rail 
Subcommittee.
  Mr. SHUSTER. I thank my friend for yielding.
  Here we are again, a seventh time for an extension. I agree with my 
friend from Oregon who pointed out that this administration stopped us 
from passing a transportation bill under Chairman Oberstar. Mr. Mica 
was the ranking member. So here we are again, a seventh extension on 
the highway bill.
  As the chairman pointed out, this freezes the authorizing funds at FY 
2010 levels, and it will go until September 30 to give us the time 
necessary to craft a new transportation bill.
  I want to point out that this is a clean extension. It is what is in 
current law. There are no policy or program changes, and this does not 
continue any stimulus funding. This extension, coupled with the CR, is 
going to reduce spending by about a billion dollars. We are going to 
make a reduction in transit new starts by over $400 million, 
discontinue highway appropriation earmarks by $900 million, eliminate 
unauthorized transit programs by over $200 million, and unauthorized 
TIGER grants by $600 million. So there are some significant reductions; 
and, again, this current extension has to be passed by Friday.
  If we don't move this forward, we will feel this throughout the 
economy, throughout this Nation. Today, this week, in the past couple 
of weeks, State DOTs have been letting contracts, putting bids out to 
get contractors in place to be able to start the spring, summer, and 
fall contracting season. If we shut down this program, there will be 
immediate furloughs and suspension of payments to States.
  Again, I would like to remind my colleagues, especially on my side of 
the aisle, this is money that is being reimbursed to the States for 
work that has already been completed to the tune of about $150 million 
a day, is going out to States to be able to pay those contractors to 
keep them working and building bridges and roads around this country.
  So we are in an extremely difficult time to put these payments in 
jeopardy. Again, this gives us the time to craft a transportation bill 
by September 30, to put out there.
  When we do that, we are going to go through this transportation bill 
and cut and reform and change. Some of you may have seen the GAO 
report. I haven't looked at it completely, but I know there are many, 
many programs in the Department of Transportation across the government 
that duplicate effort that, quite frankly, we don't know where the 
money is going. And some of these programs, we are not even sure who is 
watching the spending of it. They can't account for it.
  So this transportation bill we'll move in September is going to do 
all of those types of things to improve what we do here in Washington 
and be a good partner to the States when it comes to building and 
maintaining a national transportation system.
  So I urge all of my colleagues to support this extension.
  Mr. RAHALL. Madam Speaker, I yield 3 minutes to the gentleman from 
Oregon (Mr. Blumenauer).
  Mr. BLUMENAUER. Madam Speaker, I come to the floor to support this 
extension. I appreciated the comments from Chair Mica talking about the 
involvement with the Senate and the House working together and the 
listening sessions that are taking place around the country. I am 
absolutely convinced that my friend, Mr. Mica, is sincere in his 
interest in infrastructure. I have had the pleasure of working with Mr. 
Rahall, Mr. Duncan, Mr. DeFazio. There is a team in place, people who 
are interested in moving this forward.

                              {time}  1520

  It's absolutely imperative that we extend the reauthorization through 
this construction cycle. And making the decision now, setting it to 
work, so people can plan and act. It's not as good as a reauthorization 
by any stretch of the imagination, but it gets us through this 
construction cycle and it avoids another unfortunate situation.
  We are 7\1/2\ years into a 6-year reauthorization. No one is happy 
about that. It's sort of the tenor of the times, however, because I was 
on the committee when we were struggling with 12 extensions in the last 
reauthorization. We need to do better. I am all for looking at 
squeezing out any inefficiency, examining programs to focus them, make 
them work better. But the simple fact is we need to spend more on 
infrastructure, not less.
  Those commissions, the nonpartisan independent commissions that my 
friend from Oregon (Mr. DeFazio) referenced with business leaders, 
environmentalists, government leaders at other levels, organized labor, 
are very focused on this. They documented the need to do more.
  The fact is that the American public is already paying a huge cost in 
addition to their road fees by wasting their time in damage to their 
vehicles and interrupting the flow of commerce. We're already paying 
the price. My personal goal as a member of the Budget and Ways and 
Means Committees is to work with the authorizing committee so they have 
the resources. We have people from the Chamber of Commerce, organized 
labor, local governments, AAA, truckers, bicyclists, the Women's 
Federated Garden Club of America, all coming together to provide 
support for the resources. We need to work this dance out between the 
House, the Senate and the administration to be able to have the 
resources so that the committee can put forth a robust bill for our 
future.
  It's true we're not going to reauthorize this bill in this week. 
We're not going to reauthorize it this spring. It will be a stretch to 
reauthorize it before this extension expires. But the time to get busy 
is now. I appreciate the approach that's being taken by the committee, 
bringing people together.
  The SPEAKER pro tempore. The time of the gentleman has expired.
  Mr. RAHALL. I yield the gentleman 1 additional minute.
  Mr. BLUMENAUER. Thank you.
  I am hopeful that instead of cutting transportation, which is 
envisioned in the CR, that would cost us 200,000 or 300,000 jobs at 
precisely the time that we need economic activity, that we can have a 
truce on the budget wars. Let's acknowledge that we will have a tight 
and focused reauthorization meeting the wide range of transportation 
needs, deal with how we build and renew America, get the economy 
started again, strengthen the quality of life in our communities, and 
make our families safer, healthier and more economically secure. It 
starts by approving this extension today.
  Mr. MICA. Madam Speaker, I am pleased to yield 2\1/2\ minutes to 
another outstanding member and a new member of our committee who has 
great local government experience as a former mayor, the gentleman from 
Pennsylvania (Mr. Barletta).
  Mr. BARLETTA. I thank the chairman for yielding.
  Madam Speaker, I rise today to urge the passage of H.R. 662, the 
Surface Transportation Extension Act of 2011.
  As I heard from my friends and neighbors back home, job creation and 
rebuilding our economy is the most important issue facing us. 
Transportation funding means not only construction jobs but also for 
surveyors, heavy machinists, asphalt companies, grocers, hotels and 
restaurants.
  Historically, studies have shown that for every dollar spent on 
investments in transportation and infrastructure, the gross domestic 
product grows by $1.59, and for every $1 million spent on highways, 47 
jobs are created.

[[Page 3093]]

  Poor roads and congestion are costing my constituents. The American 
Association of State Highway and Transportation Officials estimates 
that poor road conditions cost this country $355 billion annually. H.R. 
662 is a clean extension that would fund ongoing operations through 
September 30, 2011.
  Failing to extend this bill would hurt my district in terms of jobs, 
safety and costs to my constituents in wasted fuel and lost 
productivity.
  The 2011 construction season is just getting under way. Any 
disruption in funding will delay the construction industry's ability to 
create jobs and complete much-needed improvement projects. With 
unemployment in the construction sector at a staggering 22.5 percent, 
we must pass the extension and put more hardworking Americans back to 
work.
  As a member of the Committee on Transportation and Infrastructure, I 
look forward to working with my colleagues to pass long-term 
legislation that will meet our future transportation needs. This 
extension gives Congress the time and ability to produce a smart, 
fiscally responsible bill.
  I urge support of H.R. 662.
  Mr. RAHALL. Madam Speaker, I yield 3 minutes to the gentleman from 
Tennessee (Mr. Cohen).
  Mr. COHEN. I want to thank Ranking Member Rahall for the time.
  Madam Speaker, I rise in support of H.R. 662, the Surface 
Transportation Authorization Act of 2011. Last Friday, I was in 
Millington, Tennessee and I joined with Chairman Mica and Mr. Fincher 
on a transportation bill listening session. Chairman Mica went all 
across the country listening to folks on the needs of transportation. 
We heard from all kinds of folks saying how important this is for the 
future of our country, getting goods to market, and improving our 
infrastructure. The listening session focused on those needs of a new 
surface transportation authorization. And while this legislation is 
just another extension of SAFETEA-LU, it is important that we act 
quickly and extend the surface transportation authorization before it 
expires on Friday.
  My hope is that H.R. 662 will be the final short-term extension 
Congress uses to extend SAFETEA-LU because this country needs a 
comprehensive, long-term surface transportation authorization. Chairman 
Mica has promised everybody on the tour that we're not going to have 
more extensions, that we're going to pass a bill just like we did with 
the FAA reauthorization. Seven extensions was enough. We need to move 
this country forward and get those programs started.
  By continuing to extend SAFETEA-LU and not passing a new 
authorization, Congress has created uncertainty in the transportation 
sector which has limited the ability to invest in a crumbling 
infrastructure network. The importance of immediate passage cannot be 
emphasized enough. Not only will reauthorization create millions of 
quality jobs--jobs that are needed by Americans now and that have been 
neglected thus far in Congress--and provide States and MPOs a known, 
dedicated funding stream, but it will also address the dire need for 
investment in the Nation's transportation system.
  In the 2012 Department of Transportation budget proposal, President 
Obama lays out a bold vision for a surface transportation 
authorization. The President understands the United States will not 
maintain its mantle as the greatest Nation in the world without an 
intermodal transportation system that enables America to compete in the 
21st century global economy.
  To that end, the President has called for a $556 billion, 6-year 
surface transportation authorization that includes a $50 billion ``up 
front'' economic boost to jump-start job creation. Jobs.
  As the President said in his State of the Union, now is not the time 
to stand pat. This is why I believe we need to pass a surface 
transportation bill that increases revenue, makes a significant 
investment in maintaining existing infrastructure, and spurs 
development of innovative infrastructure networks such as high-speed 
rail and aerotropolis transportation systems.
  I appreciate Chairman Mica including aerotropolis language in the FAA 
reauthorization bill and look forward to seeing that same language 
included in the surface transportation reauthorization act which was 
discussed in Memphis.
  As New York Times columnist Paul Krugman said, ``We must win the 
future, not eat it.'' I look forward to working with Chairman Mica, 
Subcommittee Chairman Duncan, and Ranking Members Rahall and DeFazio in 
seeing that we pass a comprehensive surface transportation 
authorization that strengthens our infrastructure, spurs innovation, 
creates jobs, ensures safety and wins the future. We are winners.

                              {time}  1530

  Mr. MICA. I would like to inquire as to the balance of time on each 
side.
  The SPEAKER pro tempore. The gentleman from Florida has 15 minutes 
remaining, and the gentleman from West Virginia has 14 minutes 
remaining.
  Mr. MICA. I continue to reserve the balance of my time.
  Mr. RAHALL. Madam Speaker, I yield 5 minutes to a valued member of 
our committee, the distinguished gentlelady from California (Ms. 
Richardson).
  Ms. RICHARDSON. Madam Speaker, I rise today in support of H.R. 662, 
the Surface Transportation Extension Act. I am hopeful that passing 
this extension will give us the adequate time we all need on the 
committee to pass a full 6-year reauthorization.
  Last year, the committee initiated a very good start. In fact, we 
suggested spending a minimum of $500 billion of investment, and the 
administration recently released budget calls for approximately that 
same amount, of $556 billion, over the next 6 years. This includes an 
extra $50 billion boost next year to provide for an immediate economic 
stimulus, which we all know we need.
  I heard one of my colleagues on the other side reference unemployment 
in construction. In my district, it's over 40 percent, so this has got 
to be done, and it has got to be done now.
  While the President's budget calls for a significant increase in our 
spending, we should all remember that it still falls well short of the 
$225 billion per year investment that is really required from all 
sources, recommended by the Transportation Policy and Revenue Study 
Commission, a bipartisan commission that was created by Congress to 
study this very issue.
  Our infrastructure is in a state of disrepair, and congestion costs 
us more than $78 billion per year. The quality of our transportation 
system is deteriorating. Almost 61,000 miles--37 percent--of our roads 
are in poor or fair condition. More than 152,000 bridges--25 percent--
are structurally deficient. So, when we talk about cutting, we are all 
mindful of the need to make adjustments and to be good stewards of 
these dollars, but we shouldn't cut just for the sake of cutting. That 
is the wrong approach and the wrong thing to do.
  In my district--home to four major highways, a transit system, three 
airports, and more than 40 percent of our entire Nation's cargo going 
through it--these congested roads and crumbling bridges are in dire 
need, and we need help now. A robust surface transportation bill will 
help the people in my district and across this country get where they 
need to go; it will improve safety; and it will help put people back to 
work.
  I was talking to some of my colleagues, and they were telling me that 
Mr. Shuster, when he was the chair of this committee, worked on both 
sides of the aisle. I was told, when we had that very difficult vote, 
he worked with this side, and we moved forward a very successful bill. 
In that spirit, when Mr. Mica mentioned that he was going to have his 
listening tours, I took him at his word. I've attended two, and I 
intend upon attending one more.
  Out of those listening tours, we've heard a lot of things from 
people. One of the things I'd like to suggest we continue is really 
that of open discussion--an open discussion about HMT, an open 
discussion about TIFIA, an open discussion about really implementing a 
true national goods movement strategy--all of which my staff and I have

[[Page 3094]]

worked on in order to bring forward very thoughtful legislation that I 
hope will be sincerely considered. The gas tax alone will not work, so 
I urge Mr. Mica to please work with us as we are working with you 
today.
  Many people asked me today, You're going to vote for this rule? I 
said, Yes, because I'm willing to work across the aisle with Mr. Mica 
to get this done and with Mr. Shuster as well. We are going to have to 
consider new ideas to be able to help institute this public-private 
partnership that we all know needs to be a part of this discussion.
  I urge my colleagues to support H.R. 662, which should really be the 
building block of our 6-year reauthorization. It deserves the 
bipartisan support of this Congress and of the American people.
  Mr. Rahall, I appreciate all of the efforts that you have made so 
far. I know you are very committed to getting this done. There is hard 
work ahead, and I look forward to working with your new leadership as 
well as with our ranking member, Mr. DeFazio.
  Mr. MICA. I have no further requests for time, and I continue to 
reserve the balance of my time.
  Mr. RAHALL. I yield myself the balance of my time to close.
  Madam Speaker, once again, I do appreciate the work of Chairman Mica 
in his bringing this extension to the floor of the House--as he has 
already noted, the sixth extension of SAFETEA-LU. This will take us to 
the end of the fiscal year. It will give us the spring and the summer 
to continue to work together in the bipartisan spirit with which 
Chairman Mica has started his tenure as chairman of our committee, and 
I do look forward to continuing to work with him.
  I, once again, call upon the administration to work with us as well 
under the very capable leadership of Secretary LaHood. I am sure that 
the administration will work with us if it will just give us some 
proposals and will put some concrete ideas upon the table with which we 
can work in a bipartisan and bicameral measure.
  This is a job-saving piece of legislation. Although a permanent 
reauthorization would provide a much greater degree of certainty, it 
helps provide some degree of certainty to our construction industry so 
that it can plan and invest in what are not short-term jobs but, 
rather, good, long paying, family wage jobs for our people. That's what 
we're talking about when we talk about investments in infrastructure. 
That's what we're talking about in this legislation; so I urge my 
colleagues, as I conclude, to support this in a bipartisan fashion.
  I yield back the balance of my time.
  Mr. MICA. I yield myself the balance of my time.
  Each of us who is sent to Congress, Madam Speaker, has certain 
responsibilities. First, we have responsibilities to our constituents 
in our districts. Then we are sent here, and by the grace of the good 
Lord, on our side the steering committee, the approval of leadership 
and our colleagues, we get to do certain tasks.
  Mine is now to try to shepherd forward transportation policy for our 
country. That's an important responsibility, again, because we have 
millions of Americans who don't have jobs. Probably the hardest thing 
that I face when I go home or when I talk to folks across the country 
and in my district are the people who have lost their homes, who can't 
make their mortgage payments or who are struggling. They want to go to 
work, most of them I've talked to, and they don't have the opportunity.
  Now, I know a new Congress has come, and that new Congress has been 
sent a very clear message about spending, about conserving assets and 
resources here. I think that Congress gets it and that the American 
people have mandated that approach. We can also many times be here, 
doing things that might prove a political point; but from time to time, 
we have to step back, and we have to do something for the very good of 
the country. I think this is one of those times that we have an 
important obligation.
  What will happen on Friday, if we don't act accordingly today and 
pass H.R. 662, is literally a disaster because we will shut down all of 
the transportation projects across the land, those projects that have 
any connection to the Federal Government.
  Now, we have also said that we can't pass in continuing resolutions 
the authorization for legislation, so that's the situation we find 
ourselves in today. We have a bipartisan agreement to move forward. We 
have an opportunity to actually expand and define the time in which we 
can accomplish the important work of government.
  Some people say, oh, these are just transportation projects. Yet, if 
you go back to the very beginning of the Nation, they came together 
first for national security; but then the Founding Fathers--Washington, 
Jefferson--were pretty smart. They also wanted to be able to do 
infrastructure projects that transcended arbitrary political 
boundaries. I love to read about Washington and his vision to open the 
canals and the post roads. Some of the first work of the Congress was 
to authorize transportation and infrastructure projects for the Nation, 
through the vision of people like Lincoln, to connect the continent. So 
that kind of leadership has come from people in the past, and we have 
that responsibility today to move forward.
  So I think that people can go home after they vote for this and say, 
I did something positive. We acted in a fiscally responsible way. We're 
dealing with the trust fund money that people have paid in. When they 
put gallons of gasoline in their cars, they paid 18.4 cents, which went 
into the trust fund.

                              {time}  1540

  We didn't spend recklessly, but we did act responsibly and we're 
getting people working again. And we did it in a period of time, not 
the hiccup and the sporadic six passed extensions, in a timeframe in 
which we can actually get major infrastructure projects, people working 
again. So I think we can all take heart in a bipartisan effort that 
we've had here that Congress can work and the people's work can get 
done by people coming together.
  I know we still have disagreements on policy, and I've pledged to 
work on both sides. I even offered to buy the beer and pizza when we 
finish the listening tours. And with Senator Boxer, she wanted, I 
think, fruit drinks, and I'll even throw those in, too, if we can come 
together and establish sound policy for the Nation so infrastructure 
can move forward. And we can do it. I really think we can do it.
  So we have 6 months of definition. We have 6 months to get the rest 
of the job done. But I'm confident that everybody here today can join 
and we can make a difference, a difference for those people wanting us 
to be responsible and do what they sent us here for.
  Ms. JACKSON LEE of Texas. Madam Speaker, I rise today in support of 
H.R. 662 the Surface Transportation Extension Act. This legislation 
would provide a necessary short term extension of surface 
transportation programs through September 20, 2011. I strongly prefer 
more comprehensive, multi-year appropriations legislation that more 
adequately funds the transportation and infrastructure projects that we 
as Members have identified in our districts as crucial to our economic 
recovery. The bridges, highways, rail systems necessary to our economic 
recovery and sustained economic growth and global competitiveness are 
not built in a year.
  However, I cannot support letting the sun set on necessary funding of 
critical surface transportation and infrastructure projects while we 
pursue longer term solutions in the face of a misplaced focus on 
spending cuts. I will not allow this on my watch. My colleagues here in 
Congress must not allow this to occur either. We must work together to 
forge a bipartisan long-term solution to our nation's transportation 
and infrastructure needs.
  Economic experts universally agree that funding the critical and 
necessary infrastructure projects nationwide creates jobs for America 
and increases our level of global competitiveness. There is an intense 
competition between fiscal responsibility and investment in job growth 
and infrastructure. We must make investments in job creating 
infrastructure projects in order to grow the U.S. economy. We must be 
winners in contest for economic change now and for our children's 
future. We cannot be the losers. We must catch the wave of economic 
growth or be crushed by it. China, India and Europe understand this 
because they have committed to greater investments in their 
infrastructure.

[[Page 3095]]

  As I think of my home District, the 18th Congressional District in 
Houston, Texas and its busy port, much like the other ports around this 
great nation, I am compelled to urge my colleagues to consider the 
pressing national necessity of decongesting the surface transportation, 
both rail and highway, that moves the goods in and out of those ports. 
We must improve this surface transportation system in order to 
accommodate national economic health, global competitiveness, and to 
avoid harm to agriculture industry, maritime jobs and manufacturing 
jobs. Maritime jobs and construction jobs for infrastructure provide a 
good middle class wage, allow workers to get educations at night, and 
lower crime rates in our cities.
  We must invest in High Speed Rail. We have about 500 miles of high 
speed rail in process, but China has about 10,000 miles being built. We 
need to have a domestic talent pool with the required knowledge, skills 
and trained workers to do projects like high speed rail or we will be 
paying for skilled Chinese companies to do it for us.
  Infrastructure Investment is a Non-Partisan Issue: If the AFL-CIO and 
U.S. Chamber of Commerce have teamed up to promote infrastructure 
investment, then surely the Democrats and Republicans in this Congress 
can do the same. Moreover, now is the time for us to consider the 
creation of a long overdue National Infrastructure Bank and Public-
Private partnerships to shift our infrastructure improvement into full 
gear. We should not shy away from this issue when a nation is waiting 
for us to do our part to restore our economy through fortification of 
our infrastructure. It is time for another large, bold, national 
forward thinking infrastructure project like interstate highway system.
  Governors and Mayors at ground level around this nation will quickly 
confirm that Infrastructure investments create jobs, help balance 
budgets, and grow both state and national economies. We must listen to 
our local elected officials who must fix the potholes, repair the 
crumbling bridges and tunnels or be held directly accountable by their 
constituents on every street corner. Our local elected officials will 
quickly tell us that infrastructure investment creates jobs, because it 
attracts business.
  The American Association of Civil Engineers (ASCE) gives U.S. 
Infrastructure the Grade of ``D'' in its 2009 Report Card. 
Infrastructure Investment equals Jobs. But, the U.S. is falling behind 
its competitors in infrastructure development (especially China, India 
and Europe). The bottom line is that Transportation and Infrastructure 
Investment is needed for a Strong Economy.
  So, I say to my colleagues that we must pass H.R. 662. A delay in 
enactment of this extension will shut down more than $800 million next 
week in highway reimbursements and transit grants to States and urban 
areas, endangering more than 28,000 jobs and multi-million dollar 
construction projects across the country.
  I must say that I am very disturbed that we cannot get our colleagues 
to cooperate in a bi-partisan manner to pass essential appropriations 
bills and must instead resort to short-term measures. However, for the 
good people of the 18th Congressional District of Texas, the State of 
Texas, and our national well being, I cannot let time expire on 
critical transportation and infrastructure funding. It is imperative 
that we pass H.R. 662 to continue to fund transportation and 
infrastructure programs without interruption. We must keep this nation 
moving forward toward progress.
  I would also urge my colleagues in the House and the Senate chambers 
to reconsider the local transportation and infrastructure expenditures 
that Members have identified in the 111th Congress and in the 112th 
Congress for inclusion in appropriations measures. Members of Congress 
are in a front line position to identify useful and necessary projects 
in their districts that require funding. These projects create jobs, 
rebuild our infrastructure and benefit our districts, our states and 
our country, as well. Though, I recommended funding for critical 
transportation and infrastructure projects in Houston, Texas, during 
the 111th Congress, this funding was excluded from the Continuing 
Resolution passed in December 2010 and an opportunity to improve our 
national economy was lost.
  As we move forward, it is my hope that both chambers in the House and 
Senate will take a bipartisan approach to moving vitally important 
appropriations legislation which includes useful, necessary, job 
creating and economy-building projects from our districts. This is the 
fiscally responsibly course and grows and strengthens our economy in 
the long run.
  In summation, I urge my colleagues to vote in favor of this H.R. 662 
as we continue the work of funding our nation's critical transportation 
and infrastructure projects.
  Mr. RYAN of Wisconsin. Madam Speaker, I rise today in support of 
extending surface transportation funding for the remainder of the 2011 
fiscal year before the authorization expires at the end of this week, 
on March 4th. I support the highway program; it is a critical part of 
an efficient and effective 21st century transportation infrastructure 
in the United States. However, I want to highlight a concern I have 
with an extraneous provision that is included in the language of this 
extension.
  Section 308 of this bill attempts to extend the budget ``firewalls'' 
in Section 8003 of SAFETEA-LU for highway and transit categories to 
protect those programs from having to compete for funding against all 
other discretionary programs should Congress put in place overall 
discretionary spending caps. More specifically, Section 8003 amends 
Section 251(b) of the Balanced Budget and Emergency Deficit Control Act 
of 1985 that expired on September 30, 2002--a law that is squarely 
within the jurisdiction of the House Budget Committee.
  Section 308 of this extension has no substantive effect not only 
because there are no overall spending caps for FY 2011, but because 
Clause 3 of Rule XXI in the new House Rules for the 112th Congress 
eliminated the requirement to uphold such firewalls.
  However, if the intention is that this provision should have a 
substantive effect, it is premature.
  There are many tough choices ahead given the fiscal realities we 
face. We clearly need to set caps on spending. Funding guarantees that 
protect a certain category of spending prevent lawmakers from having 
the flexibility to balance other needs within an overall discretionary 
spending cap. Given the nation's trillion dollar deficits and $14 
trillion in debt, Congress should be working to remove, not continue, 
spending floors in statute.
  Furthermore, these highway and transit firewalls were originally 
established to protect the user-pays/user benefits principle. 
Unfortunately, the opposite has happened. The Highway Trust Fund is 
insolvent and has required $35 billion in bailouts since 2008. The 
Congressional Budget Office projects shortfalls of $140 billion over 
the next ten years.
  These spending guarantees have pushed the Highway Trust Fund deeper 
into insolvency and have forced it to rely more and more on borrowed 
money. I am concerned that continuing even the appearance of firewalls 
for these categories in this extension suggests that spending on these 
programs is a higher priority than getting deficits under control. It 
also suggests that surface transportation should get first claim on the 
Treasury over other priorities for discretionary spending such as 
Veterans medical care or funding for our troops.
  Congress may decide that ultimately highways and transit have such a 
high priority that we should continue to run high deficits to pay for 
them, but we should do that as part of the budget process and not part 
of a short-term highway extension that must be passed quickly or the 
entire program shuts down.
  Ms. HIRONO. Madam Speaker, I rise today in support of the legislation 
before us, which will extend funding for our federal transportation 
programs through the end of this fiscal year in September.
  This will be the seventh short-term extension we have passed--
hopefully this will be the last. I commend Chairmen Mica and Duncan, 
and Ranking Members Rahall and DeFazio, for their work on crafting this 
measure, and look forward to working with each of them as the 
Transportation and Infrastructure Committee continues its work on a 
long-term surface transportation bill.
  Madam Speaker, this so-called ``clean extension'' of our nation's 
transportation programs is vitally important for the travelling public. 
Not only does it continue federal construction projects that we know 
create jobs--it also extends programs that keep our families safe on 
the road.
  This extension gives our states and communities certainty, at least 
until the end of this fiscal year, with regard to critical 
infrastructure projects. It will also provide a level of stability for 
those working to improve our roads and bridges and build new transit 
and commercial systems--and the families that are dependent on their 
income.
  While members of both sides of the aisle have spoken of the 
importance of infrastructure, to date, we have not been able to come up 
with a forward-looking transportation bill. We all should share a sense 
of urgency about getting this done. Meanwhile, without continuing the 
authority for the programs under this bill, more than $800 million in 
highway reimbursements and transit grants to states and urban areas 
would not be dispersed. This inaction would endanger more than 28,000 
jobs nationwide.

[[Page 3096]]

  And so, for the second time this week, we have averted catastrophe--
which begs the question, is this how we will continue on for the next 
two years?
  This is a legitimate question, one which was raised at the American 
Association of State Highway and Transportation Officials' annual 
meeting earlier today. These are the people who have to figure out how 
to complete long-term projects--and plan new ones--while we lurch 
forward in short increments. They live in a world where they have to 
think in months and years, not weeks or news cycles.
  In response to a question about getting a long-term bill done, all 
Secretary of Transportation Ray LaHood could say was: ``If we don't get 
something significant done this year I think it will be very 
difficult.'' I'd say that is an understatement.
  Certainly, the irresponsible, indiscriminate, and short-sighted 24 
percent cut to transportation funding contained in H.R. 1 did not 
inspire a great confidence. We need to do better.
  Every community has transportation needs for which federal help is 
vital. For example, in Hawaii, we are using federal funds to expand the 
capacity of our ports, and to build new rail transit for our citizens. 
These are projects that are putting people to work now, and will pay 
significant dividends for our economy for years to come. These projects 
will help to connect people with businesses, and businesses with 
workers. They will help to get cars off our streets, and expand the 
amount of commerce that can move in and out of our islands.
  Again, I hope that my colleagues on both sides of the aisle will now 
come together on a long-term transportation bill. This is our 
opportunity to show that we can do something that will be a game-
changer for our economy in the 21st century. Over the few months that 
this bill gives us, we can spend our time wisely debating how best to 
direct federal dollars to help our states and cities. I hope that this 
is a bipartisan effort, and look forward to working with my colleagues 
on the Committee to make this happen.
  Mrs. MILLER of Michigan. Madam Speaker, I rise today in support of 
H.R. 662--The Surface Transportation Extension Act of 2011. This bill 
provides much needed funding to keep the transportation projects in our 
nation going and provides assurance to State Departments of 
Transportation that vital infrastructure projects can continue without 
delay. Additionally, this bill buys the House time to put together a 
comprehensive, longer term surface transportation bill that can 
adequately address the needs and challenges facing this nation.
  I look forward to working on a new surface transportation bill with 
Highways and Transit Subcommittee Chairman Duncan and with Chairman 
Mica's leadership along with our colleagues on the full Committee.
  I am confident that our Committee will put together a bill that will 
meet the serious challenges we face in maintaining and improving our 
infrastructure. I am also confident that we will have the appropriate 
focus on what we must do to help move our economy forward and the 
elimination of earmarks will allow us to develop strong legislation 
that focuses more on need instead of narrow interests.
  Throughout history economic growth has followed our transportation 
grid. Whether it was sea routes, canals, wagon trains, rail, roads and 
airlinks, growth in our economy has always been dependent on our 
transportation infrastructure.
  I believe this will help to ensure that the most needed projects get 
funding and help to eliminate any unnecessary projects.
  Madam Speaker, it is critical that we make sure that spending stays 
in line with revenues, and one way in which to do this is to prevent 
the use of ``donor states,'' or states that give more to the Highway 
Trust Fund than they receive. My home state of Michigan is such a donor 
state, and we and other donor states have for too long been at the 
short end of funding for projects.
  My state of Michigan has been ground zero for this difficult economy. 
We have had among the highest unemployment rates for many years and it 
is simply unacceptable that hard-working Michigan taxpayers are asked 
to subsidize transportation funding for states that have not been 
nearly as hard hit.
  This extension is our first step in the process and I urge all of my 
colleagues to support this legislation so that we can continue our 
important work to develop the best transportation network in the world.
  Mr. MICA. Madam Speaker, I yield back the balance of my time.
  The SPEAKER pro tempore. All time for debate has expired.


                     Amendment Offered by Mr. Mica

  Mr. MICA. Madam Speaker, I have an amendment at the desk.
  The SPEAKER pro tempore. The Clerk will designate the amendment.
  The text of the amendment is as follows:

       Page 12, line 4, strike ``through 2011'' and insert 
     ``through 2011,''.
       Page 15, line 4, strike ``for the period'' and insert 
     ``$5,732,000 for the period''.
       Page 15, line 12, strike ``October 1, 2010'' and insert 
     ``October 1, 2010,''.

  The SPEAKER pro tempore. Pursuant to House Resolution 128, the 
gentleman from Florida (Mr. Mica) and a Member opposed each will 
control 5 minutes.
  The Chair recognizes the gentleman from Florida.
  Mr. MICA. Madam Speaker, again, this is a purely technical amendment 
and reviewed by both sides of the aisle in both bodies. We found three 
technical changes to correct drafting errors in H.R. 662. We want this 
to go to the President. We want it signed, and we want to make certain 
that it has all the technical provisions necessary and clear language.
  So the amendment adds two commas to the bill on page 12 and also 
another on 15. And on page 15, it also strikes an authorization in the 
current extension that H.R. 662 failed to strike. So it's purely 
technical in nature, but we do want it correct.
  Madam Speaker, I reserve the balance of my time.
  Mr. RAHALL. Madam Speaker, I rise to claim the time in opposition, 
though I am not opposed to the amendment.
  The SPEAKER pro tempore. Without objection, the gentleman from West 
Virginia is recognized for 5 minutes.
  There was no objection.
  Mr. RAHALL. Madam Speaker, I rise in support of the manager's 
amendment. The chairman has adequately explained it, and I fully concur 
and urge its adoption.
  Madam Speaker, I yield back the balance of my time.
  Mr. MICA. Madam Speaker, I yield back the balance of my time.
  The SPEAKER pro tempore. The question is on the amendment offered by 
the gentleman from Florida (Mr. Mica).
  The question was taken; and the Speaker pro tempore announced that 
the ayes appeared to have it.
  Mr. POLIS. Madam Speaker, on that I demand the yeas and nays.
  The yeas and nays were ordered.
  The vote was taken by electronic device, and there were--yeas 422, 
nays 0, not voting 10, as follows:

                             [Roll No. 158]

                               YEAS--422

     Ackerman
     Adams
     Aderholt
     Akin
     Alexander
     Altmire
     Amash
     Andrews
     Austria
     Baca
     Bachmann
     Bachus
     Baldwin
     Barletta
     Barrow
     Bartlett
     Barton (TX)
     Bass (CA)
     Bass (NH)
     Becerra
     Benishek
     Berg
     Berkley
     Berman
     Biggert
     Bilbray
     Bilirakis
     Bishop (GA)
     Bishop (NY)
     Bishop (UT)
     Black
     Bonner
     Bono Mack
     Boren
     Boswell
     Boustany
     Brady (PA)
     Brady (TX)
     Braley (IA)
     Brooks
     Broun (GA)
     Brown (FL)
     Buchanan
     Bucshon
     Buerkle
     Burgess
     Burton (IN)
     Butterfield
     Calvert
     Camp
     Campbell
     Canseco
     Cantor
     Capito
     Capps
     Capuano
     Cardoza
     Carnahan
     Carney
     Carson (IN)
     Carter
     Cassidy
     Castor (FL)
     Chabot
     Chaffetz
     Chandler
     Chu
     Cicilline
     Clarke (MI)
     Clarke (NY)
     Clay
     Cleaver
     Clyburn
     Coble
     Coffman (CO)
     Cohen
     Cole
     Conaway
     Connolly (VA)
     Conyers
     Costello
     Courtney
     Cravaack
     Crawford
     Crenshaw
     Critz
     Crowley
     Cuellar
     Culberson
     Cummings
     Davis (CA)
     Davis (IL)
     Davis (KY)
     DeFazio
     DeGette
     DeLauro
     Denham
     Dent
     Deutch
     Diaz-Balart
     Dicks
     Dingell
     Doggett
     Dold
     Donnelly (IN)
     Doyle
     Dreier
     Duffy
     Duncan (SC)
     Duncan (TN)
     Edwards
     Ellison
     Ellmers
     Emerson
     Engel
     Eshoo
     Farenthold
     Farr
     Fattah
     Filner
     Fincher
     Fitzpatrick
     Flake
     Fleischmann
     Fleming
     Flores
     Forbes
     Fortenberry
     Foxx
     Frank (MA)
     Franks (AZ)
     Frelinghuysen
     Fudge
     Gallegly
     Garamendi
     Gardner
     Garrett
     Gerlach
     Gibbs
     Gibson
     Gohmert
     Gonzalez
     Goodlatte
     Gosar
     Gowdy
     Granger
     Graves (GA)
     Graves (MO)
     Green, Al
     Green, Gene
     Griffin (AR)
     Griffith (VA)
     Grijalva
     Grimm
     Guinta
     Guthrie
     Gutierrez
     Hall
     Hanabusa
     Harper
     Harris
     Hartzler
     Hastings (FL)
     Hastings (WA)
     Hayworth
     Heck
     Heinrich
     Heller
     Hensarling
     Herger
     Herrera Beutler
     Higgins
     Himes
     Hinchey
     Hirono
     Holden
     Holt
     Honda
     Hoyer
     Huelskamp
     Huizenga (MI)
     Hultgren
     Hunter
     Hurt
     Inslee
     Israel
     Issa
     Jackson (IL)

[[Page 3097]]


     Jackson Lee (TX)
     Jenkins
     Johnson (GA)
     Johnson (IL)
     Johnson (OH)
     Johnson, E. B.
     Johnson, Sam
     Jones
     Jordan
     Keating
     Kelly
     Kildee
     Kind
     King (IA)
     King (NY)
     Kingston
     Kinzinger (IL)
     Kissell
     Kline
     Kucinich
     Labrador
     Lamborn
     Lance
     Landry
     Langevin
     Lankford
     Larsen (WA)
     Larson (CT)
     Latham
     LaTourette
     Latta
     Lee (CA)
     Levin
     Lewis (CA)
     Lewis (GA)
     Lipinski
     LoBiondo
     Loebsack
     Lofgren, Zoe
     Long
     Lowey
     Lucas
     Luetkemeyer
     Lujan
     Lummis
     Lungren, Daniel E.
     Lynch
     Mack
     Maloney
     Manzullo
     Marchant
     Marino
     Markey
     Matheson
     Matsui
     McCarthy (CA)
     McCarthy (NY)
     McCaul
     McClintock
     McCollum
     McCotter
     McDermott
     McGovern
     McHenry
     McIntyre
     McKeon
     McKinley
     McMorris Rodgers
     McNerney
     Meehan
     Meeks
     Mica
     Michaud
     Miller (FL)
     Miller (MI)
     Miller (NC)
     Miller, Gary
     Miller, George
     Moore
     Moran
     Mulvaney
     Murphy (CT)
     Murphy (PA)
     Myrick
     Nadler
     Napolitano
     Neal
     Neugebauer
     Noem
     Nugent
     Nunes
     Nunnelee
     Olson
     Olver
     Owens
     Palazzo
     Pallone
     Pascrell
     Pastor (AZ)
     Paul
     Paulsen
     Payne
     Pearce
     Pelosi
     Pence
     Perlmutter
     Peters
     Peterson
     Petri
     Pingree (ME)
     Pitts
     Platts
     Poe (TX)
     Polis
     Pompeo
     Posey
     Price (GA)
     Price (NC)
     Quayle
     Quigley
     Rahall
     Rangel
     Reed
     Rehberg
     Reichert
     Renacci
     Reyes
     Ribble
     Richardson
     Richmond
     Rigell
     Rivera
     Roby
     Roe (TN)
     Rogers (AL)
     Rogers (KY)
     Rogers (MI)
     Rohrabacher
     Rokita
     Rooney
     Ros-Lehtinen
     Roskam
     Ross (AR)
     Ross (FL)
     Rothman (NJ)
     Roybal-Allard
     Royce
     Runyan
     Ruppersberger
     Rush
     Ryan (OH)
     Ryan (WI)
     Sanchez, Linda T.
     Sanchez, Loretta
     Sarbanes
     Scalise
     Schakowsky
     Schiff
     Schilling
     Schmidt
     Schock
     Schrader
     Schwartz
     Schweikert
     Scott (SC)
     Scott (VA)
     Scott, Austin
     Scott, David
     Sensenbrenner
     Serrano
     Sessions
     Sewell
     Sherman
     Shimkus
     Shuler
     Shuster
     Simpson
     Sires
     Slaughter
     Smith (NE)
     Smith (NJ)
     Smith (TX)
     Smith (WA)
     Southerland
     Speier
     Stark
     Stearns
     Stivers
     Stutzman
     Sullivan
     Sutton
     Terry
     Thompson (CA)
     Thompson (MS)
     Thompson (PA)
     Thornberry
     Tiberi
     Tierney
     Tipton
     Tonko
     Towns
     Tsongas
     Turner
     Upton
     Van Hollen
     Velazquez
     Visclosky
     Walberg
     Walden
     Walsh (IL)
     Walz (MN)
     Wasserman Schultz
     Waters
     Watt
     Waxman
     Webster
     Weiner
     Welch
     West
     Westmoreland
     Whitfield
     Wilson (FL)
     Wilson (SC)
     Wittman
     Wolf
     Womack
     Woodall
     Woolsey
     Wu
     Yarmuth
     Yoder
     Young (AK)
     Young (FL)
     Young (IN)

                             NOT VOTING--10

     Blackburn
     Blumenauer
     Cooper
     Costa
     DesJarlais
     Giffords
     Gingrey (GA)
     Hanna
     Hinojosa
     Kaptur

                              {time}  1609

  So the amendment was agreed to.
  The result of the vote was announced as above recorded.
  A motion to reconsider was laid on the table.
  Stated for:
  Mr. DesJARLAIS. Mr. Speaker, on rollcall No. 158, I was unavoidably 
detained. Had I been present, I would have voted ``yea.''
  The SPEAKER pro tempore (Mr. Chaffetz). Pursuant to House Resolution 
128, the previous question is ordered on the bill.
  The question is on the engrossment and third reading of the bill.
  The bill was ordered to be engrossed and read a third time, and was 
read the third time.


                           Motion to Recommit

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

       Mr. Polis moves to recommit the bill H.R. 662 to the 
     Committee on Transportation and Infrastructure with 
     instructions to report the same back to the House forthwith 
     with the following amendment:
       At the end of the bill, add the following (and conform the 
     table of contents accordingly):

     TITLE V--GRAVINA ISLAND BRIDGE AND KNIK ARM BRIDGE RESCISSIONS

     SEC. 501. RESCISSION OF GRAVINA ISLAND AND KNIK ARM BRIDGE 
                   EARMARKS.

       There are hereby rescinded all unobligated balances, 
     remaining available as of March 2, 2011, of contract 
     authority provided or reserved for planning, design, or 
     construction of the Gravina Island bridge, Alaska, or the 
     Knik Arm bridge, Alaska, under the following provisions of 
     law:
       (1) Section 144(f)(1)(A)(ii) of title 23, United States 
     Code.
       (2) Item number 14 of the table contained in section 
     1302(e) of SAFETEA-LU (119 Stat. 1205).
       (3) Item numbers 406, 2465, 3323, and 3677 of the table 
     contained in section 1702 of SAFETEA-LU (119 Stat. 1256).
       (4) Item numbers 2 and 10 of the table contained in section 
     1934(c) of SAFETEA-LU (119 Stat. 1485).

     SEC. 502. PROHIBITION ON FUNDING OF GRAVINA ISLAND AND KNIK 
                   ARM BRIDGES.

       None of the funds made available by this Act may be used to 
     plan, design, or construct the Gravina Island bridge, Alaska, 
     or the Knik Arm bridge, Alaska.

  The SPEAKER pro tempore. Pursuant to the rule, the gentleman from 
Colorado is recognized for 5 minutes in support of his motion.
  Mr. POLIS. Mr. Speaker, usually when something is killed, it stays 
dead. But just like in a bad zombie movie, some bad earmarks refuse to 
die and return to life time and time again as wasteful spending. That's 
what's happened with this bill and what this amendment corrects.
  There isn't an American taxpayer out there who hasn't heard of the 
Bridge to Nowhere. The Bridge to Nowhere has become synonymous with 
government waste.
  What Americans may be shocked to find out is a significant portion of 
the $454 million that Congress provided through eight separate earmarks 
in SAFETEA-LU is still available in Alaska to build these bridges. We 
fix that with this amendment and eliminate these return-from-the-dead 
earmarks with this amendment to save taxpayers money and restore 
credibility to Congress.
  Although Congress has tried to stop these bridges to nowhere by 
giving Alaska the authority to use its earmarked funds on other 
transportation projects, Alaska has still used $71 million of Federal 
funds provided under SAFETEA-LU to continue work on two bridges to 
nowhere. Sadly, Alaska's earmarked bridges to nowhere, like zombies 
eating the brains of taxpayers, refuse to die.
  Frankly, like most Americans I thought Federal funding for the 
bridges to nowhere was a thing of the past. ABC News reported in 2007 
the Bridge to Nowhere is gone. This bridge had collapsed even before it 
was built after an onslaught of angry editorials, furious anti-pork 
citizen groups, and caustic jokes on late-night TV.
  But, unfortunately, Mr. Speaker, this zombie has climbed from its 
grave and is terrorizing American taxpayers to the tune of $180 million 
in deficit spending to build two bridges, one of which is a bridge that 
from an engineering perspective is comparable to the Golden Gate Bridge 
to an island with 50 people.
  Now, but wait, we are not calling it an earmark because we have 
abolished earmarks in this Congress. So, instead, we are taking 
Republican earmarks from previous sessions of Congress and calling them 
something else.
  Is that the new spending plan? Is that how we are going to balance 
the budget? Now, many Republicans in this body have used the bridges to 
nowhere as an example of wasteful spending.
  My colleague and friend from Texas (Mr. Neugebauer) stated that 
``while some earmarks fund worthy projects, there are some, such as the 
infamous `Bridge to Nowhere' that are wasteful uses of taxpayer 
money.''
  My friend from Indiana (Mr. Pence) said, ``All spending bills passed 
in 2007 included some 11,000 earmarks. Those earmarks included wasteful 
spending for items such as a $20 million ferry are in Alaska benefiting 
just 40 people. That, of course, followed the infamous Bridge to 
Nowhere earmark from the 2005 highway bill.''
  So here we have a wasteful expenditure that not only had its origin 
as an earmark but has been used by fiscal hawks from both sides of the 
aisle as the very example of a wasteful earmark.
  If Alaska wants to build a bridge to nowhere or a road to nowhere or 
a road to somewhere, bridge to somewhere, go ahead and do it, just do 
it without Federal tax dollars.

[[Page 3098]]

  My colleague from Michigan (Mr. Walberg) said: ``Taxpayers are tired 
of their hard-earned money paying for things like a Bridge to Nowhere 
in Alaska, fruit fly research in France and a hippie museum in New 
York.''
  Well, this bill doesn't fund a fruit fly museum in France or a hippie 
museum; but unless we act by passing this amendment, it will allow $183 
million of taxpayer money to be spent for bridges for nowhere, wasteful 
spending we can't afford.
  Despite claims that the Bridge to Nowhere earmarks were eliminated, 
Alaska spent over $71 million of Federal money. You know, in 2006, when 
the Republicans lost their majority and entered the minority, Mr. 
Cantor, the leader, said Republicans have become ``a party of the 
Bridge to Nowhere.'' Well, Mr. Speaker, it looks like too little has 
changed.
  Unless this amendment passes, the Republicans once again will become 
a party lost on the Bridge to Nowhere. This motion rescinds all 
remaining funds, about $183 million provided for the planning, design 
and construction of the two bridges under SAFETEA-LU. In addition, the 
amendment prohibits the use of funds to finance these bridge projects.
  This is a very simple choice. There is no politics in this. We are 
not changing other parts of the bill, trying to catch people up. We are 
not putting up a vote to trap people for 30-second spots to say they 
are for pornography, like has been done in previous sessions while the 
bill is gutted elsewhere. What we are simply providing is a clean vote 
on the Bridge to Nowhere.
  According to the CBO, this motion will reduce the deficit by $160 
million by eliminating funding for these two bridges, nothing else. 
Listen, for us to have the credibility as a Congress to make the tough 
cuts we need to balance the budget, to work together to pass a CR that 
cuts spending, to reduce spending in future years, Congress must have 
moral standing. Continuing to provide funding to be used for these 
bridges, the infamous Alaska bridges to nowhere, which most Americans 
like me thought were already dead, is not the way for Congress to build 
trust with the American people.
  So we have a choice today. We can vote to continue these most 
egregious earmarks; or we can stand by our words, our vows, and our 
values and vote for this amendment and finally put an end to wasteful 
spending and pet projects.
  Let me close with some words of wisdom from my colleague from West 
Virginia, Congresswoman Shelley Moore Capito: ``The days of members 
slipping in 'the bridge to nowhere' in the dead of night are over.'' I 
urge my colleagues on both sides of the aisle to shine the light of day 
on this insidious example of pork, remove it from the bill and pass the 
House amendment.

                                Summary

       In 2005, the Safe, Accountable, Efficient Transportation 
     Equity Act: A Legacy for Users (SAFETEA-LU) (P.L. 109-59) 
     provided a total of $454 million for the construction of two 
     bridges in Alaska--the Gravina Island bridge and the Knik Arm 
     bridge--through eight separate earmarks in the law. Since 
     2005, the public, media, and Members of Congress have 
     questioned the merits of these projects and condemned the use 
     of scarce Federal surface transportation funds to finance 
     these projects, commonly referred to as the ``Bridges to 
     Nowhere.''
       SAFETEA-LU provides $223 million of Federal-aid highway 
     funds for the Gravina Island bridge. The $304 million bridge 
     under consideration, which rivals the Golden Gate Bridge in 
     size and scope, would serve an island of 50 people, who can 
     access Ketchikan, Alaska, via a five-minute ferry ride.
       In addition, the act provides $231 million of Federal-aid 
     highway funds for the Knik Arm Crossing project. The Knik Arm 
     bridge is a project to build a 1.6-mile long bridge, 790-foot 
     tunnel, and 18 miles of connecting roads at a cost of 
     approximately $1.6 billion, including approximately $740 
     million for phase 1 of the project.
       Despite claims that the ``Bridges to Nowhere'' earmarks 
     were eliminated, Alaska has spent more than $71 million of 
     Federal SAFETEA-LU funds to proceed with these bridge 
     projects and accompanying access roads over the past six 
     years.
       The Motion to Recommit rescinds all remaining funds--
     approximately $183 million--provided for planning, design, 
     and construction of the Gravina Island and Knik Arm bridges 
     under SAFETEA-LU. In addition, the motion prohibits the use 
     of any funds provided under the Surface Transportation 
     Extension Act of 2011 to finance these bridge projects.
       According to the Congressional Budget Office, the Motion to 
     Recommit will reduce the Federal deficit by approximately 
     $160 million over the next 10 years.
       These earmarks also contribute to Alaska's high rate of 
     return for its gas tax contributions. Over the six-year 
     period of SAFETEA-LU (FY 2004 through FY 2009), Alaska 
     received an average $5.20 for each dollar that the State 
     contributed to the Highway Trust Fund.


                         Gravina Island Bridge

       Gravina Island is a small land mass (21 miles long and 9.5 
     miles wide) located in Ketchikan Gateway, Alaska. According 
     to the latest Census data, the island has a population of 50 
     people. Ketchikan International Airport is located on the 
     island. The island can be accessed by a five-minute ferry 
     ride across Tongass Narrows from Ketchikan, and an average of 
     10,000 vehicles per month use the ferry crossing. A ferry 
     arrives and departs every 15 to 30 minutes.
       Alaska received a total of $223 million in SAFETEA-LU to 
     finance the construction of the Gravina Island bridge and 
     accompanying access roads. Although Congress expanded the 
     eligible uses of the earmarked funds in legislation 
     subsequent to SAFETEA-LU, Alaska continues to be able to use 
     these funds on the bridge and access road projects. In 2008, 
     Alaska completed construction of the Gravina Island Highway 
     to provide access to the proposed bridge. Alaska used $37.6 
     million of Federal funds provided under SAFETEA-LU for the 
     project. Given that the bridge does not exist at this point, 
     the road currently leads nowhere.
       According to the Alaska State Legislature Budget and Audit 
     Committee, Alaska has specifically reserved $75.9 million of 
     the remaining SAFETEA-LU funds to improve access to Gravina 
     Island and is currently conducting a supplemental 
     environmental impact statement that includes construction of 
     a $304 million bridge as an alternative.
       According to the Federal Highway Administration, $125.8 
     million remains available for expenditure from the amounts 
     provided in SAFETEA-LU for the Gravina Island bridge.


                            Knik Arm Bridge

       The Knik Arm Bridge project proposes the construction of a 
     1.6-mile bridge across Knik Arm connecting Anchorage with the 
     borough of Mat-Su, along with 18 miles of access roads to the 
     bridge, at a cost of approximately $1.6 billion, including 
     $740 million for construction of the bridge in phase 1 of the 
     project. In 2003, Alaska established the Knik Arm Bridge and 
     Toll Authority to construct the bridge. On December 15, 2010, 
     the Federal Highway Administration approved the Environmental 
     Impact Statement Record of Decision to construct the 8,200-
     foot bridge, 790-foot tunnel, and 18 miles of access roads.
       Alaska received a total of $231 million in SAFETEA-LU to 
     finance the planning, design, and construction of the Knik 
     Arm bridge and accompanying access roads. Although Congress 
     expanded the eligible uses of the earmarked funds in 
     legislation subsequent to SAFETEA-LU, Alaska has used $45.4 
     million of Federal funds provided under SAFETEA-LU for the 
     project.
       According to the Federal Highway Administration, $57.4 
     million remains available for expenditure from the amounts 
     provided in SAFETEA-LU for the Knik Arm bridge.

  I yield back the balance of my time.
  Mr. MICA. Mr. Speaker, I rise in opposition to the motion to 
recommit.
  The SPEAKER pro tempore. The gentleman from Florida is recognized for 
5 minutes.
  Mr. MICA. Well, congratulations my colleagues. Welcome to the era of 
smoke and mirrors, and that's exactly what this motion to recommit is; 
and I urge its defeat.
  You heard the gentleman describing bridges. He, again, is trying to 
mislead the entire House on this particular motion to recommit. It is 
smoke and mirrors.
  I urge the defeat of the motion to recommit.

                              {time}  1620

  The SPEAKER pro tempore. Without objection, the previous question is 
ordered on the motion to recommit.
  There was no objection.
  The SPEAKER pro tempore. The question is on the motion to recommit.
  The question was taken; and the Speaker pro tempore announced that 
the noes appeared to have it.


                             Recorded Vote

  Mr. POLIS. Mr. Speaker, I demand a recorded vote.
  A recorded vote was ordered.
  The SPEAKER pro tempore. Pursuant to clause 9 of rule XX, the Chair 
will reduce to 5 minutes the minimum time for electronic vote on the 
question of passage.
  The vote was taken by electronic device, and there were--ayes 181, 
noes 246, answered ``present'' 2, not voting 3, as follows:

[[Page 3099]]



                             [Roll No. 159]

                               AYES--181

     Ackerman
     Altmire
     Andrews
     Baca
     Baldwin
     Barrow
     Bass (CA)
     Becerra
     Berkley
     Berman
     Bishop (GA)
     Bishop (NY)
     Blumenauer
     Boswell
     Brady (PA)
     Braley (IA)
     Brown (FL)
     Butterfield
     Capps
     Capuano
     Carnahan
     Carney
     Carson (IN)
     Castor (FL)
     Chandler
     Chu
     Cicilline
     Clarke (MI)
     Clarke (NY)
     Clay
     Cleaver
     Clyburn
     Cohen
     Connolly (VA)
     Conyers
     Cooper
     Costello
     Courtney
     Critz
     Crowley
     Cuellar
     Cummings
     Davis (CA)
     Davis (IL)
     DeGette
     DeLauro
     Deutch
     Dicks
     Dingell
     Doggett
     Donnelly (IN)
     Doyle
     Edwards
     Ellison
     Engel
     Eshoo
     Farr
     Fattah
     Filner
     Frank (MA)
     Fudge
     Garamendi
     Gonzalez
     Green, Al
     Green, Gene
     Grijalva
     Gutierrez
     Hanabusa
     Hastings (FL)
     Heinrich
     Higgins
     Himes
     Hinchey
     Hirono
     Holden
     Holt
     Honda
     Hoyer
     Inslee
     Israel
     Jackson (IL)
     Jackson Lee (TX)
     Johnson (GA)
     Kaptur
     Keating
     Kildee
     Kind
     Kissell
     Langevin
     Larsen (WA)
     Larson (CT)
     Lee (CA)
     Levin
     Lewis (GA)
     Lipinski
     Loebsack
     Lofgren, Zoe
     Lowey
     Lujan
     Lynch
     Maloney
     Markey
     Matheson
     Matsui
     McCarthy (NY)
     McCollum
     McDermott
     McGovern
     McIntyre
     McNerney
     Meeks
     Michaud
     Miller (NC)
     Miller, George
     Moore
     Moran
     Murphy (CT)
     Nadler
     Napolitano
     Neal
     Olver
     Owens
     Pallone
     Pascrell
     Pastor (AZ)
     Payne
     Pelosi
     Perlmutter
     Peters
     Pingree (ME)
     Polis
     Price (NC)
     Quigley
     Rahall
     Rangel
     Reyes
     Richardson
     Richmond
     Ross (AR)
     Rothman (NJ)
     Roybal-Allard
     Ruppersberger
     Rush
     Ryan (OH)
     Sanchez, Linda T.
     Sanchez, Loretta
     Sarbanes
     Schakowsky
     Schiff
     Schwartz
     Scott (VA)
     Scott, David
     Serrano
     Sewell
     Sherman
     Sires
     Slaughter
     Smith (WA)
     Speier
     Stark
     Sutton
     Thompson (CA)
     Thompson (MS)
     Tierney
     Tonko
     Towns
     Tsongas
     Van Hollen
     Velazquez
     Visclosky
     Walz (MN)
     Wasserman Schultz
     Waters
     Watt
     Waxman
     Weiner
     Welch
     Wilson (FL)
     Woolsey
     Wu
     Yarmuth

                               NOES--246

     Adams
     Aderholt
     Akin
     Alexander
     Amash
     Austria
     Bachmann
     Bachus
     Barletta
     Bartlett
     Barton (TX)
     Bass (NH)
     Benishek
     Berg
     Biggert
     Bilbray
     Bilirakis
     Bishop (UT)
     Black
     Blackburn
     Bonner
     Bono Mack
     Boren
     Boustany
     Brady (TX)
     Brooks
     Broun (GA)
     Buchanan
     Bucshon
     Buerkle
     Burgess
     Burton (IN)
     Calvert
     Camp
     Campbell
     Canseco
     Cantor
     Capito
     Cardoza
     Carter
     Cassidy
     Chabot
     Chaffetz
     Coble
     Coffman (CO)
     Cole
     Conaway
     Costa
     Cravaack
     Crawford
     Crenshaw
     Culberson
     Davis (KY)
     Denham
     Dent
     DesJarlais
     Diaz-Balart
     Dold
     Dreier
     Duffy
     Duncan (SC)
     Duncan (TN)
     Ellmers
     Emerson
     Farenthold
     Fincher
     Fitzpatrick
     Flake
     Fleischmann
     Fleming
     Flores
     Forbes
     Fortenberry
     Foxx
     Franks (AZ)
     Frelinghuysen
     Gallegly
     Gardner
     Garrett
     Gerlach
     Gibbs
     Gibson
     Gingrey (GA)
     Gohmert
     Goodlatte
     Gosar
     Gowdy
     Granger
     Graves (GA)
     Graves (MO)
     Griffin (AR)
     Griffith (VA)
     Grimm
     Guinta
     Guthrie
     Hall
     Harper
     Harris
     Hartzler
     Hastings (WA)
     Hayworth
     Heck
     Heller
     Hensarling
     Herger
     Herrera Beutler
     Huelskamp
     Huizenga (MI)
     Hultgren
     Hunter
     Hurt
     Issa
     Jenkins
     Johnson (IL)
     Johnson (OH)
     Johnson, E. B.
     Johnson, Sam
     Jones
     Jordan
     Kelly
     King (IA)
     King (NY)
     Kingston
     Kinzinger (IL)
     Kline
     Kucinich
     Labrador
     Lamborn
     Lance
     Landry
     Lankford
     Latham
     LaTourette
     Latta
     Lewis (CA)
     LoBiondo
     Long
     Lucas
     Luetkemeyer
     Lummis
     Lungren, Daniel E.
     Mack
     Manzullo
     Marchant
     Marino
     McCarthy (CA)
     McCaul
     McClintock
     McCotter
     McHenry
     McKeon
     McKinley
     McMorris Rodgers
     Meehan
     Mica
     Miller (FL)
     Miller (MI)
     Miller, Gary
     Mulvaney
     Murphy (PA)
     Myrick
     Neugebauer
     Noem
     Nugent
     Nunes
     Nunnelee
     Olson
     Palazzo
     Paul
     Paulsen
     Pearce
     Pence
     Peterson
     Petri
     Pitts
     Platts
     Poe (TX)
     Pompeo
     Posey
     Price (GA)
     Quayle
     Reed
     Rehberg
     Reichert
     Renacci
     Ribble
     Rigell
     Rivera
     Roby
     Roe (TN)
     Rogers (AL)
     Rogers (KY)
     Rogers (MI)
     Rohrabacher
     Rokita
     Rooney
     Ros-Lehtinen
     Roskam
     Ross (FL)
     Royce
     Runyan
     Ryan (WI)
     Scalise
     Schilling
     Schmidt
     Schock
     Schweikert
     Scott (SC)
     Scott, Austin
     Sensenbrenner
     Sessions
     Shimkus
     Shuler
     Shuster
     Simpson
     Smith (NE)
     Smith (NJ)
     Smith (TX)
     Southerland
     Stearns
     Stivers
     Stutzman
     Sullivan
     Terry
     Thompson (PA)
     Thornberry
     Tiberi
     Tipton
     Turner
     Upton
     Walberg
     Walden
     Walsh (IL)
     Webster
     West
     Westmoreland
     Whitfield
     Wilson (SC)
     Wittman
     Wolf
     Womack
     Woodall
     Yoder
     Young (AK)
     Young (FL)
     Young (IN)

                        ANSWERED ``PRESENT''--2

     DeFazio
     Schrader
       

                             NOT VOTING--3

     Giffords
     Hanna
     Hinojosa


                Announcement by the Speaker Pro Tempore

  The SPEAKER pro tempore (during the vote). One minute is remaining in 
this vote.

                              {time}  1637

  Ms. BROWN of Florida changed her vote from ``no'' to ``aye.''
  So the motion to recommit was rejected.
  The result of the vote was announced as above recorded.
  The SPEAKER pro tempore. The question is on the passage of the bill.
  The question was taken; and the Speaker pro tempore announced that 
the ayes appeared to have it.


                             Recorded Vote

  Ms. DeGETTE. Mr. Speaker, I demand a recorded vote.
  A recorded vote was ordered.
  The SPEAKER pro tempore. This will be a 5-minute vote.
  The vote was taken by electronic device, and there were--ayes 421, 
noes 4, not voting 7, as follows:

                             [Roll No. 160]

                               AYES--421

     Ackerman
     Adams
     Aderholt
     Akin
     Alexander
     Altmire
     Andrews
     Austria
     Baca
     Bachmann
     Bachus
     Baldwin
     Barletta
     Barrow
     Bartlett
     Barton (TX)
     Bass (CA)
     Bass (NH)
     Becerra
     Benishek
     Berkley
     Berman
     Biggert
     Bilbray
     Bilirakis
     Bishop (GA)
     Bishop (NY)
     Bishop (UT)
     Black
     Blackburn
     Blumenauer
     Bonner
     Bono Mack
     Boren
     Boswell
     Boustany
     Brady (PA)
     Brady (TX)
     Braley (IA)
     Brooks
     Broun (GA)
     Brown (FL)
     Buchanan
     Bucshon
     Buerkle
     Burgess
     Burton (IN)
     Butterfield
     Calvert
     Camp
     Campbell
     Canseco
     Cantor
     Capito
     Capps
     Capuano
     Cardoza
     Carnahan
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                                NOES--4

     Amash
     Flake
     Polis
     Stearns

                             NOT VOTING--7

     Berg
     Frelinghuysen
     Giffords
     Hanna
     Hinojosa
     Paul
     Whitfield


                Announcement by the Speaker Pro Tempore

  The SPEAKER pro tempore (during the vote). One minute remains in this 
vote.

                              {time}  1643

  So the bill was passed.
  The result of the vote was announced as above recorded.
  A motion to reconsider was laid on the table.
  Stated for:
  Mr. BERG. Mr. Speaker, on rollcall No. 160 I was inadvertently 
detained.
  Had I been present, I would have voted ``aye.''

                          ____________________