[Congressional Record (Bound Edition), Volume 161 (2015), Part 9]
[Senate]
[Pages 12116-12119]
[From the U.S. Government Publishing Office, www.gpo.gov]




                               DRIVE ACT

  Mr. INHOFE. Mr. President, I think at any time--hopefully soon--it 
appears that we are going to be bringing up the vote to proceed as we 
did yesterday.
  Let me just repeat what I did just a couple of hours ago on the 
floor. I am not critical at all of the Democrats who voted against the 
motion to proceed yesterday based on the fact that we dropped the ball 
over here. We were supposed to give them the necessary information on 
some of the funding mechanisms and things on the offsets. We didn't 
give them enough time before the vote took place. You can't go over 
several hundred pages in a few minutes. Now it has been 24 hours.
  Well, even my counterpart on the Democratic side, Senator Boxer, 
voted against it for the same reason. And they have a right. So, 
anyway, I feel optimistic that when we have this vote we can proceed to 
the bill.
  Let's keep in mind that this is a bill I perceive as a must-pass 
bill. The alternative to this would be very, very expensive. It would 
go back to what we had to suffer through between 2009 and this moment 
that we are in right now; that is, a list of 33 short-term extensions. 
Short-term extensions, as we all know, are waste and irresponsible use 
of highway dollars. Consequently, we need to be spending that money on 
roads and bridges, not short-term extensions.
  So I will look forward to getting that motion to proceed adopted. As 
soon as that happens, that is when we are going to pull the trigger to 
get as many people down on the floor with amendments. I keep hearing 
about all of the amendments that are out there that different Members 
want to come forth with. The criticism we had with the Democrats when 
they were in charge was that we were not able to get amendments.
  Well, we changed that. Since we have been in control, we have allowed 
amendments. I know we have a lot of them--some germane and some not 
germane--but it is going to be an open-amendment process.
  We need to get this thing moved forward and pass the next vote or we 
are not going to be in a position to really go over the amendments, to 
see which amendments we can agree to--and there will be a lot of them 
that we can.
  This is a 6-year bill. We are authorizing for 6 years with 3 years of 
identified funding.
  Our bill authorizes for 6 years something that we call contract 
authority, which is a mechanism unique to the highway bill in which the 
Federal Government makes funding commitments of future funding over 
multiple years. The use of contract authority was created way back in 
Eisenhower's 1956 Highway Act for a reason, and it exists still today. 
It has been the cornerstone

[[Page 12117]]

of highway bills ever since then, giving States and cities long-term 
certainty to plan their investments over multiple years.
  The reason that is important--I used to be in that business many 
years ago as a contractor for several years--is that you can't have 
short-term ideas without going back and making years of planning so 
that you can organize your labor supply, you can organize all of your 
rentals and everything that would go into a project.
  As States begin to break the ground on projects, they match this 
contract authority with actual cash and are reimbursed from the highway 
trust fund. So it comes from the highway trust fund, converts to cash, 
and it goes into contract authority. Unfortunately, up until 2009, the 
end of SAFETEA-LU--that is when it went in, 2005, and it was a 5-year 
bill; so it is the end of 2009--this contract authority was always 
guaranteed by the receipts in the highway trust fund, but we now find 
ourselves in a situation where the highway trust fund can no longer 
support current levels of spending as a result of more efficient and 
electric vehicles.
  I have included a mechanism in this bill that will allow Congress to 
authorize a 6-year transportation bill consistent with how States and 
locals plan and deliver the projects and then find the necessary 
offsets to pay the bill.
  Currently, Senator Hatch has identified at least 3 years of cuts to 
the general fund to redirect to the highway trust fund and shore up the 
differences between what the highway trust fund can support and the 
DRIVE Act levels of investment.
  So in the first 3 years, the States would have a guarantee of at 
least 3 years of funding so that they could be confident they would be 
reimbursed on their contract authority.
  In the fourth fiscal year of the act, the Secretary will conduct a 
solvency test to determine the ability to make payments out of the 
highway trust fund for the remaining 3 years. Keep in mind that this is 
a 6-year bill. So the remaining 3 years of contract authority would be 
given to the States.
  If the Secretary determines that the balance of either account will 
dip below $4 billion in a fiscal year for highway account or $1 billion 
for the mass transit account, then no new projects can be funded from 
the highway trust fund during that year.
  Now, if Congress finds funds to supplement the trust fund during that 
fiscal year--the fourth year--new projects may begin and be funded, as 
in the DRIVE Act.
  However, it is important to point out that even if the Secretary 
finds that the trust fund is not able to fund new projects in a fiscal 
year, during that year the Department can continue to reimburse States 
for projects that were already under way prior to the end of year 3. 
This will ensure that there is not a huge cliff at the end of 3 years, 
which the DOT, Governors, mayors, and the rest of them tell us will 
prevent a chilling effect on their willingness to use the first 3 years 
of funding to engage in large, multiyear bridge and interstate 
reconstruction projects.
  That is another reason, by the way, we want to do a 6-year bill. It 
allows us to get into all of these bridges and these very large. This 
chart behind me shows the deficient bridges in America. I talked about 
25 or so of these this morning and gave a lot of details, which I will 
do again because we need to get the attention of the Members of the 
Senate. They will be very familiar with the problems they have. As the 
Presiding Officer would be familiar with the problems in South 
Carolina, each Member is familiar with the bridges and geography in his 
or her own district.
  So it means Congress has 3 years to identify about $50 billion to $60 
billion worth of additional receipts into the trust fund to honor years 
4, 5, and 6 of contract authority. Under this mechanism, the trust fund 
will continue to receive user fee revenues for all 6 years of the act, 
plus 2 years after the act, which has been historically done in these 
big highway bills.
  The mechanism is nothing new, as it is similar to the Army Corps of 
Engineers Chief's reports on WRDA bills. WRDA is the Water Resources 
Development Act, where they authorize 5 to 10 years of project 
authorizations and then Congress finds the money on an annual basis to 
match the authority, the same as the highway bill. So if they can't 
find the money, construction doesn't start.
  Allowing for multiyear planning is a conservative position because it 
allows States to engage in long-term contracts and negotiate bigger 
projects at significantly lower cost. Buying materials in bulk, 
contractors charge less and finish earlier.
  Now, what I would like to do at some point is talk about the 
transparency and also the Tribal Transportation Program. This is a big 
bill. There is a lot to talk about.
  In fact, I think I will go to the transparency first because we hear 
a lot about transparency. We hear a lot about the need to be aware, 
about the need for people to be aware. You have to keep in mind this 
and the Defense authorization bill are the two largest and most 
significant bills that are out there. In fact, if you read that old 
contract that nobody reads anymore--called the Constitution--it says 
what we are supposed to be doing. It tickles me sometimes when I see 
liberals standing here wanting to get government into more and more 
programs, when the Constitution says we are only supposed to be doing 
two things here: defending America and funding our roads and bridges. 
That is in article I, section 8 of the Constitution.
  Anyway, I just wanted to mention that increasing the accountability 
and improving transparency of the Federal-Aid Highway Program is a key 
component to the DRIVE Act. I am talking about the act we will be 
moving to proceed on very shortly, hopefully.
  The DRIVE Act includes several provisions to include the transparency 
of how and where transportation projects are selected and funded, to 
ensure that stakeholders and the public have faith in the integrity of 
highway programs and the use of Federal tax dollars.
  So they are going to know, if they care--and a lot don't, but the 
ones who do care, the ones who are watching from a fiscal perspective 
are going to have that information they can share. The media can have 
it. You will see articles. I often criticize this administration for 
their lack of transparency, but you are not going to find any lack of 
transparency in the DRIVE Act.
  The DRIVE Act requires the Transportation Secretary to establish an 
online platform to report project-level status of the reviews, the 
approvals, the permits required for compliance with the National 
Environmental Policy Act--that is NEPA--and other Federal laws. This 
will allow the public to see the status of an ongoing project or to see 
what is holding up the project.
  That is very significant. By the way, it is important to note that on 
the NEPA requirements there are some waivers. I applaud some of the 
more liberal members of the committee I chair, including Senator 
Barbara Boxer, who didn't want to go along with a lot of the provisions 
that streamline this bill but was willing to do it. So I applaud her 
for doing that. But this will let the public also have access to that 
to make sure we are doing what we should be doing. In the NEPA 
requirements, we can see if we are deviating from that or from any of 
the other requirement that makes the DRIVE Act something that is going 
to be one of the most valuable pieces of legislation passed this year.
  The DRIVE Act also increases transparency regarding the way in which 
the Federal Highway Administration utilizes Federal-aid highway funding 
for administrative expenses. This is accomplished by requiring the 
Federal Highway Administration to report elemental project-level data 
each fiscal year. So each year they can have access to that.
  The DRIVE Act requires that the Transportation Secretary publish all 
reports submitted to Congress by the Department in order to increase 
transparency and oversight by Congress and by the public.
  Now, these improved transparency provisions will provide to the 
public

[[Page 12118]]

better accountability of how the Federal Highway Administration is 
utilizing its funds. It will also demonstrate how the agency is making 
progress toward achieving national goals and improving Federal reviews 
of the highway projects. So we have the transparency built in, but that 
was one of the requirements we on the conservative side demanded when 
we put this bill together.
  Since we have these charts--and I apologize to those who had to sit 
through this a couple hours ago, but we have a whole different crowd 
out there now, and we have our Members, many of them are paying 
attention to what we are doing since they are going to be called upon 
to vote in just a matter of a few minutes. On this chart, it shows the 
dark colors being the ones that have the majority of the structurally 
deficient bridges. It is on there by county.
  I would call attention to my State of Oklahoma because one-quarter of 
our State is in that high category of deficiencies. If you look at 
other States--I was talking a few minutes ago to Senator Blunt from 
Missouri and he was talking about their deficient bridges. I commented 
that we actually have more deficient bridges but only by a few. So we 
are kind of in a comparable situation, but this gives an idea of how 
widespread this is.
  Let's go over some of these bridges. In my home State of Oklahoma, we 
have 2 of the top 10 worst districts by number of deficient bridges.
  Frank Lucas is a Congressman from Oklahoma. He just came out from 
being the chairman of the Agriculture Committee over in the House of 
Representatives. In his district alone, there are over 2,000 deficient 
bridges. He has a lot of small bridges because he has the rural areas 
of Oklahoma, where there aren't many people, but there is a lot of 
land. So certainly we have a problem. In Congressman Markwayne Mullin's 
district there are over 1,000 deficient bridges. Our Oklahoma 
Department of Transportation is working tirelessly to address bridge 
safety, but they need the long-term provisions in here to take care of 
that particular problem.
  A bridge collapse or closure brings significant and sudden economic 
impact. I think we all remember in Minnesota in 2007 the bridge that 
came down. It was very graphic. It was on all the TV channels, with the 
ambulances, the people, the injuries, and the deaths. People were 
rightly concerned about that tragic collapse. That was in Minnesota. It 
is called the I-35W bridge collapse from 2007. Look at that. You can 
see that is a death trap, and that is exactly what happened.
  The Skagit River Bridge collapse. That is I-5 in Washington State. It 
had similar effects on the local economy, with an estimated impact of 
$8.3 million during the 26-day closure.
  The Brent Spence Bridge. This is a big one. This is the one that goes 
between Ohio and Kentucky. It is one that carries a huge amount of 
traffic. You can see just by looking at how old this bridge is how 
structurally deficient the bridge is. You can visibly see that.
  Our Members in Ohio, Sherrod Brown and Rob Portman, and in Kentucky, 
Rand Paul and Mitch McConnell, are very familiar with this. I think 
this really brings it home, to show these bridges to the public, 
because they have to live with them on a daily basis. This bridge is 
functionally obsolete. Built in 1963, the bridge is more than 50 years 
old and was designed to carry 85,000 cars a day, but by 2025 it is 
expected to carry 200,000 cars a day.
  According to the American Transportation Research Institute, the 
Brent Spence Bridge is the fourth most congested truck point on the 
U.S. infrastructure grid. The cost in congestion is staggering when you 
consider the $420 billion of freight to cross the bridge every year.
  Freight haulers bear the brunt of the congestion costs. Delays 
associated with just traveling across the bridge costs a trucker almost 
$40 during a rush hour.
  In the aggregate, the delays on the bridge cost travelers over $750 
million a year in wasted time and fuel.
  Keep in mind, if you have congestion on bridges, cars stop, trucks 
stop, and they pollute the air. Their exhaust continues to go, their 
engines are still running, the efficiency of their vehicles goes down, 
and it is very expensive. Each year, 1.6 million gallons of fuel are 
wasted due to congestion on this one bridge. There are 3.6 million 
hours spent in traffic on the bridge each year.
  This is just one bridge we are talking about. In 2011, chunks of 
concrete fell from the upper deck down to the lower deck of the bridge. 
What is most alarming is that motorists who use this bridge are five 
times more likely to get into an accident on this segment of the 
interstate than any other part of the interstate in Kentucky.
  You will see some bridges where they have actually built another 
bridge under the bridge to catch the falling debris, the falling 
concrete.
  This is the Mobile River Bridge in Alabama. Certainly, Senator 
Sessions and Senator Shelby are very sensitive to this. It is a bridge 
that has been a problem for quite some time. It was constructed in the 
1970s. The tunnel was to offer some relief from the bridge.
  Traffic currently is carried through the George C. Wallace Tunnel, 
the I-10 crossing under this bridge we are looking at in Alabama. That 
tunnel was designed with an anticipated daily traffic count of 36,000. 
Currently, the tunnel averages approximately 80,000 vehicles a day. It 
can reach as much as 100,000 vehicles in peak season. The traffic 
volume causes heavy congestion and longer travel times for commercial 
and noncommercial drivers throughout the region and the rest of the 
Nation. This right here, incidentally, is what it will look like after 
the improvements are made. This is what it is today.
  (Mr. Toomey assumed the Chair.)
  I was hoping we had the Pennsylvania chart because the new occupier 
of the chair would certainly be interested in that, I would think.
  The Arlington Memorial Bridge. We are all familiar with that. That 
connects Washington, DC, and Virginia. Senator Warner and Senator Kaine 
travel this bridge on probably a daily basis. This was built in 1932. 
The Arlington Memorial Bridge is well beyond its design life and is 
structurally deficient. The bridge serves as a significant part of the 
National Highway System, a major evacuation route, and carries more 
than 68,000 vehicles each day. It is crowded and congested almost all 
the time--at least it is every day I go across.
  My staff tells me this bridge is on the local news on a regular basis 
due to the progressive deterioration that has taken place. The 
government has had to conduct emergency lane closures and enforce a 
load limit. Repair work would take 6 to 9 months.
  Then we have the I-264 bridge over Lynnhaven Parkway that carries 
traffic to Virginia Beach, which is down south of where we are right 
now. It is structurally deficient. We see the chart--it is one of the 
10 most heavily traveled deficient bridges in the State of Virginia, 
and it carries just under 134,000 cars a day.
  The next one is in the State of Washington. I always comment when I 
see this. It is called the Magnolia Bridge; it is too far north for 
magnolia trees. Anyway, it was built in about 1929. The bridge carries 
over 18,000 cars a day and is structurally deficient. While the bridge 
is in a residential area and on the community's radar, it hasn't 
received the necessary funding to reconstruct the 86-year-old bridge.
  Greenfield Bridge, Pittsburgh, PA--I imagine the Chair is familiar 
with this.
  Pennsylvania has the most structurally deficient bridges in the 
country, and this is one of them. Let me repeat that. The State of 
Pennsylvania has the most structurally deficient bridges in the entire 
Nation.
  This was built in 1921. It now carries 7,700 cars a day. A 10-inch 
chunk of concrete went through a car windshield in 2003, injuring the 
driver. Later that year, the city spent $652,000 to build a temporary 
bridge to catch whatever came through the nets. So they have a bridge 
under a bridge. They had to build another bridge to catch whatever 
falls off of this bridge. This structurally deficient bridge has been 
crumbling for decades. In order to protect

[[Page 12119]]

drivers on the busy highway below, nets and platforms were constructed 
to catch falling debris.
  On a similar note, we had a tragic incident in Oklahoma involving 
falling debris from a bridge. A lady and her children in a car were 
driving below it, and a chunk of concrete fell off and killed the 
mother.
  Again, I will repeat what I said: Pennsylvania has the most 
structurally deficient bridges in the entire Nation, and that is just 
one of them.
  The Court Avenue Bridge in Des Moines, where I was born--talk about 
an old bridge. This was actually built before I was born, in 1918. It 
now carries 3,900 cars a day.
  Iowa has the second most structurally deficient bridges in the 
country, second only to Pennsylvania. While the State recently 
increased the gas tax, it will still require Federal partnership to do 
something about this famous bridge.
  I-95. Going from Washington to New York or anyplace up north, you go 
on I-95. It is a very heavily traveled highway.
  This is the Brandywine Bridge in Wilmington. You go right over this 
bridge on I-95. It is 50 years old. The bridge deck is deteriorating. 
The viaduct, which carries travelers from I-95 through Wilmington, has 
experienced serious concrete corrosion. The problem is this bridge was 
designed for a fraction of the travel that it now has because this is 
the main artery going up the east coast of the United States. It has 
cracks and swells. I have actually personally seen this bridge.
  The Chef Menteur Pass Bridge in New Orleans, LA, was built in 1930 
and carries 1,800 cars a day across Highway 90.
  The Cesar Chavez Boulevard Bridge in San Francisco was built in 1951. 
It carries 234,000 cars a day. It is one of the oldest bridges on the 
west coast.
  The I-30 in Little Rock--getting close to my State of Oklahoma. Tom 
Cotton and John Boozman are most interested in this bridge. It is 
structurally deficient. It was built in 1961 to carry traffic over 
railroad tracks, 116,000 cars a day. And Arkansas is delaying projects 
because of uncertainty at the Federal level, so they are currently 
discussing gap financing for the I-30 project.
  The Storrow Drive Bridge in Boston--I know Senators Warner and Markey 
are very concerned about this. Built in 1951, this structurally 
deficient bridge carries 57,770 cars per day. The Storrow Drive Bridge 
earned its structurally deficient rating because of the corroding 
support beams that support one of many highly trafficked bridges in the 
Nation. Numerous costly interim repairs over the years have kept the 
artery open, but they are merely stopgaps until a longer term solution 
can be reached.
  New Jersey, U.S. Highway 1 over the Passaic River. Herbert Hoover was 
President when this bridge was built in 1932, with an estimated design 
volume of 5,500 vehicles a day.
  I am going to skip down to the Brooklyn Bridge. This bridge was 
actually built in 1883. It is structurally deficient. Of course we know 
the number of cars that go over that. That was built in 1883. That is 
one that I dare say arguably everyone here has driven over, and every 
time you do, you wonder if you are going to get to the other side.
  The other comparable bridge is the San Francisco Bay Bridge, which 
was built in 1936. The bridge is now functionally obsolete. Here is the 
concern about the bridge. A lot of smart people are saying this bridge, 
because of all the earthquakes out there, could collapse. Anyone who 
drives over is thinking: Is this going to be the time it takes place?
  I talked to Roy Blunt a few minutes ago. He was talking about the 
bridges in Missouri. The next chart I will show is from there. For some 
reason, Missouri and Oklahoma are two of the worst States in terms of 
the conditions of bridges, and we are both concerned about that. That 
is something people have to keep in mind.
  I know others want to come down and get some time, but we are going 
to be talking about these, about the major projects.
  What is unique about the bridges is we can't ensure the stability and 
safety of our bridges on short-term extensions. That is why we have 
gone since 2009 with 33 short-term extensions and many of these bridges 
have had no attention. The only way we are going to correct that 
problem is to do it with this DRIVE Act. Hopefully we will have the 
vote to advance that bill, and hopefully we will be able to get it 
through.
  I want to repeat what I started off with. I don't criticize the 
Democrats who voted against the motion to proceed yesterday because 
they requested information and didn't get the information until 30 
minutes before the vote took place. Even my counterpart on the left, 
Barbara Boxer, voted against it at that time. I think most of those 
individuals should be supportive of this, certainly after seeing the 
bridges and construction that is necessary in their States. I am 
confident they will.
  Mr. President, I yield the floor.
  I suggest the absence of a quorum.
  The PRESIDING OFFICER. The clerk will call the roll.
  The bill clerk proceeded to call the roll.
  Mr. HATCH. Mr. President, I ask unanimous consent that the order for 
the quorum call be rescinded.
  The PRESIDING OFFICER. Without objection, it is so ordered.

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