I thank my good friend from Texas for yielding the time. Mr. Speaker, H.R. 662, the Surface Transportation Extension Act of 2011, prevents our Nation's highway, transit, and safety programs from expiring ahead of the upcoming construction…
I thank my good friend from Texas for yielding the time.
Mr. Speaker, H.R. 662, the Surface Transportation Extension Act of 2011, prevents our Nation's highway, transit, and safety programs from expiring ahead of the upcoming construction season by extending them at fiscal year 2010 funding levels through September 30 of this year.
My friend from Texas referenced the fact that it would be bad if we did not do this before March 4, and I agree with him thoroughly. I am hopeful that he has the same attitude with reference to the overall aspect of any kind of shutdown of the government. A shutdown would be bad in any of its particulars, and not just as he referenced it, that I agree with, in the area of transportation and infrastructure.
This extension allows States to continue signing contracts, managing planning and construction, and paying for vital transportation and infrastructure projects while we finalize a multiyear authorization to update our network. As all of us know, our interstate highways, roads, and bridges are in desperate need of repairs and improvements. All you have to do is drive around Washington to prove that.
According to the American Society of Civil Engineers in their 2009 report card, which rates the operational condition and future capacity of dams, levees, railways, roads, bridges, and transit by letter grade, our Nation's surface infrastructure is rated at a ``D.''
This is deplorable and, frankly, it's embarrassing--embarrassing for several reasons. I came here in 1992. We were advocating on both sides of the aisle that we should be about the business of repairing bridges in this country, and the multiples are enormous from that time. We were talking 14,000 bridges.
More than 26 percent of our Nation's bridges today are either ``structurally deficient or functionally obsolete,'' with the number of such bridges in urban areas on the rise. And we have seen what disasters can occur when a bridge collapses.
Existing rail capacity is inadequate to handle future freight and passenger rail growth without significant investment. Last year, I took the Amtrak to New York, and when returning to Washington, I looked at the rail underbed. I grew up near a railroad in Altamonte Springs, Florida. And the railbed in that time where I grew up in the 40s was 100 percent better than the railbed just outside of this city on the Amtrak line. That's ridiculous.
Our interstate highway program has changed little since it was created in the 1950s by the distinguished President, Dwight Eisenhower's vision. With ever-increasing congestion--and we see it right around here--and improvement costs, our Nation's roads were even poorer at a D-minus in 2009. One-third of America's roads are in poor or mediocre condition, and 45 percent of major urban highways are congested.
Just last January, the main road in and out of one of the cities that I'm privileged to represent, the city of Pahokee, was closed for 17 days because of sunken asphalt. Now, that may not sound like much, a little old town like Pahokee being cut off. But a collapsed culvert had created a 2-inch dip measuring 252 square feet in size on the northbound lane of State Road 715. This resulted in hours-long detours for commuters and trucks, stymied local and regional business, and regrettably reduced access to Glades General Hospital and Pahokee Airport.
Similar stories can be found throughout my home State of Florida and indeed in communities across this Nation. We can, and we must, do better.
Just as routine and preventive health care costs much less than a trip to the emergency room, regular maintenance and improvements cost less than major overhauls and replacement. According to Transportation for America, for every dollar that we spend today on maintenance, we avoid $14 in future costs.
H.R. 662 obligates up to $42.5 billion for Federal-aid highway programs and $639 million for the equity bonus programs to ensure that States receive in Federal highway funds a certain portion of the gasoline taxes that they contribute.
Investing in our Nation's roads is about more than getting from point A to point B faster, which would be, in many respects, reason enough for many commuters. It's about having more time, about having more money, and about having more opportunities to work, play, live, and enjoy life. Americans spend 4.2 billion hours a year stuck in traffic at a cost to the economy of $78.2 billion. That averages to $710 per motorist. Furthermore, poor conditions cost motorists $67 billion a year in repairs and operating costs.
One way to ease congestion is getting more people to use public transit. In fact, transit use increased 25 percent between 1995 and 2005, faster than any other mode of transportation. However, nearly half of American households do not have access to bus or rail transit, and only 25 percent have what they consider to be a good alternative.
On that note, increasing the capacity of our transportation and infrastructure network means nothing if our roads are not safe. Each year, thousands of people die in road crashes in the United States, and millions more are injured or disabled. As cochair of the Congressional Caucus on Global Road Safety, I recognize that road crash fatalities and disabilities represent a serious public health concern. This extension authorizes $742 billion in highway-safety programs administered by the National Highway Traffic Safety Administration, as well as $597 million for truck-safety activities of the Federal Motor Carrier Safety Administration, in order to help save lives and minimize crash-related injuries.
Safe, dependable, and efficient transportation is essential to our economic recovery and our Nation's competitiveness. At a time when unemployment in the construction industry is double the national rate, this extension provides much-needed market stability to create and sustain thousands of jobs.
The transportation sector has played a crucial role in rebuilding the U.S. economy, most recently through the Recovery Act, which provided $27.5 billion in new funding for surface transportation programs through the existing Federal-aid highway program and $8.4 billion for transit. In addition, $1.5 billion and $600 million were made available in two rounds, respectively, by the discretionary grant program known as TIGER, the Transportation Investments Generating Economic Recovery.
Extending these highway, transit, and other surface transportation programs is not only essential to our Nation's continued economic recovery, but also to our long-term prosperity and future. Today, we find ourselves on the cusp of a great opportunity, the opportunity to make meaningful investments in the future of this country, improve our quality of life and cut future debt. We need a truly interconnected, multi-modal system that effectively utilizes high-speed rail, light rail, streetcars, van pools, motor carriers by water, efficient buses, cars and
bikes. We need a system that helps ensure that lower-income workers can also get to and hold down jobs, a system that gets people where they need to go, increases our energy independence through new sources and innovative technologies, improves air quality, reduces traffic deaths and injuries, and creates jobs by supporting America's hard-hit construction and manufacturing sectors.
It is imperative that we not only extend the surface transportation programs through the end of the current fiscal year, but also pass a multi-year--yes, multi-year, as many as a 6-year--reauthorization as soon as possible. A new multi-year surface transportation authorization will create even more jobs and ensure that we can meet our growing transportation needs in the 21st century in a way that is affordable, efficient, innovative, resilient, sustainable, and accountable.
In this country, highways, roads, bridges and transit are neither Democratic nor Republican. They serve all Americans and help bring us closer together, literally.
I reserve the balance of my time.
I say to my colleague and my friend from California, sign me up.
Mr. Speaker, at this time I am very pleased to yield 4 minutes to the distinguished gentlewoman from Florida (Ms. Brown), the ranking member of the Railroad Subcommittee and my classmate. We came here together.
I yield the gentlelady 1 additional minute.
And I would also take this opportunity, if she would yield to me, to ask her a question.
The previous SAFETEA-LU measure provided some funding for a high-speed rail corridor. This particular provision does not. Am I correct that if we were to do the high-speed rail project, that the lowest estimate is it would provide 30,000 jobs?
I yield the gentlewoman an additional 30 seconds.
I yield myself the balance of my time.
Madam Speaker, when the gentlewoman from Florida was speaking about the light rail program that may expire on Friday, and I am hopeful that our Governor will understand that, a retort came from my friend from Texas about her saying about a lack of vision is what causes these kinds of matters. The gentlewoman from Florida was talking about light rail. I don't recall my friend from Texas being upset when we did light rail in Houston, and I was for that. I might add all of us know that we need to move people as best we can in other methodologies, as I have described earlier.
Madam Speaker, Democrats and Republicans must work together to invest more in our Nation's aging transportation infrastructure network; invest more, not less. We have a vision for America's future transportation infrastructure. Now we need the leadership to make it a reality. I shudder to think what would have happened to this Nation's overall national security had Dwight Eisenhower not had the vision and those Congresspersons who were here and the American people did not agree that we would have an interstate highway system. I understand that it takes money to do these things.
Let's look at Minnesota as an example. When the bridge collapsed in Minneapolis, tragically, lives were lost and a system that was a city's lifeblood had to be repaired. It has been repaired. But wouldn't it have been so much better, not just to avoid the tragedy, that's obvious, but could we not have as we do see in some of these situations, that these bridges need repair, these levees need repair. The Congresspersons from Louisiana were talking about the levees that were blown away during Katrina 10 years before that happened. I stand here today and talk about a levee in the Everglades that unless it's repaired, it is going to cause a disaster. You either pay me now on these things or you pay a whole lot later. We're not talking about not spending, not investing. We're talking about doing it wisely and with accountability.
While I support the underlying bill, I would like to express my disappointment at the closed process. My colleague comes down here and talks about all the Members are going to get a chance to come down here and they're going to get a chance to express their ideas. Well, there may be some Members that may have had an amendment that might innovate something or might improve our transportation system. My friend from Texas will claim that this is technically not a closed rule, and it's true that the rule did allow one--one--amendment by Chairman Mica, who wrote the underlying bill that I support. You heard that correctly. The only Member who is allowed to offer an amendment is the same Member who wrote the bill.
On January 5, the distinguished Speaker of this House for whom I have great respect, and he is a friend of mine, stated the following:
``Above all else, we will welcome the battle of ideas, encourage it, and engage in it--openly, honestly, and respectfully. As the Chamber closest to the people, the House works best when it is allowed to work its will.''
My colleague from Massachusetts (Mr. McGovern) offered a motion for an open rule, so these important matters could be debated openly on the House floor. But this amendment was defeated last night, or yesterday, in a party-line vote. In addition, I also made a motion to amend the rule and make in order an amendment by Delegate Holmes Norton of Washington, D.C. and cosponsored by Mr. Moran of Virginia which would simply have permitted the District of Columbia to spend its own money after March 4--in other words, this coming Friday--in the event of a government shutdown. That was defeated on a party-line vote.
I ask you, Madam Speaker, does this sound like an open process to you? I
urge my colleagues to vote ``no'' on this rule and instead pass this much-needed extension through a truly open process that allows all Members to offer amendments.
I yield back the balance of my time.
Madam Speaker, on that I demand the yeas and nays.