Mr. President, I am very pleased to rise following my good friend from Montana, with whom I served last year as the subcommittee leaders of the Environment and Public Works Committee. We worked in a bipartisan way, and I appreciate that…
Mr. President, I am very pleased to rise following my good friend from Montana, with whom I served last year as the subcommittee leaders of the Environment and Public Works Committee. We worked in a bipartisan way, and I appreciate that working relationship this year again. The EPW has worked on a bipartisan basis on this very important bill, and we have shown it by the number of people who signed letters asking that they move the bill. We have seen it in the vote on cloture. I thank the leadership in this body, particularly Chairman Boxer and Ranking Member Inhofe.
This bill before us today and next week, the Water Resources Development Act, or WRDA, is long overdue and badly needed. As has already been said, it authorizes projects under the jurisdiction----
Yes, I am happy to.
Mr. President, I appreciate the kind comments of my friend from Montana. I wish there were more issues on which we could work so closely, but this one I view as a vital investment in our Nation's future. This is something we ought to be able to come together on as Republicans and Democrats, conservatives and liberals, and say we need to build for the future.
As my colleague from Montana has said, the programs administered by the Corps are of tremendous value to the entire Nation. They provide drinking water, electric power production, river transportation, recreation, flood protection, environmental protection and restoration, and emergency response.
Few agencies in the Federal Government touch as many citizens as the Corps does. The Corps provides one-quarter of our Nation's total hydropower output. If you are looking for pollution-free power, it is hydropower. The Corps operates 463 lake recreation areas; moves 630 million tons of cargo, valued at over $73 billion annually through our inland system; manages over 12 million acres of land and water; provides 3 trillion gallons of water for use by local communities and businesses; and has prevented an estimated $706 billion in flood damage within the past 25 years with an investment one-seventh of that value. During the 1993 flood alone, an estimated $19.1 billion in flood damage was prevented by flood control facilities in place at that time.
Regrettably, I must tell my colleagues that as we debate this bill on the floor, a flood is currently striking Missouri. I talked with a top Corps official from Missouri yesterday, who said the flood and its impact now may be as great as the disaster of the 1993 floods. I will be going there tomorrow to survey the damage. Floods are a fact of nature, and a good levee system can reduce the damage.
The WRDA bill is a bipartisan bill traditionally produced by Congress every 2 years. As a matter of fact, you could say this is the 2002 WRDA bill about 5 years late. Better late than never.
The bill makes possible all of America's major flood control projects, coastal protection, environmental protection and restoration, transportation and recreation on our major waterways.
Despite its importance, however, we have not passed a WRDA bill since 2000. The longer we wait, the more unmet needs pile up and the more complicated the demands upon the bill become. I think the public voice is loud, clear, and spoken often regarding how they feel about our long overdue and much-needed WRDA legislation.
We believe the bill before the Senate is a good one, balancing the needs of our States for environmental restoration of key waterways and for navigation projects that create economic growth and keep our economy going.
The bill before us will create jobs, spur economic development and trade competitiveness, and improve the environment. It is financially responsible. To say it is widely supported is an understatement. It passed the Senate Environment and Public Works Committee last year by a voice vote and, in the 109th Congress, 80 colleagues signed a letter urging floor action.
A few weeks ago, the House cleared a companion bill with a vote of 394 to 25, and in the 109th Congress, they passed it with 406 votes. Last year, we merely ran out of time in conference. That is why I am glad the bill was passed out of committee and brought to the floor in a timely manner. We cannot afford to let the time run out on the bill in this Congress.
In the last 20 years, environmental protection has become a primary Corps mission. Our water resources perform a variety of functions simultaneously. They can provide transportation and protection from floods and protect habitat for many species.
Similarly, when it comes to Corps projects, navigational and flood control projects can and should be environmentally sound. Environmental restoration can help prevent or minimize flooding during the next major storm.
The Corps is leading some of the world's largest ecosystem restoration projects. The commanding feature of this bill is its landmark environmental and ecosystem restoration authorities. More than half the bill consists of authorization for environmental restoration projects.
Think of all the major waterways that are important to America, to our environmental heritage, to recreation, and to commerce. This bill affects all of them.
Among the projects, this bill restores wetlands in the upper Connecticut River basin in Vermont and New Hampshire, restores oyster habitats in the Chesapeake Bay, restores fisheries in the Great Lakes, implements an environmental management program for the Rio Grande River, continues restoration of the Florida Everglades, restores areas of coastal Louisiana damaged by Hurricanes Katrina and Rita, restores habitat on the upper Mississippi and Illinois water systems, and restores oyster habitats on the Long Island Sound.
Flood control obviously is important. If we learned anything about Mother Nature in the last 15 years, it is that we very often need protection from her storms. Hurricanes Katrina and Rita obviously are devastating examples.
The good news is that Corps projects have prevented an estimated $706 billion in flood damage within the last 25 years with an investment of one-seventh that amount.
During the 1993 flood alone, an estimated $19.1 billion in flood damage was prevented by flood control facilities in place at the time.
This legislation authorizes flood control projects in California, Louisiana, New Jersey, New York, Pennsylvania, Maryland, West Virginia, Minnesota, Kentucky, South Carolina, Idaho, Washington, Missouri, Iowa, New Mexico, and Arkansas, to name a few.
Transportation efficiency is another benefit. While the majority of this legislation is for environmental protection and restoration, a key bipartisan economic commission we include provides transportation efficiency and environmental sustainability on the Mississippi and Illinois Rivers.
As the world becomes more competitive, America must also. From 1970 to 2003, the value of U.S. trade increased twenty-fourfold and 70 percent since 1994, an average annual growth rate of over 10 percent. We can expect demand for U.S. exports to dramatically increase over 34 years. We must ask ourself, or that part of our exports that are commodities: Will there be growth in transportation in the next 20 to 50 years to accommodate the growth in demand for commercial transportation?
If we listen to the Department of Transportation, they are already predicting the congestion on our roads will double in the next quarter of a century.
From where I sit, capacity on the rails is at a maximum. It is a lot tougher to build a new railroad than it is to maintain the locks on an existing waterway system. If we think our roads are congested now, think of what will happen if we cannot relieve the pressure on our highways. Water transportation is an inadequately tapped capacity, and it is good news because water transportation is efficient, it is safe, it conserves fuel, and it protects the air and the environment. One medium-size barge tow can carry the same amount of freight as 870 trucks. That fact alone speaks volumes to the benefits of water transport. With oil prices at a record $72 per barrel, consider the advantage of a twin engine barge that can carry the equivalent of 870 trucks.
Over the past 35 years, waterborne commerce on the upper Mississippi River has more than tripled. It currently carries 60 percent of our Nation's corn exports and 45 percent of our Nation's soybean exports. It does so at two-thirds the cost of rail when and if rail is available.
In Missouri alone, we ship 34.7 million tons of commodities, with a combined value of more than $4 billion, and it isn't just agricultural products. It includes coal, petroleum, aggregates, grain, chemicals, iron, steel, minerals, fertilizers, and other commodities.
The sad fact is our navigable waterways are in environmental and economic decline. Jobs, markets, and the availability of habitat for fish and wildlife are at stake. The American Society of Civil Engineers grades navigable waterways infrastructure with a D-minus, with over 50 percent of the locks functionally obsolete despite increased demand. These locks were built 75 years ago with a life expectancy of 50 years. If you look at the locks when they are locking through a tow, they don't just leak, they shed tons of water. They are past the stage where continued application of chewing gum and duct tape are going to protect the water transportation infrastructure we need.
This bill is a plan that gets the Corps back in the business of building for the future rather than haggling about predicting it. The legislation contains authorization for funding to improve navigation on a number of our waterways in several States--Louisiana, Texas, Alaska, Virginia, Delaware, Maine, Oklahoma, and South Carolina. My interest is a key piece of the bill that modernizes locks and dams on the upper Mississippi and Illinois Rivers.
We authorize capacity on locks 20 to 25 on the Missouri River in Peoria and LaGrange on the Illinois. New 1,200-foot locks on the Mississippi will provide equal capacity in the bottleneck region downstream of the 1,200-foot lock 19 at Keokuk and upstream locks 26 and 27 near St. Louis.
What happens with the 600-foot lock as now exists today? All the modern tows are 1,200 feet long, so we have to double lock through them, push half the barges in, lock them down, bring the water down, push the other half of the barge in, lock it down. That is a tremendous bottleneck, and even though 600-foot locks are in very degraded condition, half the cost of the new locks will be paid by private users who pay into the inland waterways trust fund. Additional funds would be provided for mitigation and small-scale and nonstructural measures to improve efficiency.
There is lots of talk around here about wanting to increase trade. All the productive farmers, commercial family farms in Missouri know that trade is essential, not only for their well-being, but for the strength of the economy to bring revenue to rural communities and the rest of the world. But we can't have those without the basic transportation infrastructure necessary to move goods from buyers to sellers. New efficiency helps give our producers an edge that can make or break opportunities in the international marketplace.
As we look 50 years into the future, we have to ask ourselves a fundamental question: Should we have a system that promotes growth or should we be confined to a transportation straitjacket designed not for 2050 but for 1950 or earlier with paddle wheel boats?
Further, we can ask ourselves if dramatic investments should be made to address environmental problems and opportunities that exist on these great waterways. In both cases, the answer to me, and I hope a majority of this body, must be, of course, we must modernize and improve.
Seventy years ago, some argued that a transportation system on the Mississippi River was not justified. But Congress bravely stepped forward and decided it would not try to predict the future but to shape the future and decide to invest in a system despite the naysayers. Over 84 million tons per year later, clearly the decision was wise.
A couple years ago, a veteran chief economist at the USDA, talking about transportation efficiency and the ability of farmers to win markets and higher prices, said that transportation is fundamentally related. He predicted that corn exports should rise over the next 10 years by 45 percent, and 70 percent of that will travel down the Mississippi River.
This decision to improve the waterways has not been taken lightly. All decisions have been documented and coordinated with an interagency Federal principles group, independent technical reviews and stakeholders and have been made available for public review and comment.
The Corps of Engineers spent $70 million completing an anticipated 6- year study that actually took 14 years to complete. That was only three times over budget. During that period, there have been no less than 35 meetings of Governors' committees, 28 meetings of economic coordinating committees among the States, and a minimum of 44 meetings of the Navigation and Environmental Coordination Committee;
additionally, 130 briefings for special interest groups, 25 newsletters, at least 6 sets of public meetings in 46 locations with over 4,000 people in attendance. There are some who say we ought to study it some more. Give me a break. To say the least, this has been a very long transparent and representative process, and while we have been studying, our competitors have been building.
One of the saddest sights I have seen recently is a picture of exports from New Orleans. Rather than exporting American commodities, do you know what they are exporting? Barges. They are exporting barges and tow boats that couldn't operate efficiently on the existing lock system to Brazil and other areas so they can have modern transportation means that will eat our lunch both literally and figuratively.
Given the extraordinary delay so far and given the reality that large-scale construction takes not weeks, not months but decades, further delay is no longer an option. That is why I am very pleased to join a bipartisan group of Senators who agree we must improve the efficiency and the environmental sustainability of our great resources.
The transportation efficiency provisions are supported by a broad- based group of States, farm groups, shippers, labor, and those who pay taxes into the trust fund.
Of particular note, I appreciate the strong support from the carpenters, corn growers, farm bureau, soybean growers, energy and construction materials industry.
Additionally, I thank Senators McCaskill, Durbin, Obama, Grassley, and Harkin for their strong bipartisan support as well.
As for the budget, for some, this bill is too small; for others, it is too big. It is important to understand the budget implications of this legislation in the real world. We are contending with difficult budget realities. It is critical that we be mindful of those realities as we make investments in the infrastructure that supports those who manufacture, grow, buy, and sell products so we can expand our economy, create jobs, secure our future, and pay the taxes our Government needs to continue providing support for the infrastructure.
This is an authorization bill. It does not spend $1--not $1. It makes projects eligible within budget constraints. With the allocation provided the Appropriations Committee, the Congress and the President will fund projects deemed to be of the highest priority. The remaining will not be funded because of budget issues. This WRDA process simply allows for projects to be considered during the process of appropriations. Some will measure up, some will not, although the ones in this bill have gone through rigorous examination to get this far.
I believe we strike a balance that disciplines the new projects to criteria fairly applied while addressing a great number of water resource priorities.
This legislation is supported by the National Waterways Alliance, the American Shore and Beach Preservation Association, the California Coastal Coalition, AASHTO, and 250 other organizations.
My thanks to the Environment and Public Works Committee, its leadership, its staff, the staff of the Subcommittee on Transportation and Infrastructure for their hard work and the commitment to bring WRDA to the floor in a timely manner.
Again, I particularly thank Chairman Boxer and Ranking Member Inhofe for their forbearance. I look forward to debate and final passage.
I yield the floor, and I suggest the absence of a quorum.