Mr. President, I rise to introduce the ``Rebuild America Act of 2003,'' a bill to improve our national transportation and water infrastructure and to stimulate economic growth. This bill promises to do what the latest tax cut will not:…
Mr. President, I rise to introduce the ``Rebuild
America Act of 2003,'' a bill to improve our national transportation
and water infrastructure and to stimulate economic growth.
This bill promises to do what the latest tax cut will not: provide an
immediate economic stimulus without increasing the Federal budget
deficit. Whereas the President's economic advisors have said that the
latest tax cut will create 1.4 million jobs by the end of 2004, at a
cost of $350 billion, this bill will create as many as 2 million jobs
at a tenth the cost.
These jobs could be created in as little as three months, as the bill
is specifically designed to fund transportation and water
infrastructure projects which are ready to go within 90 days.
Not only would those jobs bring some of the 9 million Americans who
are unemployed and seeking jobs back into the workforce, it would
generate long-term economic benefits from the increased productivity of
our transportation infrastructure.
This bill will do more to stimulate the economy at less cost than the
tax cut because it is directed squarely at our most urgent needs.
Unlike the recent tax cut, which largely benefits high income taxpayers
who are likely to save any windfall they receive, infrastructure
spending is necessarily injected into the economy.
According to the Department of Transportation, each $1 billion in new
infrastructure investment creates 47,500 new jobs: 26,500 direct jobs
for construction workers, engineers, contractors, and other on-site
employees, and 21,000 indirect jobs resulting from the spending
associated with the investment.
These are jobs our economy desperately needs, particularly in the
transportation and nonresidential construction sectors, which have been
hit hard by the recent downturn. While new home construction has
sustained the homebuilding trades, there are now 715,000 unemployed
private construction workers, most of whom were laid off due to a
downturn in nonresidential building. That represents an 80 percent
increase from three years ago.
As anyone who has taken a hard look at our transportation needs can
attest, federal funding for highways, transit, aviation, high-speed
rail, and ports, among other areas, remains inadequate.
Without those funds, we are on the verge of falling behind the rest
of the developed world in the quality of our infrastructure. I recently
visited the port of Hong Kong and was amazed by the automated
technology used to process thousands of containers each day with fewer
employees than would be required to move an equivalent amount of cargo
at even our most advanced ports.
And while many countries around the world, including France, China,
Germany, and Japan, now have operating MAGLEV train systems, the United
States does not have a single demonstration MAGLEV line operating
anywhere in the country.
Increasingly, global industry demands a level of efficiency and
reliability which requires substantial upgrades to existing
infrastructure. In California, where computer and electronic products
account for 51 percent of the State's manufacturing exports, the trend
is toward lighter, higher value shipments. Nationwide, shipments of
below 1,000 lbs accounted for 18 percent of total value in 1977, and 32
percent of value in 1997, a dramatic increase.
Those changes put a premium on speed and reliability, without which
``just-in-time'' manufacturing and lean inventory controls are
impossible. A company such as Hewlett Packard, which uses Intel
processors made in California in servers which it assembles in Texas,
must be able to ship processors without risk of even a 24-hour delay.
This bill takes a big step toward ensuring that level of speed and
reliability by dedicating $50 billion to infrastructure upgrades. And I
must stress the huge incremental value of that spending in the context
of reauthorization of the Transportation Equity Act for the 21st
Century, TEA-21, which is expected this year.
Reauthorization of TEA-21 will dedicate more than $250 billion toward
transportation projects over the next six years, but even that level of
funding will only allow us to tread water. Maintenance of existing
infrastructure will consume much of that spending.
To take one example, the Department of Transportation estimates that
$20.6 billion is needed annually to maintain and improve performance of
public transit systems alone.
The $50 billion provided by the ``Rebuild America Act'' will go
beyond current maintenance and actually improve overall productivity by
allowing substantial upgrades to go forward. Specifically, the bill
provides:
$5 billion in additional authority for Federal-aid highway
capital investments, drawn from the $19 billion surplus in
the Highway Trust Fund.
$3 billion in transit capital and operating grants, drawn
from the surplus in the Highway Trust Fund.
$3 billion in airport development projects, including $2
billion in airport improvement program grants to enhance
airport safety, efficiency, and capacity.
$14 billion of tax-credit high-speed rail bonds for
infrastructure construction and the acquisition of rolling
stock.
$7.5 billion for capital investment in passenger and
freight rail, including $2.5 billion for Amtrak.
$2.5 billion for port security grants to ports and marine
facility operators.
$11.5 billion for wastewater and drinking water
infrastructure, to be administered
through the existing Clean Water State Revolving Fund and
Safe Drinking Water State Revolving Fund.
$1.5 billion to fund investment in currently authorized
water resources infrastructure projects.
$1.5 billion in grants to economically distressed
communities for economic development.
$500 million for the repair and alteration of Federal
buildings.
In my home State of California, the infrastructure needs that could
be addressed by this bill are particularly great. Although the just-
completed BART link to San Francisco International Airport is a major
achievement, we still remain a long way off from the long-term goal of
ringing the Bay Area with BART stations.
And despite the recent economic downturn, California's economy
remains the engine of much of the country's economic growth, and
California's population continues to grow. That puts tremendous demands
on our roads, airports, and transit systems, and is one reason why Los
Angeles and the San Francisco Bay Area are consistently ranked as the
top two urban areas in the U.S. with the longest annual delays per
rush-hour driver.
This bill will provide a total of $1.8 billion in new funds for
California transportation and safe drinking water infrastructure, and
more than $1.5 billion more for high speed and passenger and freight
rail. All told, the bill will create well over 100,000 new jobs in
California.
That could bring us farther toward fulfilling one of California's
most urgent needs, a high speed rail link from the Bay Area all the way
south to San Diego. Without high speed rail there is little hope of
taking some of the pressure off of California's over-burdened highways
and airports.
In addition to the transportation improvements contemplated by the
bill, I would like to say a few words about the need for additional
funds for port security and clean drinking water.
Since the attacks of September 11 it has become clear that our ports
should be one of the first lines of defense against attempts to bring
weapons of mass destruction into this country. And yet the funds we
have dedicated to securing our ports have been woefully inadequate.
Last year I introduced comprehensive legislation to improve security
at our ports, and to inspect more of the 16 million containers which
come through those ports each year. Currently, only one to two percent
of those containers are inspected, and the possibility of a dirty bomb
or nuclear device being shipped in via container remains alarmingly
real.
This bill provides an additional $2.5 billion for port security,
which would go some of the way toward meeting the $6 billion in
expenses the Coast Guard anticipates over the next 10 years for ports
to comply with security standards imposed under the Maritime
Transportation Security Act.
With respect to clean drinking water, a very different, but equally
important, priority, this bill provides $11.5 billion for wastewater
and drinking water infrastructure investment. That funding is important
because the Administration continues to insist on funding cuts for the
Clean Water and Safe Drinking Water State Revolving Funds.
Even level funding will not allow us to upgrade existing water
treatment facilities, many of which were built in the 1970s, when the
federal government first began to take a major role in the construction
of drinking water infrastructure. Many of those facilities will require
substantial improvements and overhauls over the next two decades as
pipes and equipment fall into disrepair.
In the West, the magnitude of water supply contamination by
perchlorate, a chemical used in rocket fuel, has only recently become
apparent. The costs of cleaning up perchlorate in California alone will
likely stretch into the billions of dollars, and some of those funds
must come from the Safe Drinking Water State Revolving Fund, which
would receive $1.5 billion under this bill.
With the Federal budget deficit certain to top $400 billion this
year, and with the gross federal debt projected to increase by over $5
trillion by 2013, there is a real question as to where these funds will
come from.
I am glad to say, therefore, that this bill is fully offset and would
not add at all to our deficit. The bill uses three offsets to recoup
the $34 billion cost of the bill, two of which are designed to limit
corporate fraud, and the last of which extends customs user fees.
The bulk of the funds used to offset the bill are generated by
limiting the ability of large corporations to shelter income from
taxation. A recent report by the Joint Economic Committee on corporate
fraud at the Enron Corporation speaks to the magnitude of this problem.
For several years Enron reported huge profits to its shareholders,
while reporting little or no taxable income to the IRS. We now know
that Enron executives treated their tax division as a for-profit entity
within the company and set annual revenue targets for the division.
Between 1996 and 1999, Enron reported aggregate profits of $2.1
billion on its income statement, while claiming aggregate losses, for
tax purposes, of $3 billion. Some of that gap can be explained by the
massive tax deductions Enron took for employee stock deductions, and
the rest stemmed from the closely guarded tax-shelter transactions
designed for the company by banks, accountants, and legal firms.
This bill closes those Enron-specific loopholes, but also strengthens
a very simple provision which will have a big impact on shutting down
future loopholes.
The so-called ``Economic Substance Doctrine'' imposed by the bill
states that any transaction which has no material economic impact on
the business of the company, but which is purely designed for the
purpose of tax avoidance, shall be disallowed for tax purposes.
That will allow enhance the ability of tax courts to crack down on
companies that engage in off balance sheet transactions, artificial
income shifting, uneconomic financing transactions, and other tax
avoidance schemes which are not designed to provide any profit to the
company beyond a tax savings.
In the same vein, the bill puts an end to the practice of setting up
corporate headquarters offshore in order to avoid corporate taxes at
home. This practice is not only blatantly unpatriotic, but also creates
an imbalanced playing field for companies that abide by the spirit of
the law but are forced to compete with firms that don't.
This bill will require such corporate expatriates to continue to pay
U.S. taxes even if they move abroad. All told, these provisions fully
offset the cost of the infrastructure improvements included in the
bill.
Just about any American you talk to will tell you that our economy is
not in good shape. A quick look at the front page of newspapers shows
that our stock markets remain well below their 2000 high, that more
people face long-term unemployment than at any time in the past two
decades, and that businesses are not making new investments.
The tax cut which was recently signed into law is the wrong medicine
for our economy, and will do little to reverse our current course. In
fact, it may well increase uncertainty and act as a long-term drag on
the economy by increasing the federal debt and putting pressure on
long-term interest rates.
I urge my colleagues to support this bill as a much better means of
stimulating economic growth, and one which will pay long-term dividends
in terms of improved roads, railways, and water treatment facilities.
Rather than simply hand down a burden of debt to our children and
grand-children, this bill would create a lasting legacy of modern
infrastructure for their benefit.