Floor Statements

Mr. Speaker, I rise today to honor the life and legacy of Paul Roberts, a dedicated public servant, environmental advocate, policy expert, musician and proud resident of Everett, Washington. Sadly, Paul passed away on June 24, 2026 after a courageous battle with cancer.

Paul Roberts was instrumental in making Everett the city it is today. His legacy can be seen in the fabric of everyday life in Everett--in its environmental plans, transportation investments, schools, arts and music scene and in its future light rail system. Whether as a city planner, policy consultant, representative for regional boards or as a long-time member of the Everett City Council, Paul used his extraordinary talents to serve the people of Everett and the greater Puget Sound region.

From a deep passion for protecting our cherished environment, to his foresight on bringing the naval base to Everett, Paul was the embodiment of what a lifelong public servant is. Even after leaving the City Council, he continued his work in public service for my office, ensuring that local communities benefited from the Bipartisan Infrastructure Law. His knowledge of local government and unwavering focus on delivering results helped Northwest Washington communities access critical resources to build a cleaner, greener, safer and more accessible transportation network.

Paul was one of the kindest, most dedicated and hardworking people I have ever known. He was an amazing mentor and inspiration for the members of my staff that were lucky enough to work with him. He had a real gift for bringing people together to seek common ground and solve tough problems.

Mr. Speaker, Paul Roberts' impact on Everett and Northwest Washington is immeasurable. I ask my colleagues to join me in honoring his remarkable service, celebrating his legacy, and extending our deepest condolences to his wife, Marianne, their family and all who were fortunate to know and work alongside him.

Mr. Speaker, I rise in support of my bill, H.R. 2860, the Northwest Straits Marine Conservation Initiative Reauthorization Act.

The Northwest Straits Marine Conservation Initiative started as a bipartisan, homegrown idea. Thanks to the foresight and hard work of Democratic Senator Patty Murray and my predecessor here in the U.S. House of Representatives, former Representative Jack Metcalf, and local stakeholders, Congress created the Northwest Straits Marine Conservation Commission in 1998.

The commission works with seven county-based marine resources committees, or MRCs, in northwest Puget Sound. Five of these seven MRCs are in the five counties I represent in northwest Washington State.

Over the past 20 years, the commission's bottom-up approach has ensured that local communities and Tribes have the resources and expertise that they need to keep marine habitats healthy and recover endangered and threatened species, including the southern resident killer whales and salmon.

My bill would reauthorize the Northwest Straits Marine Conservation Commission for 7 years, ensuring the commission can continue its work to restore the marine ecosystem of the Northwest Straits region, including by restoring shoreline in Skagit County, conserving Olympia oysters in Whatcom County, monitoring kelp beds in Island County, removing derelict vessels in San Juan County, and surveying forage fish eggs in Snohomish County.

Mr. Speaker, all of these projects work in tandem, or work together, throughout the Puget Sound in order to increase the whole health of the Puget Sound. Not only do these projects restore the environment, but they are also supporting local jobs.

According to the commission, the Northwest Straits region creates 16,000 jobs in Washington's commercial and recreational fishing industries and $150 million in economic input for the State's aquaculture industry.

The commission partners with ports, local authorities, State agencies, marine-based businesses, and Tribes on everything from trapping invasive European green crab that threaten local shellfish economies, to helping boaters identify and communicating eelgrass locations, which are poor anchorage sites but important for commercial and recreational marine species.

This is locally driven, job-creating work that Congress should continue to support.

I thank Representative Emily Randall for co-leading this bill; Senators Murray and Cantwell for their partnership in the Senate; and Representatives Marilyn Strickland, Suzan DelBene, Adam Smith, Pramila Jayapal, and Kim Schrier, all my colleagues here in the House, for cosponsoring this bill.

I thank the many partner organizations in our State, whose advocacy and hard work got the bill to this point, particularly the Northwest Straits Advisory Commission and the Puget Sound Partnership.

Finally, I thank Ranking Member Huffman, Chair Westerman, and the entire House Natural Resources Committee--the members of the committee and the staff--for working with my office to move this bill forward.

Mr. Speaker, I urge my colleagues to support this bill to keep the momentum going to restore marine habitat, protect Washington State's environment, and create more jobs in northwest Washington State.

Mr. Speaker, I missed votes on Friday, May 15, 2026, for an important family commitment. I will be present and voting when the House returns to session this week. Had I been present, I would have voted; NAY on Roll Call No. 174, and YEA on Roll Call No. 175.

Madam Speaker, I yield myself such time as I may consume.

Madam Speaker, I rise today in support of H.R. 7613, the Airspace Location and Enhanced Risk Transparency Act, or the ALERT Act, as amended, bipartisan legislation introduced by T&I Committee Chair Sam Graves, House Armed Services Committee Chair Mike Rogers, Ranking Member Adam Smith of the Armed Services Committee, and myself, as the ranking member of the T&I Committee.

This bill responds to all the probable causes of the tragic midair collision near Washington National Airport, DCA, on January 29, 2025.

On that evening, American Airlines Flight 5342 arriving to DCA from Wichita, Kansas, and an Army UH-60 Black Hawk helicopter flying a routine training mission collided above the Potomac River, resulting in 67 tragic

deaths, representing the deadliest U.S. aviation accident since 2001.

To the families and loved ones of those lost in this tragedy: You certainly have my deepest condolences. What you have gone through is unimaginable, and you have my sincere gratitude for your advocacy. Your tireless efforts to effect real change and improve aviation safety have made this bill better.

I also thank the chair of the NTSB, Chair Jennifer Homendy, her investigators, and the staff for their diligent work to uncover the cause and contributing factors of this accident, as well as their valuable input as our committee developed and refined this legislation.

After the accident, the NTSB was on the scene and initiated its thorough investigation into determining the probable cause, identifying factors and findings, and issuing recommendations to the appropriate Federal agencies.

The NTSB published its final report in February that contained the probable cause of the collision, its findings, and 50 new safety recommendations directed to the Department of Transportation and the Department of Defense. Today, we are considering legislation that responds to all the NTSB's safety recommendations.

The ALERT Act has been bipartisan from its inception and is the result of productive, good-faith collaboration between the T&I and Armed Services Committees and the impacted agencies. Since the D.C. midair tragedy involved both the FAA and the DOD, the solution has to involve both committees to make lasting changes.

This bill we are considering today--as I like to call it, the ALERT Act version 7.0--looks vastly different from the legislation introduced in February, version 1.0.

It incorporates feedback from the families of the victims, the NTSB, and other stakeholders who have helped make the ALERT Act a truly comprehensive safety bill that works to address all 50 NTSB safety recommendations.

The legislation contains a sense of Congress and 23 provisions requiring the FAA and the DOT to act on safety recommendations issued in the NTSB's final report.

These provisions require ADS-B In and collision prevention technology on virtually all aircraft, enhance air traffic control training and traffic management procedures, modernize ATC facilities and technology, address deficiencies in DOT and FAA's safety culture, and strengthen the safety of the national airspace system and safety in the airspace around DCA.

A key provision of the ALERT Act is its equipage requirement for collision prevention technologies, including what we call ADS-B In.

The important thing to know about ADS-B In is it is only one part of a collision prevention equation in the ALERT Act. While useful, ADS-B In must be paired with the right system in the cockpit--the right displays, the right audible alarms, the right software--to effectively increase a pilot's situational awareness.

As a result, the ALERT Act not only requires ADS-B In but also requires each aircraft to have collision prevention technology. For all mainline air carriers, this ADS-B In enabled ACAS Xa is what we call the next-generation collision avoidance system.

For everyone else who is currently required to have ADS-B Out, they will be required to have any of the ADS-B In-enabled collision prevention technologies that also meet a strict set of minimum requirements.

These ADS-B In capabilities, fed into the right collision prevention technologies, provide pilots with an unprecedented level of situational awareness and will increase the safety of the airspace across the country.

The time to act is now. House passage of the ALERT Act is the next step in delivering on Congress' safety commitment to the flying public and addressing all 50 NTSB recommendations.

Moreover, passage of the ALERT Act in the House will allow us to begin critical discussions with the Senate on a final legislative response to the DCA midair tragedy.

I urge all my colleagues to support the ALERT Act, as amended. I reserve the balance of my time.

Madam Speaker, I yield 3 minutes to the gentleman from Indiana (Mr. Carson).

Madam Speaker, I yield 2 minutes to the gentlewoman from Oregon (Ms. Hoyle).

Madam Speaker, I yield 3 minutes to the gentleman from Virginia (Mr. Beyer).

Madam Speaker, I yield 3 minutes to the gentleman from Virginia (Mr. Subramanyam).

Madam Speaker, I yield myself the balance of my time.

Madam Speaker, we must do everything that we can to prevent another midair collision and to improve aviation safety. That is why I support H.R. 7613, as amended, and urge my colleagues to do the same.

Madam Speaker, I yield back the balance of my time.

Mr. Speaker, I rise today to honor the life and legacy of Allison Larsen, a dedicated educator and principal of Edmonds-Woodway High School in Edmonds, Washington, whose impact on her school and community will be felt for generations. Sadly, Allison passed away on March 15, 2026 after a courageous battle with cancer.

Allison devoted her career to serving students, families and staff with compassion, integrity and an unwavering commitment to the power of education. She joined Edmonds-Woodway High School in 2014 as an assistant principal, where she quickly earned the trust and admiration of those around her. In 2020, she became the school's principal, leading

with a steady hand, a caring heart and a deep belief in the power of education to transform lives.

Throughout her professional career, Allison was known for her genuine care for people and her ability to build meaningful relationships across her school community. She believed deeply in the work of educators and took great pride in supporting students and staff in achieving their fullest potential. Her leadership reflected both high expectations and heartfelt compassion, ensuring that every student felt seen, supported and valued.

Even in the face of a terminal illness, Allison's dedication to her school never wavered. She remained committed to uplifting those around her, leaving behind a legacy defined by kindness, strength and purpose.

Allison was also a beloved member of the Larsen family as the wife of my cousin Mike, and our family deeply mourns her passing. Allison added spice to family events with her wit and insights. We will all terribly miss her.

Mr. Speaker, Allison Larsen's impact on Edmonds-Woodway High School and the broader Edmonds School District community is immeasurable. Her life stands as a testament to the profound difference one educator can make. I ask my colleagues to join me in honoring her remarkable service, celebrating her legacy and extending our deepest condolences to her husband, our family and all who were fortunate to know and work alongside her.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, today I rise in opposition to H.R. 7084, the Defending American Property Abroad Act of 2026.

As we have seen with recent vessel boardings and border operations, the Coast Guard has broad authority to enforce American laws on the water.

The Coast Guard routinely interdicts drugs and migrants, enforces fisheries laws, and ensures the safety of property and life at sea.

In fiscal year 2025, the Coast Guard set record breaking numbers. The service seized over 510,000 pounds of cocaine in the maritime domain, over triple its yearly average.

Even more impressively, the Coast Guard saved over 2,200 lives and over $40 million of property by running over 6,700 search and rescue cases. They do all this while protecting global fish stocks and by enforcing domestic and international fisheries laws.

H.R. 7084 does not help the Coast Guard address violations of the law at sea. Instead, the bill inserts the Coast Guard into what is a property dispute between a U.S. company and the Mexican Government that, if anything, will only add to the Coast Guard's burden.

The Coast Guard is already strained in its ability to effectively conduct its missions.

Just last week, the Vice Commandant testified before the Committee on Transportation and Infrastructure that the Coast Guard is a $20 billion organization operating on a $13 billion budget.

H.R. 7084 prohibits vessels, commercial shipping or cruise vessels, from entering or operating in U.S. waters if that vessel made a port of call at a port that was nationalized or expropriated by another company from a U.S. citizen or company.

Now, requiring the service to identify and prohibit vessels from entering U.S. waters due to an international property dispute further strains the service's resources.

This legislation is meant to only apply to one port in Mexico, but it is written so broadly it could encompass disputes in other countries and with other companies both today and in the future.

Now, Congress has many pressing issues that we should be considering today. The President himself has promised less war and lower prices. Instead, the American public is getting more war and higher prices.

I wish we were taking time today to discuss those lower costs for my constituents.

I wish we were taking time today to discuss those lower costs for my constituents. Instead, we are interjecting Congress into an international land dispute.

Now, I want to be really clear. I am sympathetic to the plight of this particular U.S. company involved in this dispute. This legislation doesn't solve their problem. That solution can be found, and opportunities are available through diplomacy and even trade agreements but not really legislation.

For those reasons I will be voting ``no'' on this legislation.

Mr. Speaker, I reserve the balance of my time.

Mr. Speaker, I yield 3 minutes to the gentleman from California (Mr. Carbajal).

Mr. Speaker, I yield 3 minutes to the gentleman from Illinois (Mr. Garcia).

Mr. Speaker, I yield 2 minutes to the gentleman from Alabama (Mr. Figures).

Mr. Speaker, I yield 2 minutes to the gentlewoman from Alabama (Ms. Sewell).

Mr. Speaker, I yield myself the balance of my time to close.

Again, I just reiterate, the bill before us today does not resolve this dispute between the Mexican Government and an American company. There are tools available and that continue to be available to resolve that. It gives the Coast Guard more work on top of all the work our U.S. Coast Guard is already doing.

I had an amendment in the Rules Committee. They rejected an amendment that would have required the President to consider potential costs before exercising the authorities granted in this bill. That Rules Committee amendment was rejected.

Arbitration, treaties, trade agreements, these mechanisms exist to solve international disputes. These are appropriate venues for this dispute and not legislation. For those reasons, I will be voting ``no.''

In conclusion, I do want to note something. These 13 to 14 bills that came before this body earlier this week from the Transportation and Infrastructure Committee--those were on suspension. This one was not. But it needs to be said that the Transportation and Infrastructure Committee works extremely well. We see ourselves as an island of partnership in a sea of partisanship in the U.S. Congress.

Even though this bill may not fit that bill, the Committee works that way because of one person, and that one person is Representative Sam Graves.

This morning, it was announced that Sam will not be running for reelection.

I wanted to take this brief moment as part of my time in closing to just note that we are going to be losing a fierce advocate for infrastructure investment and for transportation safety with his announcement that he will not run again.

Sam and I have served together nearly 26 years. We came in together. In recent years, we have developed a partnership that overrode the partisanship in Congress. This body has dealt with the Federal Aviation Administration reauthorization, a Coast Guard reauthorization, a Water Resources Development Act reauthorization, and a lot of other things. We have passed a FEMA act that reforms FEMA. We have yet to get that to the floor. We certainly want to see that get to the floor.

Importantly, we are working right now on a bill to reauthorize the surface transportation authorization to fix roads, bridges, highways, transit, rail, and some other things. We are working on that right now. That work continues to progress, all because of the work of Representative Sam Graves.

Although the House is losing Sam, his home is regaining him back in Tarkio, Missouri, at some point at the end of this year. His family is getting him back. I have always said that Sam likes three things in life: his grandkids, vintage aircraft, and Congress, and in that order.

I thank Sam Graves for his friendship and his partnership and helping us to continue to do the work of this Committee to bring bills to the floor that we can debate in a manner that is respectful of the body that we all get to serve in.

Mr. Speaker, I yield back the balance of my time.

Mr. Speaker, on that I demand the yeas and nays.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, last month marked the 1-year anniversary of the D.C. midair collision where a U.S. Army Black Hawk helicopter collided with American Airlines Flight 5342 near Washington National Airport, or DCA, tragically claiming all 67 lives aboard both aircraft.

It was the first mass-casualty commercial plane accident in the United

States in nearly 16 years and marked the end of one of the longest streaks without such an accident in U.S. history.

This devastating accident is a stark reminder that we have to remain vigilant in our pursuit of aviation safety. More can always be done to make air travel safer. We owe it to the victims, to their families, and to the flying public to leave no stone unturned and to learn every lesson we can.

I thank the friends and families of the victims. Their presence keeps loved ones' memories alive, and their advocacy reminds us to focus on this unwavering pursuit of improving aviation safety.

After the D.C. accident, the National Transportation Safety Board started its thorough investigation. Like every accident, the House waited for the NTSB's final report and recommendations. Now, we do that deliberately to give the agency's investigators the room to pursue every lead and vet every theory, especially when it comes to complex accidents.

This patience proved to be prudent. For instance, the hypothesis that ADS-B In coupled with the right interface could have given more warning was in fact correct.

However, some of the NTSB's initial theories about ADS-B Out usage were ultimately not included as part of the probable cause.

Allowing NTSB investigators to pull on threads and test their theories is important, and it is why the House did not rush an investigation but instead allowed for the final conclusions from the entire Board.

When it comes to the ROTOR Act, I appreciate the urgency to act on the safety gaps in our aviation system. Although I disagree with the ROTOR Act's approach and have concerns about how it executes, both the ROTOR Act and the ALERT Act--the House Committee on Transportation and Infrastructure and the Committee on Armed Services' response to the D.C. accident--seek to respond to this tragedy in their own ways.

While I know some have attempted to pit the bills against each other, suggesting there could only be one right bill to respond to the tragedy, we all do want the same thing. As the chair of the full committee said, we want to make our skies safer.

The ROTOR Act responded first before the NTSB's investigation was complete. As a result, it only addresses a few of NTSB's final 50 recommendations. All of the NTSB's recommendations are important and deserve to be considered by Congress and implemented by the respective Federal agencies. Bypassing the House's regular order and forcing the ROTOR Act through this typically deliberative process doesn't get us to this goal.

That brings me to the ALERT Act, the comprehensive bipartisan House response to the NTSB's recommendations on the D.C. midair collision. Chair Graves of the Committee on Transportation and Infrastructure, Chair Rogers of the Committee on Armed Services, Ranking Member Smith, and I introduced this bill.

The ALERT Act was bipartisan from its inception and emerged from productive and good-faith collaboration between the Committee on Transportation and Infrastructure and the Committee on Armed Services.

It also builds on the ROTOR Act's momentum and tackles many of the issues the ROTOR Act does not address. For instance, the ROTOR Act's ADS-B In mandate doesn't apply to military aircraft since the FAA Administration equipage requirements don't apply to military aircraft. The ALERT Act does.

The House Committee on Transportation and Infrastructure purposely partnered with the House Committee on Armed Services to make sure that both the FAA and the Department of Defense have strong ADS-B requirements. The D.C. midair tragedy involved both the FAA and the DOD. Consequently, the solution needs to involve both of the committees.

Through that partnership, the ALERT Act is truly comprehensive. It works to address all 50 recommendations.

Now, the excellent work of the NTSB investigators provided a thorough report that identified many--not just one--goals which Congress has to now pursue. The ALERT Act is the necessary response and narrowly focuses on the NTSB recommendations. Each provision can be tied to one or more of the NTSB recommendations and corresponding findings.

To the critics of the ALERT Act, I just say that legislating is a collaborative process. A bill is introduced as a draft until it is passed, and until then, all feedback is welcome.

Upon introduction, we immediately requested that the NTSB and FAA provide feedback, and we have solicited stakeholder input from many folks to ensure that we get the ALERT Act's swift implementation. We are still getting feedback. The ALERT Act works to address all of the NTSB recommendations. These recommendations deserve full consideration by Congress.

In the meantime, the ROTOR Act and the vote before us this week address just a small percentage of these recommendations.

Now, the NTSB has nearly 200 outstanding aviation recommendations, dating back to the year 2000. If the ROTOR Act passes as is, all we are doing is adding 45 or more recommendations to this long list that Congress has already not acted on.

If the Speaker can, in fact, promise the Senate that the Senate gets a vote on their bill--that only partially addresses the tragedy--then I certainly hope the Office of the Speaker can promise a floor vote on the one bipartisan joint committee House bill that comprehensively addresses all of the issues.

Mr. Speaker, I reserve the balance of my time.

Mr. Speaker, I yield 2 minutes to the gentleman from Virginia (Mr. Beyer).

Mr. Speaker, I yield 1 minute to the gentleman from Rhode Island (Mr. Amo).

Mr. Speaker, I yield 2 minutes to the gentleman from Virginia (Mr. Subramanyam).

Mr. Speaker, I appreciate this opportunity to speak on the ROTOR Act and on the ALERT Act. I really appreciate the bipartisan work and joint committee work done here in the U.S. House to produce the ALERT Act, the comprehensive response to the tragic DCA air crash.

I look forward to continue working with the T&I Committee and the House Armed Services Committee to bring that bill into markup in committees and onto the floor as soon as possible if we are allowed to.

Mr. Speaker, I yield back the balance of my time.

Mr. Speaker, I rise today to recognize and celebrate Colonel Margarethe ``Grethe'' Cammermeyer's contributions to LGBTQ rights and neuroscience nursing in the United States.

Born in Oslo, Norway, Grethe became a citizen in 1960 and joined the Army Nurse Corps in 1961 when she was just 19 years old. After finishing college, she served on active duty as an Army nurse in Germany, the U.S. and Vietnam. She later earned a master's degree and Ph.D. from the University of Washington's School of Nursing. She served concurrent careers in VA medical centers, the Army Reserves and the National Guard.

In 1988, while answering a question during a routine security clearance interview, Grethe disclosed that she was a lesbian. The National Guard then began military discharge proceedings against her, but Grethe challenged this action in federal court. In June 1994, a

federal court ruled that her discharge and the ban on gays and lesbians serving in the military were unconstitutional, paving the way for future LGBTQ service members in our armed services. After returning to the National Guard, she served courageously as one of the few openly gay or lesbian people in the U.S. military until her retirement in 1997.

Grethe is a decorated member of the U.S. military and a nationally recognized practitioner of neuroscience nursing. With a focus on neuroscience, she has been an active researcher and author or contributor to dozens of publications. She has been recognized as the Veterans Administration Nurse of the Year in 1985, earned the Bronze Star for Service in Vietnam, and was Chief Nurse of the Washington National Guard.

Throughout her career, she challenged policies that discriminated against married women and married women who became pregnant. In 2010, after 17 years of advocating for the repeal of ``Don't Ask, Don't Tell'', Colonel Cammermeyer led the Pledge of Allegiance during President Obama's ceremony repealing the policy. Gay men and women are now allowed to serve openly in the military because of her determination and persistence. In 2012, after same-sex marriage was legalized in Washington State, Grethe and her partner Diane Divelbess became the first same-sex couple to receive a license in Island County. Grethe is not just celebrated among her Island County neighbors but recognized nationwide for her contributions to LGBTQ rights.

Mr. Speaker, it is an honor to commend Grethe for her outstanding courage, dedication to expanding the field of neuroscience nursing and enduring legacy of service to her community. I ask my colleagues to join me in expressing our deepest gratitude for her service.

Mr. Speaker, I rise today to recognize and celebrate Lisa Janicki's service as a County Commissioner for Skagit County, Washington.

Commissioner Janicki was first elected to the Skagit County Board of County Commissioners in November 2014, following a career of more than thirty years as the Chief Financial Officer for Janicki family businesses.

During her eleven years in office, Commissioner Janicki has been a tireless leader in fighting the opioid epidemic across our communities and Washington state, advocating for policy solutions, programs and investments to end this scourge and repair the incredible damage it has caused. She has worked collaboratively with the county's partner jurisdictions to increase services available for community members in need of urgent crisis support. She was a founding member of North Star, a partnership between the county commissioners and government, the mayors of the four largest cities in Skagit County, and service organizations to end homelessness and enhance effective delivery of crisis response,

recovery and support services countywide. Commissioner Janicki also oversaw the development of the STAR Center providing acute behavioral health care services to Skagit County, in addition to the county's first permanent supportive housing development, Martha's Place, and the Skagit First Steps Shelter.

Commissioner Janicki's heartfelt leadership, strategic foresight, and compassion are an inspiration to leaders and community members in Skagit County and across northwest Washington. She has been a transformational advocate for the people of Skagit County.

Mr. Speaker, it is an honor to commend Commissioner Janicki for her outstanding leadership and vision, dedication to serving her community, and the enduring legacy she has helped to cultivate. I ask my colleagues to join me in expressing our deepest gratitude for her service.

Mr. Speaker, I rise today to recognize and celebrate Lisa Janicki's service as a County Commissioner for Skagit County, Washington.

Commissioner Janicki was first elected to the Skagit County Board of County Commissioners in November 2014, following a career of more than thirty years as the Chief Financial Officer for Janicki family businesses.

During her eleven years in office, Commissioner Janicki has been a tireless leader in fighting the opioid epidemic across our communities and Washington state, advocating for policy solutions, programs, and investments to end this scourge and repair the incredible damage it has caused. She has worked collaboratively with the county's partner jurisdictions to increase services available for community members in need of urgent crisis support. She was a founding member of North Star, a partnership between the county commissioners and government, the mayors of the four largest cities in Skagit County, and service organizations to end homelessness and enhance effective delivery of crisis response, recovery, and support services countywide. Commissioner Janicki also oversaw the development of the STAR Center providing acute behavioral health care services to Skagit County, in addition to the county's first permanent supportive housing development, Martha's Place, and the Skagit First Steps Shelter.

Commissioner Janicki's heartfelt leadership, strategic foresight, and compassion are an inspiration to leaders and community members in Skagit County and across northwest Washington. She has been a transformational advocate for the people of Skagit County.

Mr. Speaker, it is an honor to commend Commissioner Janicki for her outstanding leadership and vision, dedication to serving her community, and the enduring legacy she has helped to cultivate. I ask my colleagues to join me in expressing our deepest gratitude for her service.

Mr. Speaker, I rise today along with my colleague, Congresswoman Suzan DelBene, to congratulate the Archbishop Murphy High School football team on their first state title since 2016. The team earned the opportunity to play Tumwater in the 2A state championship game at Husky Stadium on December 6, 2025, led by their head coach Joe Cronin.

We would also like to extend our congratulations to Archbishop Murphy senior receiver Henry Gabalis for signing to the University of Arizona, offensive lineman Hakiem Smalls for signing to Boise State University, and tight end Jack Sievers for signing to the University of Wisconsin-- Madison. These students, as well as their entire team, should be proud of their performance this season.

Mr. Speaker, we ask our colleagues to join us in celebrating the achievements of the Archbishop Murphy High School football team for their hard work and championship win. Go Wildcats.

Mr. Chair, I thank Representative Scholten for yielding time.

Mr. Chair, I rise today to oppose the dirty water act. This bill will make it more difficult to keep our water clean and will, ironically, add more uncertainty to the permitting process, just the opposite of what we need to have happen. This bill guts Federal, State, Tribal, and local authority and resources to attain clean water and protect locally important water bodies.

First, this bill significantly restricts Federal oversight and regulatory authorities under the Clean Water Act. The current administration has already acted to slash Federal funding for clean water and eliminate agency staff. This bill compounds those efforts and will leave Federal agencies powerless to fulfill their responsibilities under the Clean Water Act.

Second, the bill undermines the partnership that the Federal Government has with States and Tribes to prevent pollution, weakening States' and Tribes' ability to better protect their own water. The result will be more pollution in our Nation's rivers, streams, and lakes, thanks to loopholes, legal shields, and limited oversight of polluters.

Third, this bill will end up slowing projects by increasing regulatory uncertainty and delay. Democrats want to pass bills that invest in infrastructure and get projects done faster. That is why we passed the bipartisan infrastructure law. It invested in all types of infrastructure for communities nationwide. Fully funding projects and the Federal agencies charged with approving them is the quickest way to get this infrastructure built.

Instead, this bill, when paired with efforts to cut funding, as well as other Federal water infrastructure programs, will slow down investments in cleaner, greener, safer, and more accessible State and local projects.

Under this bill, communities of all sizes will end up with dirtier water and be left with the cost of cleanup. This will hurt rural communities and minority communities. It will hurt them especially hard, as well as other communities struggling financially under the policies of the current administration.

This bill shifts the cost of pollution from polluters to American families who will have to spend more for safe drinking water and access to water-related recreational areas if such resources are even still available.

Members of this committee on a bipartisan basis have supported predictability in regulating clean water, and there is another way. We don't have to choose between clean water and a robust economy. We can have both. My State is a great example. It is defined by its clean water, including the Puget Sound and hundreds of lakes and thousands of miles of rivers and streams throughout Washington.

We all know that rivers, streams, and wetlands are intrinsically connected. The health of the waters in my State and its water-related economy depend upon a strong partnership with the Federal Government and a level playing field among its upstream users and downstream neighbors, including local Tribal communities.

During the consideration of this bill in the committee, my Democratic colleagues offered several amendments to fix the loopholes, liability shields, and limited oversight for polluters contained in this bill. These amendments targeted the most egregious provisions of this bill, not every provision of the bill.

It targeted provisions that eviscerated Federal and State clean water agencies; provisions that made it easier for polluters to put more toxic and cancer-causing chemicals in waters such as PFAS, arsenic, and pesticides; and provisions that endanger not only our own health but the health of local, regional, and State economies. These were all defeated on party-line votes, unfortunately.

Honestly, I do look forward to the Transportation and Infrastructure Committee returning to its bipartisan work and creating effective legislation that will upgrade our infrastructure, that will build our economy and create jobs, all while protecting our waters.

Mr. Chair, unfortunately, the outcome of this bill, if enacted, will be increasing pollution and contamination of our waters. I oppose this bill, and I urge my colleagues to do the same.

Mr. Speaker, I rise today to recognize and celebrate Bryan Sakuma's service as Chair of the U.S. Highbush Blueberry Council (USHBC).

Born and raised on the Sakuma family farm in Washington State, Bryan proudly represents the third generation of his family in the agriculture industry. From an early age, Bryan demonstrated a deep devotion to agriculture, spending weekends during his college years working the fields alongside his father and uncles while earning a degree in Agricultural Economics from Washington State University. He went on to earn a master's degree from WSU in 1980 and is a distinguished alumnus of the Washington Agriculture & Forestry Leadership Program, Class 12.

Following graduation, Bryan joined the family business full-time, operating a nursery. By 1998, he became President of Sakuma Bros. Processing, Inc., where he led fresh and IQF processing operations and expanded the company's Japanese export program. Since 2016, he has served as Vice President of Sales and Marketing, continuing to lead with the same dedication, integrity, and strategic vision.

Throughout his professional life, Bryan has exemplified leadership and service. In addition to his recent tenure as Chair of the U.S. Highbush Blueberry Council, he has served as

Chair of both the Washington Blueberry Commission and the Washington Red Raspberry Commission. He has also contributed his expertise as a member of the Washington State Commission on Pesticide Registration and the Washington State Strawberry Commission, among numerous other roles.

Bryan Sakuma's work has had a profound and lasting impact not only on the Pacific Northwest but on berry growers and agricultural communities nationwide. He has been a tireless advocate for growers, working to strengthen markets, support research, and promote the health and sustainability of the industry.

Beyond his professional accomplishments, Mr. Sakuma's greatest pride is his family. He is a devoted husband to his wife, Barbara, and a loving father and grandfather. Two of his sons, Nathan and Noel, have continued the Sakuma tradition of stewardship, innovation, and service to the community.

Mr. Speaker, it is an honor to commend Bryan Sakuma for his outstanding leadership, his dedication to American agriculture, and the enduring legacy he has helped to cultivate. I ask my colleagues to join me in expressing our deepest gratitude for his service.

Mr. Speaker, I rise today to honor the life of Michael Scott Schuerlein, who passed away on June 12, 2025, at the age of 81.

Michael was born in Berea, Ohio, and was the only child of Frederick and Adah Schuerlein. He graduated from Baldwin Wallace College, where he was a proud member of the Alpha Tau Omega fraternity. After moving west in 1967, Michael and his first wife built a home on Lake Sammamish and raised their children in Washington state.

Over the course of more than 50 years as a homebuilder, Michael's creativity and commitment to craftsmanship shaped communities across the region. His work was showcased in the ``Street of Dreams'' homes of the 1990's, and his passion was evident in his Whidbey Island home, which he filled with antiques and personal treasures.

Michael's life was also defined by service to others. He relentlessly dedicated his time and talents to advancing affordable housing on Whidbey Island, including his work with the Tiny Houses in the Name of Christ (THINC) project and as a member of the Island Roots Housing board. His belief that affordable housing is critical to the well-being of the Langley community continues to guide local efforts today.

Beyond his professional work, Michael was an avid sailor and a generous friend. He was known for his weekly reflections and encouragement to those around him, often sharing the motto he lived by: ``Thoughts become things . . . Choose the good ones.''

Michael is survived by his daughters, stepdaughters, granddaughter, companion and a wide circle of friends and colleagues. He will be deeply missed by his family, his fraternity brothers, his sailing community, his fellow Langley Coffee Curmudgeons and all who benefited from his generosity and wisdom.

Mr. Speaker, I ask my colleagues to join me in honoring the life and legacy of Michael Scott Schuerlein, whose creativity, generosity and service strengthened communities across Northwest Washington and beyond.

Madam Speaker, I am pleased to speak in support of H.R. 4275, the Coast Guard Authorization Act of 2025.

This bipartisan legislation reauthorizes funding for the U.S. Coast Guard through 2029, updates and restructures Coast Guard programs and policies, and supports the commercial maritime industry. It is the result of good faith, bipartisan negotiations between Chair Graves and Chair Ezell, myself, and Ranking Member Carbajal, and it includes important contributions from members on and off the committee.

This bill is the latest example of bipartisanship on the Transportation and Infrastructure Committee, and I am very proud to support it.

Coast Guard operational readiness is at risk due to years of underfunding. A lack of investment has led to a $3 billion shoreside infrastructure backlog, a lack of icebreaking capacity in the

Arctic and Great Lakes, and reduced capacity across several essential missions, such as mariner safety and mariner credentialing.

The committee recognized this need, and H.R. 4275 begins to address the shortfall by authorizing the Coast Guard far beyond the administration's request. It increases Coast Guard funding levels to $21 billion by 2029, ensuring that the Coast Guard remains ``always ready''; ``semper paratus.''

These funding levels will give the Coast Guard the resources needed to execute its missions and deliver a basic standard of living for its servicemembers.

In addition, the bill increases procurement, construction, and improvements funding by 100 percent over current funding levels. These new resources should enable the Coast Guard to maintain its ongoing recapitalization programs, including Polar Security Cutters and Offshore Patrol Cutters.

Last Congress, we enacted substantial improvements to safety for mariners and passengers aboard vessels. This legislation builds upon that work by addressing additional safety risks on vessels and increasing the penalties for bad actors.

This bill fights oil spill pollution by bolstering vessel response plans and ensuring timely, robust firefighting responses when vessel incidents do occur.

It also requires the Coast Guard to evaluate international oil spill coordination and ensures robust protections and response capacity in environmentally sensitive locations like the Puget Sound. Maritime commerce cannot come at the expense of the environment.

This bill includes provisions that begin addressing the mariner shortage by updating mariner requirements, updating the merchant mariner credentialing exam, and expanding the pool of eligible mariners.

Finally and importantly, the bill includes numerous provisions to address sexual assault and sexual harassment within the Coast Guard. These new requirements, directives, and oversight were developed because the Coast Guard deliberately hid Operation Fouled Anchor and decades of sexual misconduct within the Coast Guard.

Former Commandant Admiral Fagan worked hard to repair that lost confidence that resulted from Operation Fouled Anchor, and this legislation builds on her work.

Again, I thank Chair Graves, Chair Ezell, Ranking Member Carbajal and others for their cooperation in crafting this critical legislation. I look forward to our continued collaboration as this legislation moves forward, and I urge all Members to support this bill.