Mr. Speaker, I rise today to debate the Rules for H.R. 7, ``The American Energy and Infrastructure Jobs Act of 2012.'' I believe the transportation bill should have been an open rule. This bill is not a comprehensive bill. When Congress…
Mr. Speaker, I rise today to debate the Rules for H.R. 7, ``The American Energy and Infrastructure Jobs Act of 2012.'' I believe the transportation bill should have been an open rule. This bill is not a comprehensive bill. When Congress spends taxpayer dollars, we are accountable for how it is spent. As written, this measure limits federal government oversight and therefore limits accountability.
I believe, a well-functioning transportation system is critical to the Nation's prosperity. Whether it is by road, aviation, or rail we rely on our transportation system to move people and goods safely. A properly functioning transportation infrastructure will facilitate commerce, attract and retain businesses, and support jobs.
Public transportation benefits the economy in several ways. It helps the right people to get to the right jobs, without wasting otherwise productive hours. It allows employers to tap into various pools of recipients who have no other means of getting to work and it helps customers get to the doors of businesses.
For every dollar we invest in running public transportation systems boosts business sales by another three dollars. A $10 million investment in building public transportation systems creates more than 300 jobs, and the same amount spent on running them creates nearly 600 more.
Part of the challenge of our transportation system is to ensure that everyone is able to benefit. The GAO would study ways to increase access to the underserved and unrepresented communities, as well as, minority communities. This will help to identify areas that we can work to improve. The GAO would further study how to increase the mobility of the disabled.
Public transportation is important to ensure these communities will not only have access to services, businesses, and the community at large, but will also improve their quality of life.
Public involvement needs to encompass the full range of community interests, yet people underserved by transportation often do not participate. We need to find ways to reach the underserved. They not only have greater difficulty getting to jobs, schools, recreation, and shopping than the population at large, but often they are also unaware of transportation proposals that could dramatically change their lives. Many lack experience with public involvement, even though they have important, unspoken issues that should be heard.
Underserved people include those with special cultural, racial, or ethnic characteristics. Cultural differences sometimes hinder full participation in transportation planning and project development.
People with disabilities find access to transportation more difficult and their ability to participate in public involvement efforts more constrained. People with limited resources often lack both access and time to participate. In addition individuals who have not been adequately educated may not be fully aware either of what transportation services are available or of opportunities to help improve them.
These groups are a rich source of ideas that can improve transportation not only for themselves but also for the entire community. Agencies must assume responsibility for reaching out and including them in the decision-making process--which requires strategic thinking and tailoring public involvement efforts to these communities and their needs. Techniques to reach the underserved are grouped here under two headings:
A thorough study of how this bill will impact cost and jobs. As well as a study on how to improve services to the underserved and under- represented will insure that there is accountability for how we are using government resources.
There is much left to be done in the areas of Transportation in our great Nation. I believe this study is a step in the right direction.
Generally, the same transit agencies operate both rail and a bus system, which improves efficiency by ensuring both Systems complement each other.
For example, transit agencies can design bus routes that collect passengers from outlying neighborhoods and deliver them to rail transit stations.
Congress has always allowed transit systems operating both rail and bus lines to receive bus and bus facility grants, recognizing that bus and rail lines work as part of a complete transit network in large metropolitan areas and that federal policy should support local and regional efforts to maximize the efficiency of transit service. H.R. 7 would reverse this longstanding federal policy.
In Houston, TX alone, the City operates 1,300 buses and 7 miles of rail. Denying access to these funds to major metropolitan areas does not make sense. Public transportation benefits the economy in several ways. It helps the right people to get to the right jobs, without wasting otherwise productive hours. It allows employers to tap into various pools of recipients who have no other means of getting to work and it helps customers get to the doors of businesses.
In the case of Houston, the light rail system is vital to increase mobility of Houston, Texas' population which is forecasted to grow by an additional 9.4 million people by 2035, a 38.9 percent increase over the projected 2010 levels. The same can be said for many urban areas across our Nation.
Light rail projects and other transportation investments represent the potential to create thousands of jobs, enhanced mobility, and future economic development for the region.
Public transportation is an investment in the truest sense of the word: An outlay today pays out considerable profit down the road. Nationwide, government invests $15.4 billion in public transportation a year. Public transportation generates upwards of $60 billion in economic benefits. Public transportation boosts state and local tax revenues by at least 4 percent and as much as 16 percent.
Some 30,000 people work directly for the public transportation industry, which creates thousands more jobs indirectly through fields ranging from engineering to construction.
For every dollar we invest in running public transportation systems boosts business sales by another three dollars. A $10 million investment in building public transportation systems creates more than 300 jobs, and the same amount spent on running them creates nearly 600 more.
To be sure, public transportation systems are not cheap to build or run; however, public transportation pays for itself several times over. And if a stronger economy is the destination we seek, public transit is the fastest way to get there. These funds could be used to fix buses, bus shelters, and bus facilities.
With the recent uptick in fuel prices more people are opting to ride the bus. In addition, the bus system also is vital resource for the disable and seniors who rely on these services for transportation. The TE program funds projects that build bus shelters. This would encourage even more people to opt for public transportation. Shelters safeguard passengers against the sun, wind, and rain. Texas has heat waves and many other parts of the country have inclement weather. Funding the building of bus shelters may not be a priority for some, but to the people who are standing waiting for the bus it makes a world of difference.
In addition, bus stops are extremely important for people with disabilities. The inaccessibility of bus stops often represents the weak link in the system and can effectively prevent the use of fixed- route service. This can severely hamper bus ridership by disability community, and thereby limit their mobility. Increasing the accessibility of fixed-route service
under the TE program will decrease paratransit costs.
Since 1983, when the Surface Transportation Assistance Act was signed into law, 2.86 cents in motor fuels taxes has been deposited into the Mass Transit Account of the Highway Trust Fund to provide a dedicated stable source of funding for public transportation programs. H.R. 7 eliminates the Mass Transit Account and dedicates that 2.86 cents to highway programs.
The bill moves transit and other public transportation programs into a new ``Alternative Transportation Fund,'' which would be dependent on appropriations from general revenue. Although the bill makes a one-time transfer of $40 billion into the Alternative Transportation Fund to cover funding for those programs through the life of the bill, there is no guarantee for public transportation funding beyond FY 2016. Such a reality would make it difficult, if not impossible, for transit agencies to develop reliable long-term capital plans, and it would leave the future of the program in doubt.
Public transportation agencies around the country are already struggling to maintain current levels of service and keep the system in a state of good repair. Removing federally guaranteed funding could result in a virtual construction and service freeze, the effects of which would be felt by riders, businesses, contractors, manufacturers and suppliers around the country.
Transit agencies may have to take on more debt in order to finance capital projects, and it could result in increased fares for our constituents.
There is no reason to make such a drastic change in how we finance public transportation. Our amendment would restore the Mass Transit Account of the Highway Trust Fund and the 2.86 cents dedicated funding stream for public transportation programs. It would eliminate the Alternative Trust Fund, make the Highway Trust Fund whole, and allow it to once again fund both highways and mass transit.
Fast Facts
Highway and Transit Bill (Or Surface Transportation Bill) (H.R. 7)--
Impact on Jobs
Cuts 550,000 American Jobs. Cuts investments in highways by $15.8 billion from current levels. We know that every $1 billion invested in infrastructure creates an estimated 34,800 jobs. Cuts Highway Investments in 45 states & DC. Reduces highway investments for all but 5 states (Kansas, Maryland, Massachusetts Nebraska, Wyoming), neglecting the need to fix our bridges and roads.
Buy America Loopholes. Continues loopholes that allow surface transportation jobs to be outsourced overseas, and fails to extend Buy America protections to all Federal surface transportation programs.
Unstable Funding. The non-partisan Congressional Budget Office reported that the GOP bill would bankrupt the Highway trust fund by 2016--creating a $78 billion shortfall over 10 years and jeopardizing critical transportation projects and American jobs. Boehner argue the bill doesn't create jobs. Speaker John A. Boehner made the unusual argument that spending money on highway projects under the bill would not create jobs. ``We are not making the claim that spending taxpayer money on transportation projects creates jobs.''
Other Transportation Issues
Undermines Safety. Cuts National Highway Traffic Safety Administration grants, allows companies with poor safety records to be exempted from hazardous material safety requirements, delays the deadline for installing new train systems to automatically prevent train collisions and derailments for passenger rail from December 31, 2015 to December 31, 2020 and eliminates worker safety for hazmat workers.
Kills Public Transit. Eliminates all of the dedicated funding for public transportation, leaving millions of riders already faced with service cuts and fare increases out in the cold. The bill stops the highway user fee revenues for transit, so that transit will compete with other priorities in the budget. These provisions are opposed by 600 groups--including National League of Cities, National Association of Counties, American Public Transportation Association, League of Conservation Voters, U.S. Steelworkers, U.S. PIRG, and Chamber of Commerce. The bill also fails to provide flexibility to transit systems to use Federal funds to maintain service and transit worker jobs at times of economic crisis. Mandates Privatization in Public Transit & Highways. Incentivizes transit agencies to contract out their bus services, makes private entities eligible to receive Federal Transit Administration (FTA) grants, and mandates private sector participation in local transit planning and for engineering and design services on Federal-aid highway projects.
Jeopardizes Efforts to Make Streets and Roads Safer for Children, Pedestrians, and Bikes. Eliminates efforts to help underwrite local bike paths, bike lanes and pedestrian safety projects, including the Safe Routes to School program. Weakens Environmental, Public Health, and Safety Protections. Includes sweeping changes that undermine local community involvement and environmental protection in transportation project development, such as delegating environmental and safety reviews--including whether they should be conducted--entirely to state highway agencies, imposing arbitrary deadlines for completing or challenging reviews regardless of project size, and waiving environmental reviews for all projects where the Federal share of the costs is less than $10 million or 15 percent of the total project cost regardless of the scope of the project.
Hurts Amtrak. Reduces funding for Amtrak by $308 million, abrogates labor contracts between Amtrak and its food and beverage workers likely costing 2,000 union jobs, and prevents Amtrak from using Federal funds to hire outside counsel to file a lawsuit or defend itself against a passenger rail operator.
Federal Retirement (H.R. 3813)
Cutting Federal Retirement. In an effort to finance the highway bill, the package includes extraneous provisions that take $44 billion out of the pockets of the middle-class--who have already suffered through a pay freeze for 2 years, which contributed approximately $60 billion to deficit reduction. Raising Worker Contributions. Increases the retirement contribution from current federal workers by 1.5 percent. New federal workers would be forced to contribute 3.2 percent more for an annuity that is 40 percent less than existing benefits--with the retirement based on the high five years of salary, instead of the high three years. Changing Benefits Already Earned. Eliminates the annuity supplement payment for federal employees who retire before age 62, throwing into chaos the longstanding retirement plans of middle-class workers who relied on the promise of this benefit and dedicated decades of service to our country. Even the conservative American Enterprise Institute has said, ``Benefits already accrued should not be altered. Those benefits have been promised and earned, and the obligation to pay them should be honored.''
Role of Federal Workers. Federal workers support our troops in the battlefield and provide care upon their return, protect our borders, safeguard our food supply, make sure seniors get their Social Security checks, and help hunt down Osama Bin Laden.
Opposition. Opposed by American Federation of Government Employees, National Active and Retired Federal Employees Association, National Treasury Employees Union, National Federation of Federal Employees, National Association of Government Employees, International Federation of Professional and Technical Engineers, National Association of Assistant U.S. Attorneys, and Federal Managers Association.
Further, I believe that more should be done for small businesses owned by women and minorities. It is a shame that the numbers of women and minority owned business competing for these contracts has been decreasing every year. We must reinforce our commitment to women and minority owned business.
The Department of Transportation's DBE program aims to increase participation of small businesses owned and controlled by socially and economically disadvantaged individuals.
Enhanced oversight is critical to ensuring that the objectives of the DBE program are achieved and federal funds are spent appropriately. But the current program lacks a mechanism to enforce that committed spending for DBEs reflects actual spending.
The October 2011 report by GAO highlights both DOT's need for increased oversight and the lack of clarity in determining whether both committed and actual spending are meeting the goals of the DBE program.
Two things need to be addressed to help the DBE program: increased oversight, and the ability to enforce the DBE program requirements.
The program lacks the necessary ``teeth,'' its requirements are often flaunted to the determent of small business owners.
I believe the Secretary of the Department of Transportation should be required to issue regulations providing for strengthening oversight, enforcement, and compliance with DBE spending requirements.
I have offered a bill, H.R. 3710--Deficit Reduction, Job Creation, and Energy Security Act, that I firmly believe will increase jobs, decrease our deficit, and will be great for our economy.
H.R. 3710 will direct the Secretary of Interior to increase the total lease acreage set forth in the proposed Outer Continental Shelf Oil & Gas leasing program for 2012 2017 by an additional 10 percent. This 10 percent increase shall be known as the Deficit Reduction Acreage. As such, the Secretary shall lease 20 percent of the Deficit Reduction Acreage each year from 2012 2017. All proceeds from the Deficit Reduction Acreage shall be deposited into the Deficit Reduction Energy Security Fund.
For 15 years after issuance of the first lease or receipt of the first payment coming from the Deficit Reduction Energy Security Fund, all proceeds shall be deposited into an interest bearing account for a period of 2 years. Upon expiration of the 2 year period, these proceeds shall be distributed as follows:
The interest gained during 2 year period shall be placed in the Coastal and Ocean Sustainability and Health Fund (COSH); and
The principle from the Deficit Reduction Energy Security Fund shall be deposited into the US Treasury and applied directly toward Deficit Reduction.
The COSH fund will establish grants for states (Coastal and Disaster Grant Program and a National Grant Program) for addressing coastal and ocean disasters, restoration, protection, and maintenance of coastal areas and oceans, including research and programs in coordination with state and local agencies.
Additionally, the Deficit Reduction and Energy Security Act establishes an Office of Onshore and Offshore Energy Employment and Training, and an Office of Minority and Women Inclusion. CBO has estimated that this amendment is outside of the 10 year budgetary window, so there is no score.
I think we must carefully consider the bill that I propose. And again I reiterate the importance of having an open rule for the Surface Transportation Reauthorization to ensure that all Members of this Body have an opportunity to address their concerns with this bill.