John Garamendi

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, the historic Inflation Reduction Act lowers everyday costs Americans are struggling to afford by cutting the price of prescription drugs, by making the largest-ever investment in climate action, and by reducing inflation--all of this without raising taxes on middle-class Americans and also paying down the national debt. For too long, the price of lifesaving prescription drugs has bankrupted American families. No more. This bill caps out-of-pocket drug costs at $2,000 and allows Medicare finally to directly negotiate the price of drugs. Similarly, we must address the increasing costs Americans are bearing at the hands of climate change. This bill's $369 billion investment in climate action will unleash a renaissance in clean energy technology, creating millions of new, high-paying manufacturing jobs, and build the next generation of American energy and transportation. Madam Speaker, I support this legislation, and I call upon my colleagues, Democrats and Republicans, to pass this legislation.

Mr. GARAMENDI

Mr. GARAMENDI. Mr. Speaker, the combination of the late hour together with too much time to talk led to a really foolish discussion from my colleague on the right. This issue is of paramount importance to the military. I am just going to cite three, four instances in which climate and resiliency have impacted the military. Let's talk about Tyndall Air Force Base. It was literally wiped off the map by a hurricane. It would have been good to have some coordination. How about Camp Lejeune, another $2 billion problem, excessive rain and flood. Let's talk about China Lake, another $3 billion problem. We can go on and on. The fact of the matter is that climate changes are dramatically affecting the military, and to have coordination from the White House with the entire economy and the entire community of America focusing on this issue is a direct problem that must be addressed, and the NDAA is the place to do it.

Mr. GARAMENDI. Mr. Speaker, I yield myself such time as I may consume. This amendment, 216, is cosponsored by Ms. Jacobs of California and Ms. Lofgren of California, it is part of my Military Support for Fighting Wildfires Act. I think all of us are aware we have plenty of fires and we often do not have enough firefighters. From time to time, the military can play a very significant, important, and vital role in fighting fires. This amendment essentially waives the current requirements for FEMA and the Federal land management agencies--BLM, the Forest Service, and the National Parks--to reimburse the Department of Defense for costs incurred by the military during support for disaster response to major fires. Right now, the Economy Act of 1933 forces one government agency requesting services from another government agency to essentially sign a blank check for an unknown amount of money before they know the full scope of services that may be required. This reimbursement under the Economy Act does not cost the taxpayers any extra money, it is an accounting between one agency and another, trying to keep their books straight. And we have already heard enough about the inability of the Department of Defense to keep its books straight. I want to make sure that Federal agencies are focusing on firefighting and using every available government resource to accomplish a successful fight and not have to worry about the needless pencil-pushing back and forth between agencies, and what might ultimately turn out to be a very significant amount of money, unknown at the outset when the service is requested. It is pretty simple. We are trying to make sure that we have maximum services available. Presently, an agency that might need help from the military might not even ask for it for fear that they might wind up with a very, very serious account to be filled. Mr. Speaker, I reserve the balance of my time.

Mr. GARAMENDI. Mr. Speaker, I have an amendment at the desk.

Mr. GARAMENDI. Mr. Speaker, enough has been said, and I yield back the balance of my time.

Mr. GARAMENDI

Mr. GARAMENDI. Mr. Speaker, nobody has really said that we need 400. It has never been said we need 400. Maybe we need 399. Maybe we need even less than that. The fact of the matter is that we have adequate deterrence without any of these particularly very dangerous missiles because they have to be used immediately upon threat. In 12 minutes, the President has to make a decision. Here is the point. We have more than enough deterrence. Now, if we want to have more than they have, that doesn't increase the deterrence. That just increases the cost of the number.

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

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

Mr. GARAMENDI. Mr. Speaker, I yield myself the balance of my time. Let's deal with two things here. First, with regard to the ability of the Minuteman III to be serviceable for the next 17 years, in fact, it has to be for the GBSD or the Sentinel to be put in place. All the Sentinels will not arrive on day one. They will arrive year by year, Sentinel by Sentinel, over the next 17 years. The Minuteman IIIs will be maintained for that period of time, so it is not true that they cannot be maintained. They, in fact, will be. Secondly, are we talking about deterrence, or are we talking about dominance? Do we have to have more to deter, or do we have a good deterrence in the next decade with the Minuteman III, the submarines, the aircraft, and the bombers of many different designs? The fact of the matter is we have sufficient deterrence. The question is, do we want to dominate simply with numbers? We don't need to do that to deter, and we do have other priorities that we need to spend money on, much of which was discussed here. The issue for us, it seems to me, is should we delay, for a decade, the development and placement of the Minuteman III replacement--that is, the Sentinel. The answer is we have other things to do. We have other priorities, and we will be quite safe enough. We will quite have enough deterrence. With regard to the 87-1, that is being delayed because it cannot be developed in the near term. Mr. Speaker, I yield back the balance of my time.

Mr. GARAMENDI. Mr. Speaker, may I inquire as to my remaining time.

Mr. GARAMENDI. Mr. Speaker, I yield myself such time as I may consume. Mr. Speaker, I am delighted by the last discussion, and I hope that whatever eloquence I might have would be useful in this regard because we are now debating some of the most important and profound issues that will ever come before this Congress, as it has in the past Congresses and in the future Congresses, and that is the role of nuclear weapons in our lives. Mr. Speaker, we are involved in a new nuclear arms race, and this one is extremely expensive. But much more importantly, it is extremely dangerous because this arms race is designed to provide weapons delivery systems that are not observable and observation systems that are totally unreliable in a conflict--basically the satellite systems. So this amendment deals with one part of the triad, and that is the ground-based missiles, some 400 or so, that are in silos in the northern Midwest. Those are the Minuteman III missiles. They are armed, they are ready, and the President, should there be an incident that would cause him to make a decision about launching those missiles, has something less than 15 minutes--probably less than 12 minutes--to make a decision to literally end life on this planet as we know it. Those are the use-it-or-lose-it missiles, the Minuteman III. We have the proposal underway--a no-bid contract worth about $125 billion over the next decade or so--to replace the current Minuteman III missiles and, quite possibly, the nuclear weapons that are on those missiles. We don't need to do that now. The Minuteman III missiles are viable for the next decade, almost the next two decades, if they are maintained. The Air Force made a decision some years ago--about 7 years ago--to decide not to maintain them but rather to build a new missile system that was then called the GBSD ground-based secure system--it is now called the Sentinel--at a cost of about $125 billion in the next decade. This amendment simply pauses the development of that missile system, calls for the refurbishment and maintenance of the current Minuteman III missiles for the next decade, and at that time a decision will be made by this Congress and future Congresses about what to do. It is simple. There has been a lot of talk in the last hour or two about unfunded priorities or we ought to fund this and ought to fund that, I would suggest to you, Mr. Speaker, that we probably have somewhere in the range of $12 to $20 billion in the next couple of years and $120 billion in the next decade that we could easily spend on unfunded priorities or funded priorities. So with that, I will pause, as I would hope that the ICBM would pause, and I reserve the balance of my time.

Mr. GARAMENDI. Mr. Speaker, I have an amendment at the desk.

Mr. GARAMENDI. Mr. Speaker, Mr. Rogers well said why we should pass this amendment. We have played a bad game here. If it is so important, if General McConville thinks it is so important, why didn't he fight vigorously for it in the base budget? Yes, the President does propose, but that proposal is a proposal that comes from the Department, from all the various parts of the Department, and it is put together at the White House. The President doesn't just dream this up himself. It is, in fact, the priorities of the Department, disciplined priorities. The unfunded list is a game where we are being played. We are the pawns in the game that they have. It was very well stated in the previous opposition to this amendment. Let's have some discipline here. The unfunded priorities list is a way in which the Department's various parts play us against each other and play the President. Let's eliminate all of that.

Mr. GARAMENDI. Mr. Speaker, this bill provides the necessary support and direction for our national security. It also provides the necessary support for our servicemembers' families, and I am particularly pleased with the work completed by the Subcommittee on Readiness. A big thank you to Ranking Member Waltz and Lamborn for their partnership in the subcommittee and also to the staff and all the members of the subcommittee, and particularly to Jeanine Womble, who was the staff director in this effort. The Readiness Subcommittee's broad scope means that we cover everything from sustainment of weapons systems and facilities, including the safety of the men and women, military construction, climate change, energy, and environmental policy. While the readiness- related provisions are extensive, I would like to take a few minutes to highlight just a few. In line with the work over the last 2 years, we continue to address vulnerabilities in installation and energy resiliency, both in response to extreme weather events and to ensure the Department can continue to accomplish its missions in the event of power disruptions. This bill works also to mitigate the military's effect of climate change and supports clean energy innovation, some of which you heard about just a moment ago. We also continue to focus on sustaining and modernizing the organic industrial base. We cannot continue the readiness risk that neglect of our ports, depots, shipyards, and arsenals create. This is essential to ensuring that our state-of-the-art weapons systems can meet the challenges of near-peer competitors, not only the first day they arrive in the hands of the military, but in the days and years thereafter. The health and safety of our military and civilian personnel will continue to be a top priority. This means that we will continue to address military housing, the PFAS contamination and mitigation issues, and also safety. I am proud to represent two of the key military bases, Travis and Beale Air Force Bases and the men and women who work there.

Mr. GARAMENDI. Mr. Speaker, I thank Representative Schakowsky for this amendment. It is very important. This is about fairness in the workplace. This is about the opportunity for workers to have a say in their work life. This is about an opportunity for major companies that want a contract with the United States Government Department of Defense to stay neutral in any unionizing opportunity that a union may be putting forward. The rights of workers who support our defense industry would be protected by this amendment, and the Department of Defense would continue to have the flexibility in the contracting programs that they have. With billions of dollars that we are going to be spending as a result of this and previous bills, let's be fair to the workers. If they want to organize, fine. For the companies, it is time for them to be neutral and not do the kind of practices that we have seen from companies such as Amazon and a few others.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, I rise today to honor the life and lasting contributions of Horton Alexander ``Cotton'' Rosser. Passing away at the age of 93, Mr. Rosser leaves behind an indelible legacy in the rodeo world as a champion saddle bronc rider and owner of Flying U Rodeo Company, the oldest rodeo livestock company in the United States. In the 1950s, he made a name for himself in the rodeo world as a champion saddle bronc rider, including a prominent victory at the Reno Rodeo in 1950. Unfortunately, his competitive rodeo career abruptly ended in 1956 when a ranch accident left him with two broken legs. However, Mr. Rosser remained an integral part of the rodeo world as the country's premier rodeo rancher. In 1956, he bought the Flying U Rodeo Company, supplying rodeo animals and livestock. Over several decades, Mr. Rosser and his family built Flying U, based in Marysville, California, into one of the most successful stock contracting firms in professional rodeo. In addition to stock contracting, Flying U produced around 50 rodeos annually; Mr. Rosser and his company became known for their outstanding rodeo productions. The showmanship of his rodeo opening ceremonies presented at the National Finals Rodeo, the Houston Livestock Show, and the Grand National Rodeo in San Francisco raised the profile of the sport. Mr. Rosser was inducted into the ProRodeo Hall of Fame in 1995 and honored with a half-sized bronze statue in front of the Reno-Sparks Livestock Events Center commissioned by past presidents of the Reno Rodeo Association. The statue remains a lasting tribute to Mr. Rosser's work as a longtime rodeo producer. In the same year, he became the first-ever Triple Crown winner at the National Cowboy & Western Heritage Museum. The Western Fairs Association inducted Mr. Rosser into their Hall of Fame in 2014 for his incredible work supporting the fair industry. In 2015, Mr. Rosser received the PRCA Donita Barnes Contract Personnel Lifetime Achievement Award. I would like to extend my deepest sympathies to Mr. Rosser's loved ones. I know that they, along with the rodeo community, join me in celebrating his life and legacy.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, I rise today to honor the life and lasting contributions of Robert Ikeda. Robert Kimihiko ``Bob'' Ikeda, born July 5, 1934, in the Japanese-American fishing community of Terminal Island in Los Angeles County, CA to Kameichi and Hayako (Yuoka) Ikeda, passed away on November 24, 2020. He was preceded in death by his eldest son, Patrick Ikeda, sister Sumiko ``Sumy,'' and brother-in-law Don Anhorn. He is survived by his loving wife of 60 years, Gladys, whom he met while they both attended UC Berkeley. Other survivors include son Steve and daughter-in-law Kathy Ikeda, grandchildren Justin and Andrea, daughter-in-law Terrilynne Ikeda, step-grandchildren Calvin and Samantha, sister Shizuka ``Margaret'' Kono and husband Ryoichiro, brother Nobuhiko ``Noby'' Ikeda and wife Susie, and numerous nieces and nephews. Bob--a U.S. born citizen--was incarcerated as an ``enemy non-alien'' at the age of seven in 1942, along with the rest of his family and 120,000 other Japanese and Japanese Americans who had been living along the west coast. They remained confined under military armed guard for the duration of World War II, first at Jerome and Rohwer in Arkansas, and then at Tule Lake Segregation Center in California. The Ikeda family settled outside Lodi after their release in early 1946. He attended area schools and graduated from Lodi High School. Bob was a veteran of the United States Army and was proud to receive a Top-Secret security clearance as a soldier, which came from the same government that wrongly deemed him a national security risk during his childhood. When he was stationed in Germany, he used that clearance while analyzing aerial intelligence photos taken during the Cold War, some of which were among the first taken by the U2 spy plane. After being honorably discharged from the Army, Bob resumed his career with the Department of Public Works, Division of Highways (which became Caltrans), where he was the State's first licensed traffic engineer. He spent his 42-year career with the Caltrans Stockton office, at first on construction crews, and later in Traffic Management. As the Chief of Traffic Management, Bob was the de facto traffic engineer for numerous smaller cities throughout the district. While he was incarcerated at Tule Lake, Bob began studying judo, a sport he later introduced to his sons. He eventually was promoted by the United States Judo Federation to third-degree black belt and spent several years teaching an afternoon judo program at Stockton Judo Club. Bob had a lifelong passion for cars, starting even before he received his first junior operator permit at age 12. He purchased his first Porsche in 1961 and owned several throughout his life; he even put a Porsche engine in a Volkswagen bus. He shared his passion for cars with Clyde Wilbourn, who came into his life as his mechanic, but soon became a valued and long-time friend. Bob enjoyed autocrossing and rallying competitively as well as taking cross-country driving vacations and meandering drives to destinations unknown even to him. His connection to Porsche was strengthened by his lifelong membership in the Porsche Club of America. Although Bob lost his appetite toward the end, anyone who knows him will not be surprised by his last meal: a bowl of vanilla ice cream with a dollop of whipped cream. The family plans a post-pandemic memorial observance. Donations in Bob's memory may be made to the Tule Lake Committee, the Stockton/San Joaquin Emergency Food Bank, St. Mary's Dining Room, or a charity of choice.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, today I introduce the ``American Port Access Privileges Act of 2022,'' with my friend and colleague Congressman Jim Costa (D-CA). The COVID-19 pandemic exposed the shortcomings in the international ocean shipping industry and the global supply chain. Congress must restore fairness at our ports for American exporters to help reduce the United States' longstanding trade imbalance with countries like mainland China. Our legislation seeks to do just that, building upon my bipartisan Ocean Shipping Reform Act of 2022 (Public Law 117-146) signed by President Biden on June 16, 2022. Foreign-flagged vessels' access to the American market and its consumers is a privilege, not a right. Even during a global pandemic, multinational companies looking to offload foreign-made products at West Coast ports must provide opportunities for American exports in return. California's agricultural exporters, manufacturers, and other businesses are willing to pay to ensure their products reach emerging markets in the Asia-Pacific. Dozens of agricultural exporters have contacted my office reporting that ocean carriers simply refused to accept cargo bookings for American exports, instead sending containers back empty to East Asia as quickly as possible. Congress must ensure reciprocity in trade and the ocean shipping industry, which is dominated by a handful of foreign-flagged ocean carriers. Some of these foreign ocean carriers are effectively state-controlled enterprises. Our ``American Port Access Privileges Act'' would correct the structural disadvantages facing American exporters at our nation's ports by rewarding ocean carriers that serve both importers and exporters. First, the bill would codify the current preferences for military, Jones Act, and other U.S.-flagged vessels in place at many major American ports. Second, the bill would establish a secondary berthing preference for ocean-going commercial vessels servicing multiple ports in the United States or with significant cargo bookings of American exports. This new preferential berthing will reward ocean carriers that serve both importers and American exporters by moving those vessels to the front of the queue for unloading and loading. It will similarly incentivize ocean carriers to make second-leg voyages to ports like the Port of Oakland, which is critical for California's agricultural exporters. Any port authority seeking federal funding from the Maritime Administration's port infrastructure development grant program would be required to accept these berthing preferences. However, our bill ensures that the new preferential berthing and port access for export carrying-vessels would never interfere with U.S. Coast Guard orders for commercial vessels, port safety, or collective bargaining agreements for port workers. I recognize that the international shipping industry is variable and that cargo bookings often change last minute, requiring ocean carriers, port operators, and maritime workers to remain flexible. That is why our American Port Access Privileges Act would require that export-carrying vessels seeking preferential berthing report cargo bookings at least 7 days in advance to port operators. Lastly, our bill would authorize the U.S. Department of Transportation's Bureau of Transportation Statistics to collect data on berthing and cargo practices at U.S. ports. This will evaluate ocean carriers' practices for port calls and cargo bookings, as well as the impact of preferential berthing afforded under our bill. A similar data-collection provision sponsored by U.S. Senator Roger F. Wicker's (R-MS) on container and chassis availability is incorporated as Section 16 (Dwell Time Statistics) of the Ocean Shipping Reform Act of 2022 (Public Law 117-146), of which I was the House sponsor. Madam Speaker, I urge all members to cosponsor the American Port Access Privileges Act to ensure fair trade for U.S. businesses and keep hard-won foreign markets accessible to California's agricultural exporters. As a senior member of the House Committee on Transportation and Infrastructure and the former ranking member of the Subcommittee on Coast Guard and Maritime Transportation from the 113th to the 115th Congresses, I plan to make this legislation a major priority.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, today I introduce the ``Defense Access Roads Improvement Act,'' which would make commonsense reforms to reduce congestion outside military installations. The Defense Access Roads program is a unique partnership between the U.S. Departments of Defense and Transportation. Under the program, the Secretary of Defense designates civilian roadways that provide critical access for domestic military installations as Defense Access Roads, making them eligible for military construction funding transferred to the Department of Transportation for road improvements off base. Military installations anchor communities across the nation, including California's Travis and Beale Air Force Bases in my Congressional district. The Defense Access Road Program ensures that the Department of Defense pays its fair share for maintenance, upkeep, or upgrades of roads impacted by military traffic and the constant movement of heavy equipment and vehicles. My ``Defense Access Roads Improvement Act'' would create a new, public process for state, county, or municipal governments to petition the Department of Defense to designate new Defense Access Roads, unlocking military construction funding for needed roadway improvements off base. My bill would establish a new online database for designated Defense Access Roads and any federal funding requests outstanding, which improves public transparency and holds the Pentagon accountable. Lastly, my bill would also allow roads leading to commercial shipyards used by the U.S. Navy or Coast Guard to be designated as Defense Access Roads under the program, instead of just seaports as under current law. As chairman of the Readiness Subcommittee, which oversees all U.S. military installations and the Defense Access Road Program, I am committed to securing additional federal investment in off-base infrastructure. As a senior member of both the Committee on Armed Services and the Committee on Transportation and Infrastructure, I plan to make this legislation a top priority in future National Defense Authorization Acts and Highway Bills. Madam Speaker, I encourage all Members to join me in cosponsoring the ``Defense Access Roads Improvement Act.''

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, today I introduce the ``Base Access Privileges Improvement Act,'' which would standardize and streamline access to military installations for designated support personnel across the nation. I thank my colleague Congressman Donald Norcross (D- NJ) for his support as the bill's original cosponsor. Every day, civilian workers access military bases to provide services, transport goods, or conduct job fairs for departing service members or military spouses. Unfortunately, from state to state--or even installation to installation--there are different standards for unescorted civilian access set by the service branches or base commanders. This can be a maddening bureaucracy for support workers requiring routine base access to do their jobs. The ``Base Access Privileges Improvement Act'' would create an overarching set of access standards for civilians with legitimate need to access military installations on a recurring basis or for a scheduled purpose. For example, the bill would allow truckers delivering household goods for military families to use their Transportation Worker Identification Credentials, which is issued by the U.S. Department of Homeland Security and requires passing a federal background check, for proving their identity to get on base. The bill would also require that the U.S. Department of Defense provide expedited, unescorted base access privileges for veterans accessing services at the installation, civilians working at a construction job site on base, State labor regulators for applicable workers' compensation or minimum wage laws, and members of federally recognized labor-management committees. As chairman of the House Armed Services Subcommittee on Readiness, I know full well that our military installations are secure for a good reason. However, for those civilians who are already appropriately vetted and cleared, we must ease the bureaucratic hurdles for base access so they can do their job in support of our nation's military, military families, and veterans. Military bases can maintain the highest level of scrutiny for those seeking access while still equalizing the requirements across the nation. The ``Base Access Privileges Improvement Act'' would ensure just that.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, today I introduce the ``Bridge Corrosion Prevention and Repair Act,'' with Congressman Anthony G. Brown (D-MD). Our legislation is endorsed by the International Union of Painters and Allied Trades (IUPAT) and the Association for Materials Protection and Performance (formerly called the National Association of Corrosion Engineers and the Society for Protective Coatings). This legislation would require all federally funded bridge projects to use certified contractors for any corrosion control work and employ industry-recognized standards for corrosion mitigation and prevention. Specifically, my legislation would prompt State, county, and municipal transportation departments to employ qualified, trained corrosion control professionals who have completed federally registered apprenticeship programs. In July 2021, the House passed my ``Bridge Corrosion Prevention and Repair Act'' as Section 1116 from Chairman Peter A. DeFazio's (D-OR) ``Investing in a New Vision for the Environment and Surface Transportation (INVEST) in America Act,'' of which I was a cosponsor. While it was ultimately not included in the Infrastructure Investment and Jobs Act (Public Law 117-58), I plan to build upon Chairman DeFazio's' work on corrosion prevention policy and promoting apprenticeships. In the National Defense Authorization Act for Fiscal Year 2022 (Public Law 117-81 ), I secured Section 813 (Office of Corrosion Policy and Oversight employee training requirements) directing the U.S. Department of Defense to make use of federally registered apprenticeship programs for training military personnel, civilian employees, and military construction contractors on anti-corrosion activities. Under my amendment to the FY2022 NOAA, the DOD's Office of Corrosion Policy and Oversight Employee Training Requirements is charged with coordinating this work. Under the Bipartisan Infrastructure Law, Congress and the Biden Administration are making the largest federal investment to modernize our nation's infrastructure since the Interstate Highway System was established in 1956. America's corrosion professionals and union painters are ready, willing, and able to do the job. Madam Speaker, I urge all Members of the House to join me in cosponsoring the ``Bridge Corrosion Prevention and Repair Act.''

Mr. GARAMENDI

Mr. GARAMENDI. Mr. Speaker, thank you so very much for the opportunity to present this. First, let me throw back comments that Mr. Johnson made. I would say it precisely the same. Far too kind, but as they apply to you, certainly in order, each and every one of them. The pleasure of working across the aisle, but really in common, on a set of problems that plague our constituents, and frankly, the constituents of every Representative, perhaps that is why we had such unanimous or nearly unanimous support here on our legislation which, correctly, you said, will now pass this House four times. This bill attacks inflation, and it will reduce consumer costs. It is not going to solve every problem in the supply chain or every problem for U.S. exporters, but it will make a very real difference for American businesses and consumers by lowering the exorbitant ocean shipping costs and prohibiting unfair business practices by foreign- flagged ocean carriers. Let me continue with a few thank-yous. Mr. DeFazio, heads up. Pay attention. You and your staff and Mr. Graves and his staff deserve extraordinary thanks here for really putting together some of the details and pushing this bill along. Also, Mr. Carbajal, the maritime staff, both minority and majority for their work on it, and, of course, the author of this bill on the Senate side, Senator Klobuchar. Mr. Johnson's staff and ours--and others--worked with her early on in the process as she was preparing to introduce the Senate version of the House version of the Ocean Shipping Reform Act. So where do we go? It was almost 12 months to the day, June 15, that I reached out across the aisle on the Ocean Shipping Reform Act to work with my friend, Congressman Dusty Johnson. It is 12 months later, and I am thrilled that the House is passing this bill. In a conversation I had earlier last Friday with President Biden, he wants to sign this bill as soon as it could possibly get to his desk. The Ocean Shipping Reform Act, S. 3580, is the first major overhaul of our Nation's laws and Federal regulations for the international ocean shipping industry since 1998. For decades, the United States has run a significant trade imbalance, due in large part to export-driven, non-market economies like mainland China. In late 2001, the People's Republic of China was granted permanent, normal trade relations with the United States, the so-called most- favored-nation status--certainly favorable to China, but not to the United States--following that country's admission to the World Trade Organization. The United States' trade imbalance with the People's Republic of China in 2001 was approximately $83 billion. In 2020, our trade imbalance with mainland China was $310 billion in nominal dollars, having increased almost every year. Concurrently, the ocean shipping industry underwent considerable consolidation, coinciding with the continual decline of U.S.-flagged international fleet in favor of foreign flags of convenience--another way of saying, ``do it on the cheap.'' Some nine foreign-flagged carriers now dominate the global ocean shipping industry, several of which are effectively controlled by foreign governments or foreign state-owned enterprises. These foreign-flagged ocean carriers have an alliance with each other. They are not subject to the normal American laws of anticompetitive behavior so they go about their business. In that business, we have found the American consumer and the American exporter are at a disadvantage. The global COVID-19 pandemic made all of these longstanding issues in the ocean shipping industry and highlighted the staggering vulnerabilities in the integrated supply chain that drives global commerce. According to The Journal of Commerce, the foreign-flagged ocean carriers made a record profit of $150 billion--billion--in 2021, compared to just $25.4 billion in 2022. Even after more than quintupling their profits during the height of the pandemic, an independent analysis by the maritime research consultancy, Drewry, projects that the foreign-flagged ocean carriers will best their 2021 record profits in 2022, and I might add, at the expense of American consumers and at the expense of American exporters.

Mr. GARAMENDI. Mr. Speaker, I better get on with it. For every American shopper, shipper, agricultural exporter, manufacturer, retailer, or small business struggling with skyrocketing ocean shipping costs, I am saying this bill will be help on the way. The Ocean Shipping Reform Act cracks down on many of the issues. The Federal Maritime Commission is empowered. The bill shifts the burden of proof regarding reasonableness to the ocean carriers, so if they want detention and demurrage, they have to prove it. The bill also requires ocean carriers or their billing agencies to ensure that those charges comply with Federal regulations. Third: The bill increases the antiretaliation protections for shippers. Fourth: The bill establishes a new exception in Federal law that ocean carriers make a good-faith effort to negotiate vessel space and accommodate the cargo bookings for U.S. exports. The bill authorizes the Federal Maritime Commission to regulate shipping exchanges. Finally, this is one fine piece of legislation, and I urge its passage.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, today I introduce the ``Stop Price Gouging The Military Act.'' I thank U.S. Senator Elizabeth Warren (D- MA) for sponsoring the companion legislation in the United States Senate. Our ``Stop Price Gouging The Military Act'' would prevent defense contractors from overcharging the Department of Defense on equipment parts, closing loopholes in regulations that affect taxpayers, American service members, and businesses that fairly support military readiness. As chair of the Armed Services Subcommittee on Readiness, I know how much it costs to keep our military ready and this bill would ensure that prices for equipment parts are fair and defense contractors are rewarded for quality performance. The Truthful Cost or Pricing Data Act requires contractors to provide accurate cost and pricing data to the government. However, current broad definitions for ``commercial items'' prevent military contracting officers from accurately assessing fair prices. While prices for these ``commercial items'' should already be reasonable because of assumed competition in the commercial market, these parts are often only sold to the Department of Defense or are drastically changed from their original commercial counterpart. Some defense contractors can then overcharge the Defense Department because there are no market checks on the price, and they are not required to provide accurate data to military contracting officials. The Defense Department also pays companies before work is completed, and money is rarely recouped if the contractor is behind schedule or work quality is poor. With this model, there is no way to incentivize performance. This legislation would strengthen competition requirements by amending government acquisition laws to only waive requirements to provide cost or pricing information when there is price competition. It would also restore market dynamics to the commercial item definition by closing loopholes for when a good or service has been modified from what is sold on a commercial market, create a pilot program to tie payments to performance, and require annual disclosure of changes in costs of goods sold, gross margins, and pricing strategies. Madam Speaker, I encourage all Members to cosponsor my ``Stop Price Gouging The Military Act'' and support our service members, provide accountability to the taxpayer, and reward quality business that support military readiness. The legislation I introduce today would ensure just that.

Mr. GARAMENDI

Mr. GARAMENDI. Madam Speaker, I rise today to congratulate Granite Construction Company on its centennial anniversary and honor the lasting contributions of founder, Walter J. Wilkinson. Granite Construction Company is a leader in the construction industry, paving the way for innovation and progress. The company's Founder Walter J. Wilkinson was a man of integrity, perseverance, and dedication. He not only lived by these principles, but also instilled them in the culture and work of the Granite Construction Company; these quality ethics and values remain today. After earning his Bachelor of Arts degree in engineering, Mr. Wilkinson began his career as an engineer for the Lakeport Ice Company. In 1901, at the age of 20, he joined the Granite Rock Company and would eventually lead the construction division as superintendent. When Granite Construction Company was formed as a wholly owned subsidiary of Granite Rock in 1922, Mr. Wilkinson was chosen as Vice President and Arthur R. Wilson as President. In 1936, the Wilson family sold their shares of Granite Construction to Mr. Wilkinson, who then became President. In those early years of the Great Depression, Mr. Wilkinson and his wife, Carrie B. Earle, struggled to keep the company afloat, making personal sacrifices, including mortgaging all that they owned to help sustain the business. This perseverance and personal commitment left a lasting imprint on the company. With the advent of World War II, the business turned around and the company began to reach unprecedented levels of growth. Projects such as the $400,000 contract to build Camp Ord, now known as Fort Ord, in 1940 allowed Granite Construction to not only produce a profit, but also become a leader in the construction industry. In 1942, Mr. Wilkinson retired from active service with the company, and Bert Scott took over as President. Mr. Wilkinson sold his shares to his two sons, Walter Junior and Jack. A scrupulous but fair businessman, Mr. Wilkinson adhered diligently to the code of conduct he established for the company, prioritizing integrity, hard work, and determination in his professional and personal life. His colleagues called him a ``visionary'' as he successfully steered Granite Construction Company through rocky times to recovery. Outside of his professional work, Mr. Wilkinson was devoted to serving his community. He kept a daily diary, written in impeccable penmanship, chronicling his life and the founding of Granite Construction. He was a skilled orator, storyteller, and speech writer. Active in civic organizations, Mr. Wilkinson was a charter member of the Watsonville Exchange Club and President of the Chamber of Commerce as well as the Rotary Club. Moreover, as President and Founding Member of the Association of General Contractors of Northern California, Mr. Wilkinson was instrumental in establishing the Association's first bylaws. Walter J. Wilkinson conducted himself in a manner deserving of respect. With loyalty, dedication, and perseverance, he laid the foundation for a company able to weather the toughest of storms. The success of Granite Construction as the beacon of progress in today's construction industry is a tribute to him. Congratulations to Granite Construction Company on their centennial celebration.