Grace Napolitano

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, I was absent on Tuesday, March 1, 2016. Had I been present, I would have voted in the following ways: Yes on Roll Call No. 103--H.R. 136, To designate the facility of the United States Postal Service located at 1103 USPS Building 1103 in Camp Pendleton, California, as the Camp Pendleton Medal of Honor Post Office. Yes on Roll Call No. 104--The Motion to Suspend the Rules and Pass H.R. 3735, the Maya Angelou Memorial Post Office.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, on Wednesday, March 2, 2016, I was absent during rollcall vote No. 105. Had I been present, I would have voted ``aye'' on final passage of H.R. 3716--Ensuring Access to Quality Medicaid Providers.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, on Monday, February 29, 2016, I was absent during rollcall vote No. 102. Had I been present, I would have voted ``yea'' on the motion to suspend the rules and pass H.R. 4238--To amend the Department of Energy Organization Act and the Local Public Works Capital Development and Investment Act of 1976 to modernize terms relating to minorities.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, I was absent on Friday, February 26th, 2016. Had I been present, I would have voted in the following ways: Yes on Roll Call Number 92 the Beyer of Virginia Amendment No. 2. Yes on Roll Call Number 93 Jackson Lee of Texas Amendment No. 3. Yes on Roll Call Number 94 Beyer of Virginia Amendment No. 8. No on Roll Call Number 95 Smith of Missouri Amendment No. 9. No on Roll Call Number 96 Griffith of Virginia Amendment No. 12. No on Roll Call Number 97 Ribble of Wisconsin Amendment No. 14. No on Roll Call Number 98 Young of Alaska Amendment No. 15. Yes on Roll Call Number 99 Huffman of California Amendment No. 16. Yes on Roll Call Number 100 Sportsmens Heritage and Recreational Enhancement Act of 2015. No on Roll Call Number 101 Sportsmens Heritage and Recreational Enhancement Act of 2015.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Chair, on Thursday, February 25, 2016, I was absent during rollcall vote No. 87. Had I been present, I would have voted ``yes'' on the Cartwright Amendment.

Mrs. NAPOLITANO. Mr. Speaker, on Thursday, February 25, 2016, I was absent during rollcall vote No. 89. Had I been present, I would have voted ``no'' on Final Passage of H.R. 3624--Fraudulent Joinder Prevention Act of 2015.

Mrs. NAPOLITANO. Mr. Speaker, on Thursday, February 25, 2016, I was absent during rollcall vote No. 88. Had I been present, I would have voted ``yes'' on the Motion to Recommit H.R. 3624--Fraudulent Joinder Prevention Act of 2015.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, on Thursday, February 25, 2016, I was absent during rollcall No. 90. Had I been present, I would have voted ``no'' on the Motion on Ordering the Previous Question on the Rule providing for consideration of H.R. 2406.

Mrs. NAPOLITANO. Madam Speaker, on Thursday, February 25, 2016, I was absent during rollcall vote No. 91. Had I been present, I would have voted ``no'' on H. Res. 619--Rule providing for consideration of H.R. 2406--Sportsmen's Heritage and Recreational Enhancement (SHARE) Act.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, on Wednesday, February 24, 2016, I was absent during rollcall vote No. 85. Had I been present, I would have voted ``no'' on the Motion on Ordering the Previous Question on the Rule providing for consideration of H.R. 3624.

Mrs. NAPOLITANO. Mr. Speaker, on Wednesday, February 24, 2016, I was absent during rollcall vote No. 86. Had I been present, I would have voted ``no'' on H. Res. 618--Rule providing for consideration of H.R. 3624--Fraudulent Joinder Prevention Act of 2015.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, on Tuesday, February 23, 2016, I was absent during rollcall vote No. 83. Had I been present, I would have voted ``yea'' on the motion to suspend the rules and pass H.R. 4408-- National Strategy to Combat Terrorist Travel Act of 2016, as amended.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Madam Speaker, on Tuesday, February 23, 2016, I was absent during rollcall vote No. 84. Had I been present, I would have voted ``yea'' on the motion to suspend the rules and pass H.R. 4402-- Foreign Fighter Review Act of 2016, as amended.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, I rise in opposition to S.J. Res. 22, the Congressional Review Act disapproval resolution on the EPA and Corps of Engineers clean water rulemaking. I thank my ranking member, Peter DeFazio, for his strong advocacy and dedicated leadership in protecting the waters of the United States. Congress has a long history in supporting the Clean Water Act. Back in 1972, Congress overrode President Nixon's veto of the Clean Water Act, demonstrating bipartisan support for the Federal regulation of our Nation's waters. The message was very clear: Human health would no longer take a back seat to big business. We need to protect our people. Never mind business, agriculture, and some others, what about the people who drink the water and use it for everyday purposes? Now, more than 40 years later, we are set to vote to overturn the clean water protection rule, a rule that for the first time in over a decade provides clarity for regulated parties and protection for our Nation's rivers and streams. What message are we sending out today? Clearly, we are not telling the American people that what water the American people have left is not worth protecting. Mr. Speaker, when developing the clean water protection rule, the administration went to unprecedented lengths to engage with stakeholders, including ranchers, farmers, and municipalities. They held over 400 stakeholder meetings on the rule and reviewed close to a million public comments on the rule. I say public, because the public was also partly commenting on this. It is evident that EPA and the Corps wholeheartedly considered these comments and concerns because many of the clean water rule's reforms benefit industry, agriculture, and municipalities. These reforms include limiting permits for ditches and municipal storm water sewers and codified exemptions for certain agriculture, construction, and mining activities. Let us not forget that farmers and developers alike call the Clean Water Act's current--I am talking again about the current one-- regulatory process ad hoc, inconsistent, and costly. The rule we are attempting to overturn would keep the old Bush administration-era confusing regulations in place and potentially prohibit the President and his future successors from developing a clean water rule in the future. As we stand here today, I can't think of one good reason to pass this resolution. The same groups that asked for this rule actually benefited from the rule, but they are now asking us to do away with that rule. The only thing I can surmise is that those who oppose this rule would oppose any rulemaking that did not drastically limit the application of the Clean Water Act or, to put it another way, these groups are simply opposed to the Clean Water Act entirely. In California, 99.2 percent of the population gets its water from drinking water systems that rely on water bodies protected by this rule. With numbers like that on the line, intervening now is simply reckless. Mr. Speaker, I urge all my colleagues to join me in strong opposition to the resolution.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, on Tuesday, December 15th, 2015, I was absent during rollcall vote No. 694. Had I been present, I would have voted ``yea'' on the motion to suspend the rules and pass H. Res. 536-- Supporting freedom of the press in Latin America and the Caribbean and condemning violations of press freedom and violence against journalists, bloggers, and individuals exercising their right to freedom of speech.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. I yield the gentlewoman an additional 30 seconds.

Mrs. NAPOLITANO. Mr. Speaker, I rise in strong support of the conference report on H.R. 22, the FAST Act. I do associate myself with the remarks of Chairman Shuster, of Ranking Member DeFazio, and, of course, of their extraordinary staffs, including mine, who have been very effective in working on this very bipartisan and very thorough bill. I have been honored to serve on the conference committee, thanks to Leader Pelosi's appointment. I especially thank our transportation stakeholders in my district--California, of course--for their input on the policies included in this bill, which will benefit not only California but many of our Nation's constituencies by improving their commutes, by enhancing the transportation of goods to market, and by increasing transportation safety and air quality.

Mrs. NAPOLITANO. Those entities that really sent good, solid information to this committee were the San Gabriel Valley Council of Governments, the San Gabriel Valley Economic Partnership, the Alameda Corridor-East Construction Authority, the Foothill Transit, the Gold Line Foothill Transit Project, the Gateway Council of Governments, the Access Services of Los Angeles, the LA Metro, the Southern California Association of Governments, Caltrans, the California Department of Natural Resources, and the California Department of Labor. I ask my colleagues for their support, and I ask for an ``aye'' vote from all of us. This is a great bill thanks to their bipartisan support. Mr. Speaker, I include for the Record a list of the items that were able to be included in the bill. Overall Funding Levels The bill authorizes Highway, Transit and Railroad programs at $305 billion over 5 years. $281 billion is directly funded from revenues in the bill (aka ``contract authority programs'') which is for highway programs and most transit programs. This is $12.8 billion higher than the House passed bill. This higher funding level was requested by California transportation agencies including Caltrans, the Metropolitan Planning Organizations (MPOs) and the California Councils of Governments (COGs). $24 billion is authorized to be appropriated annually. The programs needing appropriations are New Starts Transit construction grants (which the larger California Transit Agencies strongly support) and Amtrak passenger rail investments (California has 3 of the top 5 Amtrak rail corridors). Local Control--Increased Local Suballocation of Transportation Funding The bill increasie's the percentage of funds that flow directly to local regions (instead of the State) within the Surface Transportation Program (STP) from the current 50% to 55% (1% per year). This issue was supported by CAL COG and local CA Transportation agencies. Transit Funding Increases The bill provides $13 billion over 5 years for the state of good repair transit formula program. These funds are distributed to state and local governments for repairs and upgrading of rail and bus rapid transit systems. This is a 20% increase over current funding. The bill provides $3.7 billion over 5 years for bus and bus facilities and sets aside $1.5 billion for a competitive bus grant program. This is a 75% increase over current funding. California Transit agencies strongly supported increased transit funding. Freight Programs The bill creates two funded freight programs. The first is a Formula Freight program funded at $6.3 billion over 5 years which is allocated to the states. The second is a Nationally Significant Freight and Highway Projects Competitive grant program funded at $4.5 billion over 5 years that state and local governments can apply for. Creating these funded freight programs was a big priority of California Transportation agencies including Caltrans, California Association of Councils of Governments, League of CA Cities, Metropolitan Transportation Commission of the SF Bay Area, Southern California Association of Governments, San Diego Area Association of Governments, L.A. Metro, and Sacramento Area Council of Governments. In addition, language was included that many CA Transportation agencies care about to make local transportation agencies (such as JPA's) eligible recipients of grant funds and to address local environmental impacts of freight movement. Transportation Alternatives--bicycle, pedestrian, trails, safe routes to school projects The bill funds transportation alternatives at $835 million per year in 2016 and 2017 and $850 million per year in 2018, 2019 and 2020, which is more than the House bill level of $819 million per year. The bill gives Metropolitan Planning Organization's (MPO) new flexibility to use up to 50% of this funding for other Surface Transportation Eligible projects. California transportation agencies, environmental organizations, bike associations, and safe route to school advocates strongly support this program. TIFIA Loan Program The TIFIA loan program is funded at $275 million/year in FY16 & 17 and $300 million/year in FY18, 19, 20. This is more than the $200M/yr in the House bill. TIFIA is strongly supported by many California transportation agencies (especially those with local transportation funding sources such as sales tax measures) because they can use the government backed loans to expedite their projects and save money in the long run. Language was included to allow unused TIFIA funds to go back into TIFIA and to provide eligibility to Transit Oriented Development projects. This language was also a priority of CA transportation agencies. Railway Highway Grade Crossing Program The bill maintains the current railway-highway grade crossing program and increases funding by $5 million/year to $245 million in FY20. California Transportation agencies, including the Alameda Corridor East Construction Authority in my district strongly support this program because safety issues around highway rail grade crossings are a big concern in our state. Positive Train Control Grants The bill provides $199 million for positive train control grants that commuter railroads can apply for. This was a big priority of Metrolink as they are currently developing and implementing positive train control safety systems. New Starts Transit Construction Project Changes The bill allows local transportation agencies to use Surface Transportation Program funding as the local match for New Starts. This was a priority of CA MPOs and CALTRANs because the original House bill prohibited this flexibility in funding. Transit Workforce Training Programs The bill focuses transit workforce training programs on the front line workforce (bus drivers, rail operators, mechanics, etc.). The bill also focuses on career opportunities for underepresented populations, including minorities, women, veterans, low-income, and the disabled. This was a priority of LA Metro and California Transit Unions. Transit Operator Safety The bill requires DOT to perform a rulemaking on transit operator safety to address the growing concern of violence against transit workers. This was a priority of California Transit Unions. Allowing Paratransit Coordinated Fare Structures to Continue--Los Angeles County Issue The bill allows Access Services paratransit provider of Los Angeles County to continue using a tiered, distance-based coordinated paratransit fare system. For over 20 years, Access Services has had a DOT approved tiered fare structure that averages all the fares of 44 transit agencies into 2 fares. For riders traveling under 20 miles the fare is $2.75 and for riders traveling over 20 miles the fare is $3.50 (these paratransit fares are dramatically lower than the rest of the country). DOT was going to require Access Services to change their fare structure by Jan. 1, 2016 based on confusing formulas for each individualized trip a disabled customer takes. 95% of the public comments from the ADA community strongly opposed this change. This provision will allow Access to continue operating with their current tiered fare structure. Buy America The bill increases the domestic content requirement for buses and transit rail cars from 60% to 70%. Innovative Funding Alternatives Grant Program The bill creates a $15-$20 million/year grant program to allow states to experiment with alternative transportation user fees such as vehicle miles traveled taxes. California would benefit from this program because we are implementing one of the only alternative transportation user fee pilot programs in the country. National Surface Transportation and Innovative Finance Bureau The bill creates a new Bureau within the office of the Secretary to streamline the administration of the TIFIA and RRIF loan programs, private activity bonds, and the new freight program. California and Los Angeles County in particular has been a large recipient of TIFIA and RRIF loans but many agencies have complained at how long, burdensome, and bureaucratic the process is. This Bureau will address these concerns. Funding for Locally owned Bridges on the Federal-Aid Highway System The bill fixes a major concern Los Angeles County had with the last transportation bill (MAP-21) which only allowed bridges on the National Highway System to be funded by the National Highway Performance Program. A lot of locally owned bridges in California are on the federal-aid highway system and previously received direct bridge funding but no longer do because they are not on the National Highway System. This bill allows all locally owned bridges on the federal-aid highway system to be eligible for funding in the National Highway Performance Program. Park and Ride Relinquishment The bill allows states to relinquish ownership of park-and- ride lots to local governments if they wish. This was a big priority for CALTRANs and local CA MPOs like LA Metro because some local agencies would like to take ownership of state park-and-rides in order to invest in them and improve their performance within regional, multimodal transportation systems. HOV Degradation Standards Impact on California The bill allows for California or a local transportation agency to apply for a waiver from the current HOV degradation standard. It also requires the state or local agency to have a plan to improve their HOV operations. Fixing problems with how the current HOV degradation standard works in California was a major priority of CALTRANs and local MPOs. The current HOV degradation standard requires HOV lanes to maintain an average speed above 45 mph 90 percent of the time during peak hours. This standard does not take into account the specific transportation concerns of each state. The most recent data indicates that 60 percent of California's HOV network is degraded under the current federal standard, but it also indicates that ``recurrent congestion'' is not a primary source of degradation in California. Other variables such as inclement weather, traffic incidents, or unforeseeable nonrecurring congestion have a greater impact on HOV lane performance in California. The point of the federal standard is to address manageable traffic policy which is recurrent congestion. Since degraded facilities must be brought back into compliance under this federal law, the high levels of degradation in our state will require scarce resources to correct a problem that, in the majority of cases, is relatively infrequent and unpredictable. This bill allows the state to request a waiver from this unreasonable standard. Congestion Mitigation and Air Quality Improvement (CMAQ) Program Funding for local Transportation Projects The Conference Report continues to allow local California Transportation agencies to fund transit, congestion management, and bicycle/pedestrian projects with Congestion Mitigation and Air Quality (CMAQ) program funds. The original House and Senate bills contained provisions that local CA transportation agencies strongly opposed that would have restricted their ability to use CMAQ funds for actual transportation projects. No Preemption of CA Meal and Rest Break Laws for Truckers The conference report does not include a provision from the House bill that would have preempted state meal and rest break laws as they apply to the trucking industry. The original provision in the House bill was a direct attack on a recent court decision in California that ruled that California truck drivers were entitled to meal and rest breaks under California labor law. The California Department of Labor and the California Teamsters strongly opposed the original House bill provision. No Comprehensive Oil Spill Response Plan Section that was opposed by California The bill does not include Section 7011 of the original House bill that required federal oil spill response plans for railroads. This section was strongly opposed by the California Department of Natural Resources because it would preempt state law and California's ability to impose their own rail oil spill response plans. Privatizing Engineering The bill does not include language requiring or incentivizing states to outsource public engineering work. We must continue to support states that hire public engineers in order to protect the public interest. Nation-wide Truck Size and Weight Issues not in the bill The bill does not increase truck sizes with double 33s or weights to 91,000lbs. (l.c. ``el''). There were attempts to increase truck size and weights but they were strongly opposed by CA Sheriffs Association, CA Peace Officers Assoc. (PORAC), and CA highway safety groups. Port Performance included was a concern I am concerned that the bill includes a provision to require the Bureau of Transportation Statistics to collect data on port performance freight statistics at the nation's top 25 ports. I am glad this provision was amended in Conference to create a working group which includes labor representatives and port representatives that will determine how the port performance statistics program will be implemented. WIFIA FIX Included The Conference Report fixes a problem with the Water Infrastructure Finance and Innovation Act (WIFIA) loan program from WRRDA 14 that prohibited local water agencies from combining tax exempt debt (i.e. municipal bonds) with WIFIA loans. This Conference Report changes that and allows water agencies to use municipal bonds (which are a major source of their revenue) as the local match to federal financing provided by the WIFIA. This fix to WIFIA was strongly supported by CA water agencies including ACWA and

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, I rise to honor the long career of public service provided by an outstanding constituent from my district, Doug Glaeser, who has served the San Gabriel Valley and the students, professors, and staff of Cal Poly Pomona University with distinction as the Director of Government affairs and a Political Science Professor for the past 30 years. Doug has been an invaluable resource to me and my staff, and will be truly missed. He has assisted my office in connecting professors and students with government officials to research and find solutions for challenges facing our state and nation. Doug has organized multiple water conferences that I have held at Cal Poly which have led to University researchers working with water agencies and policy makers to improve water conservation for residents, businesses, and agriculture. He also facilitated workforce development programs to improve the current and next generation of our water workforce. Doug has also established partnerships between Cal Poly and the Air Force that have created applied educational experiences for students to prepare them for careers in the public and private aerospace industry. He was successful in working with our office to garner $5 million in federal funding to improve the Engineering Department's Aerospace Laboratories. These laboratories have led to expanded educational opportunities for students, improved research capabilities for professors, and modeling and simulation assistance for the Air Force. Doug's work has not been limited to the betterment of Cal Poly alone; he has been a strong advocate for the California State University system as well as all higher educational institutions in California. He has been a leader in opening up opportunities for Latino students and Hispanic-Serving Institutions by advocating for legislation that seeks to improve federal programs which target educational opportunities for Hispanic students in the Agricultural, Natural Resources, and Military sectors. Mr. Speaker, I would also note that outside of his job at Cal Poly, Doug volunteers much of his time to organizing, managing, and officiating swimming and water polo competitions throughout the state of California. His commitment to improving both the academic and athletic pursuits of our students is exemplary. Doug's accomplishments for our community are a product of the kindness, knowledge, humor and enthusiasm that he exudes every day. We will miss Doug's visits to my office and his bright smile, his warm greeting to everyone in the office, and the delicious avocados he brings from the Cal Poly Farm Store. Doug's proudest achievement is the success of his children Kimberley, Kevin and Daniel, and his grandson Alex. I have been particularly fortunate to get to know Kimberley, as she was an intern in my office and has gone on to serve our country as a Naval Aviator. I was honored to join Doug and his family at Kimberley's winging ceremony early this year in Pensacola, FL. Mr. Speaker, on behalf of the people of the San Gabriel Valley, and the Cal Poly Pomona community, I ask my colleagues to join me in congratulating Doug Glaeser on his retirement, and thanking him for his long career of public service to Cal Poly Pomona, the State of California and our nation.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, it is with great sadness that I rise to honor the life of Nohemi ``Mimi'' Gonzalez, a 23-year-old senior at California State University, Long Beach, who was killed in the senseless terrorist attacks in Paris on Friday, November 13, 2015. Nohemi, a native of the San Gabriel Valley, was in the Petit Cambodge restaurant with another Long Beach State student when she was fatally shot by the Islamic State group, also known as ISIS. Nohemi was in Paris studying at the Strate College of Design during a semester abroad program. A proud independent and energetic first-generation Mexican-American, Nohemi was born on October 19, 1992, in Whittier, where she grew up. She graduated early from Whittier High School and became a first- generation college student. Gonzalez was studying Industrial Design, paying her way through school with help from an on-campus job in the school's design shop. Nohemi was full of life. Her classmates called her a firecracker and a rabbit--hopping around the Cal State Long Beach campus's design school eager to help anyone who needed it. She loved life and was eager to learn and partake in our American dream. Nohemi is survived by her mother, Beatrice and step-father, Jose Hernandez, residents of El Monte. Beatrice wanted her daughter to be remembered as a young Latina who worked hard to get ahead. I wish to express my sincere sympathy to her parents as well as her extended family, friends, and the entire Cal State Long Beach community, who have all been devastated by the loss of one so loved. I ask that all of my colleagues join me to honor the life of Nohemi Gonzalez and remember all those who lost their lives in Paris.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Speaker, I yield myself such time as I may consume. Mr. Speaker, I too rise in support of H.R. 3114, as stated by my colleague, a bipartisan bill, introduced along with my colleague, Congressman Rodney Davis from Illinois, to permanently authorize available funds from the Army Corps of Engineers to hire veterans for curation and historic preservation of archaeological sites, items of historical value during their excavation and during other related activities. It is very notable that, on the legislative week immediately following Veterans Day, the House is considering important legislation to provide job training assistance to hire and train our veterans. As part of our government's effort to protect our Nation's archaeological heritage, Federal agencies are required to provide curation and preservation services to professional museums and archival practices. In 2009, the Army Corps of Engineers began training veterans in archaeological processing activities, using temporary funds provided by the American Reinvestment and Recovery Act, otherwise known as ARRA. For 6 years, veterans have enrolled in the program, and have been acquiring valuable job skills, including but not limited to computer database management, records management, scanning, and photographing records and artifacts. These are skills further preparing our veterans for today's competitive job market by giving them valuable, hands-on experience. As of earlier this year, 231 veterans have gone through the program, and currently they have 38 veterans in this current class. As a direct result of the program, 139 veterans have obtained permanent employment; 39 have continued their education, either at colleges, universities, or in certificated programs. Not only does the Corps' Veterans Curation Program educate, train, and employ veterans, the program's jobs are tailored to fit the capabilities of disabled veterans. The Corps undertakes these activities in three facilities across our country, located in Georgia, Virginia, and Missouri. Mr. Speaker, my colleagues and I are grateful for the chance to provide our veterans an opportunity to continue healing by carrying out meaningful work and job training that is helping them and their families reintegrate, become more productive, and that is so beneficial to our Nation. I urge all my colleagues to support making this worthwhile program permanent and joining me in passing this legislation. Mr. Speaker, this is a program that is very worthwhile. It is one of the agency's many efforts to continue helping our veterans be able to get job training, get job skills, and be able to sustain their families in a way that may make them feel whole again. I do ask all my colleagues to support this. I yield back the balance of my time.

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

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Chairman, I rise in strong support as a cosponsor of this amendment. I thank my colleague from Ohio (Mr. Ryan) for offering it. I thank the gentleman for allowing me to cosponsor it because this is an important issue for my area. In section 1109(c), this amendment would clarify language in the bill in order for local transportation agencies to continue to fund not only highway, but transit, bicycle, and pedestrian, projects with Congestion Mitigation and Air Quality Program funds, called CMAQ. This amendment would also allow for alternative fuel vehicles to be eligible for recipient funds along with diesel retrofit projects. A concern was brought to my attention by the metropolitan planning organizations in California, including the Los Angeles County Metropolitan Transportation Authority and the cities they represent, which includes my district in the San Gabriel Valley, that important transportation projects would no longer be prioritized for CMAQ funding. In 2014, southern California transportation agencies--mind you, they represent over 20 million people--used CMAQ funding to provide $51 million in traffic flow improvements, $50 million in transit, and $22 million in bicycle and pedestrian projects. This amendment would clarify that these projects are still prioritized for CMAQ funding. I thank Chairman Shuster and Ranking Member DeFazio for working with us on this amendment. I look forward to working with my colleagues in conference to further clarify that traffic flow, transit, and bicycle and pedestrian projects continue to be eligible for CMAQ set-aside programs as they are now.

Mrs. NAPOLITANO. I thank Mr. DeFazio for yielding. Mr. Chair, I rise in opposition to this amendment, which would overturn a Federal court decision that determined California meal and rest break laws apply to truckers. On July 9, 2014, the Ninth U.S. Circuit Court of Appeals, as was mentioned before, ruled that trucking operators in California must allow for 30-minute breaks after 5 hours of work and a 10-minute rest break after each 4 hours. This meal and rest break standard is very reasonable when you consider the truck drivers can be subject to 14 hours of on-duty time. The amendment would not only preempt California's law with regard to trucking operations, but would preempt laws in 21 other States and territories that guarantee a meal break. I won't go into the States' names. The States must be allowed to set meal and rest break standards as they see fit for the health and safety of their workers. One size does not fit all. Mr. Chairman, I ask my colleagues to oppose the amendment.

Mrs. NAPOLITANO

Mrs. NAPOLITANO. Mr. Chairman, I certainly want to thank my colleague, Mr. Gibbs, for introducing this very important amendment. I do strongly support this amendment that requests a DOT study regarding the federally funded materials used by the States for culvert and stormwater pipes. This issue was brought to my attention in my area in Los Angeles by companies that were being forced out of competition for federally funded transportation projects. The States were having a little problem and were the local governments that sole-sourced materials. State and local governments should be allowed to have open and fair competition on the best products available for use in these sewer and culvert systems. Mr. Gibbs' amendment, which I am happy to cosponsor, requires the Department again to study and report to Congress on these materials in order to ensure that taxpayer funds are being spent in a most cost- effective and efficient way. I am very grateful to my colleague. I thank him for allowing me to co-offer this amendment. I urge my colleagues to support it.