James Oberstar

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I yield myself 30 seconds. I appreciate the remarks of the gentleman, the distinguished assistant minority leader. In my remarks to the Ways and Means Committee, I laid out seven or eight different options. All of those options are on the table. In our metropolitan mobility center provision of the bill, we engage a wide range of private sector financing mechanisms to support investment in surface transportation in the areas of critical need where the greatest congestion occurs. We welcome all of those ideas.

Mr. OBERSTAR. I yield myself an additional 30 seconds. As the gentleman from Florida knows very well, he has advanced ideas that we have engaged in and are continuing to engage in how to finance the long-term 6 years of the surface transportation. This is not a gas- tax-now-and-only proposal. We are not considering such in this 3-month extension, I say to the gentleman. I would just like to quote a distinguished leader of this country: ``So what we are proposing is to add the equivalent of 5 cents per gallon to the existing Federal highway user fee, the gas tax. That hasn't been increased for 23 years. The cost to the average motorist will be small. The benefit to our transportation system will be immense. The program will not increase the Federal deficit or add to the taxes you and I pay. It will be paid by those of us who use the system, and will cost the average car owner about $30 a year, less than the cost of a couple of shock absorbers.'' That was Ronald Reagan in 1982. I applauded him for that statement. It was a great statement of leadership. We are asking for ideas for leadership on how to finance the future of transportation. Give us the time, give us the 3 months that we need to continue the dialogue. I invite the gentleman from Virginia to participate in these discussions with us. I hope that he will. I reserve the balance of my time.

Mr. OBERSTAR. Mr. Speaker, I yield 4 minutes to the gentleman from Oregon (Mr. DeFazio), Chair of the Subcommittee on Highways and Transit.

Mr. OBERSTAR. Mr. Speaker, I yield myself 15 seconds to point out to the gentleman from Illinois that we will in our next report next week, and I invite the gentleman to our committee hearing, the fourth in our series of oversight hearings, show 100,000 construction jobs.

Mr. OBERSTAR. I yield myself another 15 seconds. By November, we will have a quarter of a million construction jobs. I keep track of it in a record that I have week by week. And, yes, if we had transferred the $140 billion from the rest of the stimulus, or if we had taken instead of a $300 billion tax cut and put it into the highway program, we would have a lot of people working. I yield 3 minutes to the distinguished gentleman from Ohio (Mr. LaTourette), a graduate of the Committee on Transportation and Infrastructure.

Mr. OBERSTAR. How much time remains on each side?

Mr. OBERSTAR. I yield 30 seconds to the gentleman from Oregon (Mr. DeFazio).

Mr. OBERSTAR. How much time remains?

Mr. OBERSTAR. I will reserve the balance of my time to close on our side.

Mr. OBERSTAR

Mr. OBERSTAR. I yield myself the balance of my time. As a matter of historical record, it was I who suggested, when I heard from my distinguished Republican leader on the committee that the leaders of the Republican Conference had decided to oppose the suspension, that we would then, instead, ask for a rule to consider the bill. But on further consideration, I decided that there are so many Members on both sides who really wanted to vote on this bill that the time is now. I just want to point out that in the consideration of the current law, surface transportation law, beginning in 2003, there were 12 extensions: five were considered under unanimous consent, with my support; seven bills were considered under suspension of the rules, all of which I cosponsored; four were agreed to by voice vote; three were passed by recorded vote. The first, ironically, was September 30, 2003, 6 years ago, for a 5-month extension. I supported that. It was a voice vote. We didn't ask for a bill to be brought up under a rule. We didn't ask for a recorded vote. We just, as a matter of comity and participation and in the best interests of the country and in the best interests of transportation, supported an extension for 5 months, and on through 12 of them, the last being the extension into September of 2004. Why, now, all of a sudden, after our side had time and again supported extensions that, let me just go here, the last was July 30, 2005. I correct myself. I supported it. This is in the best public interest, I said, to give the Congress time, the House and Senate conference committees, to finish a bill. Now, there are a number of organizations that support the short-term extension--the American Trucking Association, the American Automobile Association, the National Association of Manufacturers, the U.S. Chamber of Commerce--urging the Congress to enact a multiyear surface transportation authorization bill as soon as possible. The Transportation Construction Coalition, 28 national construction trade associations and construction trade unions. The proposed 3-month extension is far preferable to the 18 months. A whole host of groups say do the right thing. I ask this body to do the right thing today.

Mr. OBERSTAR. Mr. Speaker, I rise to correct statements that were made by the gentleman from Arizona in the course of this debate, in which he gave inaccurate information about the magnetic levitation deployment program and the America's Byways Resource Center. SAFETEA-LU established a program to fund the deployment of magnetic levitation transportation projects. SAFETEA-LU provided $45 million for the MAGLEV program in FY09, under the policy agreements made in the course of negotiations on that legislation. This is an extension of a current law program, and is consistent with the approach taken throughout the Surface Transportation Extension Act. No Member requested the inclusion of this language. The America's Byways Resource Center was originally authorized and funded under TEA-21. Byway leaders, local groups, volunteers, organizations and the State coordinators responsible for the planning and marketing involved with nationally designated byways depend on the center for the training, information and expertise paving the way to better byways. The Federal Highway Administration leads and manages the National Scenic Byways Program as a community-based program and works in coordination with the center to ensure the continued commitment to the success of America's Byways. Policy changes can and will be considered in the course of a long- term authorization, but are not appropriate in a short-term extension. H.R. 3617 extends the policies and agreements made under SAFETEA-LU, and continuation of these programs is consistent with this approach. I yield back the balance of my time.

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

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of House Concurrent Resolution 136, to authorize the use of the Capitol Grounds for a public event to honor citizenship day. September 17th marks the anniversary of the ratification of the U.S. Constitution and is commemorated as Constitution Day and Citizenship Day. It designates a time to honor the Constitution of the United States and learn more about this famous piece of legislation. Constitution Day and Citizenship Day also recognizes ``all those who, whether by coming of age or by naturalization, have become citizens.'' The day is intended to encourage ``the complete instruction of citizens in their responsibilities and opportunities as citizens of the United States and of the State and locality in which they reside.'' H. Con. Res. 136 authorizes the National Korean American Service and Education Consortium to sponsor a free public event on the Capitol Grounds to celebrate Citizenship Day on September 17, 2009. Activities on the Capitol Grounds conducted under H. Con. Res. 136 will be coordinated with the Architect of the Capitol, and will be free and open to the public. I urge my colleagues to join me in supporting H. Con. Res. 136.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of the bill, H.R. 2498, which I introduced, to designate the Federal building located at 844 North Rush Street in Chicago, Illinois, as the ``William O. Lipinski Federal Building'' in honor of our former colleague and national leader in transportation issues, Bill Lipinski. William O. Lipinski was born in Chicago, and lived there for most of his life. He attended Loras College in Dubuque, Iowa, and served in United States Army Reserves from 1961 to 1967. After serving in the armed forces, he was active in public service in Chicago, Illinois. He served as an Alderman, a city councilman, and several different positions within the Democratic Party in Chicago. William O. Lipinski was elected to Congress in 1982, where he went on to serve in 10 succeeding Congresses. In his Congressional career, Congressman Lipinski served as the senior Democrat on the Subcommittee on Railroads, the Subcommittee on Aviation, and the Subcommittee on Highways and Transit. Our colleague, Bill Lipinski, was a leader on transportation issues while he represented the 3rd and 5th Congressional Districts of Illinois. He strongly advocated for the transportation and connectivity issues in his district, whether it was providing a local airport with access for financing for infrastructure improvement or providing public transit options to areas in his Congressional district that lacked access. In the early 1990s, Congressman Lipinski was instrumental in securing the Passenger Facility Charge (PFC), which enabled airports to finance infrastructure improvements. He also served in leadership roles in the past two surface transportation authorization bills, providing funding for highway, highway safety, and public transit programs. It is most fitting that we honor his civic career, his leadership role on the Committee on Transportation and Infrastructure, and his contributions to the transportation industry with this designation. I urge my colleagues to join me in supporting H.R. 2498.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 2053, which designates the U.S. courthouse located at 525 Magoffin Avenue in El Paso, Texas, in honor of Albert Armendariz, Sr. Judge Armendariz was one of the most significant figures in Latino history, especially in the southwest region of the United States. He was the president of the League of United Latin American Citizens (LULAC), and the founder of the Mexican American Legal Defense Education Fund. He was a life-long champion of civil rights, a fighter against racism, and a defender of the underserved. Judge Armendariz was a World War II veteran, and obtained his law degree from the University of Southern California Law School. Upon graduation, he returned to El Paso, where he set up his law office. He quickly became a community leader and activist. His judicial legacy includes his work on Hernandez v. The State of Texas, which established Latinos as a protected class entitled to protection under the 14th amendment of the U.S. Constitution. Judge Armendariz also served as an immigration judge within the U.S. Department of Justice. In addition, he was the first Latino judge to serve as a Justice on the Eighth Judicial District Court of Appeals for the State of Texas. Judge Armendariz had a never ending passion for service to his community and practiced law until his death at age 88 on October 4, 2007. Given his extraordinary service, it is fitting and proper to honor Judge Armendariz by designating the United States courthouse located at 525 Magoffin Avenue in El Paso, Texas, as the ``Albert Armendariz, Sr., United States Courthouse''. I urge my colleagues to join me in supporting H.R. 2053.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, H.R. 2121, as amended, authorizes the Administrator of the General Services Administration (GSA) to transfer to the Galveston Historical Foundation the Federal property located at 502 20th St. Galveston, Texas. The parcel of real property is the 1861 U.S. Custom House, one of the oldest buildings in Galveston, Texas, and was added to the National Register of Historic Places in 1970. The Galveston Historical Foundation was incorporated in 1954, and has since cultivated its work to cover community redevelopment, public education, historic preservation advocacy, maritime preservation, and stewardship of historic properties on Galveston Island. To date, the Galveston Historical Foundation has more than 2,000 members and has twice been awarded the National Trust for Historic Preservation's Honor Award. In 1998, GSA and the Galveston Historical Foundation entered into a long-term lease agreement with respect to the 1861 U.S. Custom House. In exchange for the Galveston Historical Society rehabilitating the historical building, it was granted a long-term lease. This bill allows the Galveston Historical Society to purchase the building outright. H.R. 2121 would convey the property at fair market value to the Galveston Historical Foundation. The proceeds will be deposited into the Federal Building Fund. I urge my colleagues to join me in supporting H.R. 2121.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 3193, a bill to designate the United States courthouse under construction at 101 South United States Route 1 in Fort Pierce, Florida, as the ``Alto Lee Adams, Sr., United States Courthouse''. Alto Lee Adams, Sr. was born and raised in Walton County, Florida, and graduated from the University of Florida Law School in 1921. After practicing law in Fort Pierce County for 14 years, Judge Adams was appointed to the Florida state circuit court in 1938. In 1940, Florida citizens voted for the creation of a seventh seat on the State Supreme Court. Then-Governor Cone appointed Judge Adams to the State's highest court. He served on the Florida Supreme Court until 1951, the last two years as the Chief Justice. During this time, Justice Adams authored one of his most highly-regarded decisions in Taylor v. State, which illustrated Justice Adam's dedication to civil rights. He wrote that ``[a]s to the relative rights and duties, the law makes no [racial] distinction.'' Justice Adams also continually advocated for individual property rights over the Federal Government's power of eminent domain. In 1967, then-Governor Kirk re-appointed Justice Adams to the State Supreme Court, where he remained on the court until his mandatory retirement in 1968. Throughout his legal career, Justice Adams co-authored a book and wrote several articles regarding legal history and philosophy. His 13 years of service on the Florida State Supreme Court are marked by his fairness on the bench. He was also an active member of his community serving as President of the Florida State Elks Association and as Vice Chair of the State Welfare Board. Because of Judge Adams' exemplary career in public service, it is fitting to designate the United States Courthouse under construction at 101 South United States Route 1 in Fort Pierce, Florida, as the ``Alto Lee Adams, Sr., United States Courthouse''. I urge my colleagues to join me in supporting H.R. 3193.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I ask unanimous consent that the Committee on Transportation and Infrastructure be discharged from further consideration of the concurrent resolution (H. Con. Res. 171) authorizing the use of the Capitol Grounds for an event to honor military personnel who have died in service to the United States and to acknowledge the sacrifice of the families of those individuals as part of the National Weekend of Remembrance, and ask for its immediate consideration in the House.

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of House Concurrent Resolution 171, authorizing the use of the Capitol Grounds for an event to honor military personnel who have died in service to the United States and to acknowledge the sacrifice of the families of those individuals as part of the National Weekend of Remembrance. This concurrent resolution will permit the use of the Capitol Grounds for a Time of Remembrance tribute for military families who have lost loved ones in Iraq and Afghanistan, including 72 Minnesota families (with 12 families from my Congressional District). This event will be held on September 26, 2009, on the West Front of the Capitol and will be sponsored by the White House Commission on Remembrance and Families United for Our Troops and Their Mission, a non-profit organization. The White House Commission on Remembrance was established by Congress in 2000, under the National Moment of Remembrance Act (P.L. 106-579). This law directed the Commission to unite the nation in a National Moment of Remembrance, to be held at 3:00 p.m. each Memorial Day. Since 2006, the Commission has also sponsored an annual Time of Remembrance ceremony to ``honor all those who have died in service to our country, with a special tribute to America's fallen in Afghanistan and Iraq and the families they left behind.'' Passing this resolution will ensure that this year's ceremony, and a picnic to follow, will be allowed to go forward on the Capitol Grounds on September 26, 2009. Activities on the Capitol Grounds conducted under H. Con. Res. 171 will be coordinated with the Architect of the Capitol and the Capitol Police Board, and will be free of charge. This ceremony is an opportunity to demonstrate to military families that their fellow Americans join them in mourning their loss, and to express our sincere and immeasurable gratitude for the service of their sons, daughters, mothers, fathers, sisters, and brothers to our nation. While we can never adequately thank those who have died for the sacrifice they have made, taking time to remember these brave men and women and celebrating their lives with their families is an appropriate tribute. I urge my colleagues to join me in supporting H. Con. Res. 171. The concurrent resolution was agreed to. A motion to reconsider was laid on the table.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I ask unanimous consent for the immediate consideration in the House of the bill (H.R. 2913) to designate the United States courthouse located at 301 Simonton Street in Key West, Florida, as the ``Sidney M. Aronovitz United States Courthouse''.

Mr. OBERSTAR. Mr. Speaker, I rise in support of the bill, H.R. 2913, introduced by the gentlelady from Florida (Ms. Ros-Lehtinen), to designate the United States courthouse located at 301 Simonton Street in Key West, Florida, as the ``Sidney M. Aronovitz United States Courthouse''. Judge Sidney M. Aronovitz served as a U.S. District Court Judge for the Southern District of Florida for 21 years. Aronovitz was born in Key West, Florida, on June 20, 1920. After graduating from Key West High School in 1937, he went on to attend the University of Florida where he was awarded a bachelor of arts degree in 1942, and a law degree, with honors, in 1943. Aronovitz went on to serve as a U.S. Army captain from 1943 to 1946, earning multiple distinctions, including a Bronze Star. Between 1943 and 1976, Aronovitz served as a lawyer in private practice in Miami, Florida. He also served as a City Commissioner from 1962 to 1966, holding the position of Vice-Mayor in 1965. In 1976, President Gerald Ford nominated Sidney M. Aronovitz to serve as a U.S. District Court Judge for the Southern District of Florida. Judge Aronovitz was commissioned on September 21, 1976, and served as a U.S. District Court Judge until his death in 1997. In addition, he periodically sat on the U.S. Court of Appeals, 11th Circuit, and served on the U.S. Foreign Intelligence Surveillance Court from 1988 to 1992. Judge Aronovitz served with distinction and it is fitting that we honor him today with this designation. I urge my colleagues to support H.R. 2913. The bill was ordered to be engrossed and read a third time, was read the third time, and passed, and a motion to reconsider was laid on the table.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today in strong support of H.R. 3377, the ``Disaster Response, Recovery, and Mitigation Enhancement Act of 2009''. This bill makes amendments to the Robert T. Stafford Disaster Relief and Emergency Assistance Act (Stafford Act) to improve the assistance that the Federal Government provides to States, local governments, and communities after major disasters and emergencies. I thank Full Committee Ranking Member Mica, as well as the gentlewoman from the District of Columbia (Ms. Norton) and the gentleman from Florida (Mr. Diaz-Balart), Chair and Ranking Member of the Subcommittee on Economic Development, Public Buildings, and Emergency Management, for joining me in sponsoring this bill. H.R. 3377 is a consolidation of many issues brought to the attention of the Committee on Transportation and Infrastructure in the last two and a half years and contains a series of proposals to enable the Federal Emergency Management Agency (FEMA) to carry out its programs and activities related to preparedness, response, recovery, and mitigation more effectively. Several provisions of this bill incorporate proposals put forth by Members on both sides of the aisle. This bill reauthorizes core FEMA programs and activities, including the Pre-Disaster Mitigation program; codifies programs that FEMA is currently administering under the authority of the Stafford Act but which are not expressly authorized in statute, such as the National Urban Search and Rescue System and Citizen Corps; restores an essential program, the Mortgage and Rental Assistance program, which was eliminated in 2000; and amends eligibility under certain FEMA programs, including the Hazard Mitigation Grant Program, by creating incentives for better building codes. Congress made changes to the Stafford Act in 2000 with the Disaster Mitigation Act of 2000, and in 2006 with the Post-Katrina Emergency Management and Reform Act. FEMA is still working to implement the changes required in these Acts. This bill makes a number of positive changes to FEMA's authority which, together with prior reforms that FEMA is still implementing, will enable it to become a more effective agency. H.R. 3377 is a continuation of the Committee's work to address ongoing emergency management and disaster relief needs. In the 110th Congress, the Committee on Transportation and Infrastructure ordered reported a similar bill, H.R. 6658. We are reintroducing this bill, which is an updated version of H.R. 6658, with the intent to move it through Committee and the House as expeditiously as possible. Specifically, H.R. 3377 reauthorizes the Pre-Disaster Mitigation (``PDM'') program, a program to provide cost-effective technical and financial assistance to State and local governments to reduce injuries, loss of life, and damage to property through fiscal year 2012 at a level of $250 million per year. While a one-year extension was included in the Department of Homeland Security Fiscal Year 2009 Appropriations Act to keep this vital program alive, Congress must act. If we do not, this worthy program will sunset on September 30, 2009. The bill also reauthorizes the Emergency Management Assistance Compact (EMAC), which expired at the end of fiscal year 2008, to provide form and structure to interstate mutual aid and allows a State impacted by a disaster to request and receive assistance from other states quickly and efficiently. The bill also specifically authorizes two existing FEMA programs that are not expressly authorized in statute but rely on broader language in the Stafford Act. The National Urban Search and Rescue System (US&R), is a robust system of 28 teams composed of state and local emergency responders who work together to respond to both local incidents and major disasters and emergencies, and codifies workers' compensation and other protections for US&R teams currently provided administratively by FEMA. The bill also specifically authorizes FEMA's existing citizen preparedness program, known as ``Citizen Corps'', to help coordinate volunteer activities to better prepare communities to respond to a disaster or emergency, as well as the Citizen Emergency Response Team Program. The legislation directs the President to modernize the integrated public alerts and warning system to help ensure that our Nation's warning systems are prepared for all hazards, which is currently authorized by the Stafford Act. It also amends section 404 of the Stafford Act by providing for additional assistance under the Hazard Mitigation Grant Program for States that actively enforce an approved building code throughout the State. H.R. 3377 also authorizes the Disaster Relief Fund and Disaster Support Account, which provide funding for FEMA's Federal Disaster Programs authorized by titles IV and V of the Stafford Act. Since its inception, how the Disaster Relief Fund is set up and administered and what it can be used for has been determined by appropriations; this provision remedies this deficiency and gives the authorizing statute and the authorizing committee in the House and Senate an appropriate role. The bill also takes small steps to address two very pressing issues that face our nation: health care and housing. This legislation makes temporary employees hired by FEMA in response to a disaster eligible to enroll in the Federal Health Benefits Program. Most of the employees that FEMA sends to disasters--many of whom have been employed by FEMA for years--do not have access to employer sponsored health insurance. This legislation would also restore the Mortgage and Rental Assistance program, which was eliminated in the Disaster Mitigation Act of 2000 (P.L. 106-390). The program provides assistance for up to 18 months in the form of mortgage or rental payments to or on behalf of individuals and families who, as a result of financial hardship caused by a major disaster, are at imminent risk of dispossession or eviction. This will protect communities and citizens who have been impacted by disaster from taking an additional hit by exacerbating the current housing crisis in those communities. H.R. 3377 further provides new authority to allow FEMA to sell excess materials, supplies, and equipment to States, local governments, and relief or disaster assistance organizations to assist victims of smaller-scale natural disasters and other incidents that do not result in the declaration of a major disaster or emergency. This bill also authorizes FEMA to include household pet and service animal rescue, care, and sheltering to activities during emergency declarations under Title V of Stafford Act. Currently, such activities are only authorized under a Major Disaster Declaration under Title IV of the Stafford Act. Finally, this legislation addresses an important issue from the aftermath of the response to Hurricane Katrina by requiring FEMA to assess the number of temporary housing units necessary for the agency to effectively respond to future disasters and emergencies. FEMA must, within six months, develop a plan to store any units needed for future disasters and to dispose of, through sale, transfer, donation, or other means, those units the agency does not need to keep in stock. This legislation provides FEMA the flexibility to provide temporary housing units in its current inventory to victims of disasters that do not rise to the level of a Presidential disaster declaration, if the Governor of the State certifies that there is an urgent need for the housing and meets other requirements. I urge my colleagues to join me in supporting H.R. 3377, the ``Disaster Response, Recovery, and Mitigation Enhancement Act of 2009''.

Mr. OBERSTAR

Mr. OBERSTAR. I thank the gentleman for the time and his leadership on this issue and Mr. Neal, the Chair of the subcommittee, who spent a great amount of time in hearings last month and this month on the current status and future of the Highway Trust Fund. I would just like to underscore, in response to the gentleman from Michigan, we share the pain of the drop in VMT on the miles traveled throughout the Nation and the consequent loss of revenue in the Highway Trust Fund. It started in 2007, and by 2008 we had registered, for the first time in the history of the Highway Trust Fund and the interstate highway program, a drop of 60 billion vehicle miles traveled. That had never happened before in the history of the Highway Trust Fund because of the condition of the national economy. We are beginning to recover. We're beginning to see the statistics going in the right direction. VMT, reported by the Department of Transportation on a monthly basis, shows increases in January, February, March, April, and May. And all of the indicators, the rural interstate, the rural arterial, rural NHS, National Highway System rose, the urban interstate. All are a percentage, a small percentage, but percentage increases over the months a year ago. There are two indicators that are down. Urban arterial and various urban roads are down about a half percent and 1.3 percent, respectively. The trend is in the right direction. I regret, too, that we have to take this step. We should have spent this week passing the committee's bill for the future of surface transportation. We do have a bipartisan product.

Mr. OBERSTAR. And I welcome the support of the gentleman from Michigan for that initiative. It will address the long-term future, the 6-year future of transportation. It will totally transform the Department of Transportation, Federal Highway Administration, Federal Transit Administration, make it easier to move projects into operation, and much more that is in our 775-page bill. We will do that in September. This is an infusion, not an extension. We are not standing for the wish of the other body or of the administration for an extension of time. We're not going to let that happen. This committee has done and will continue to do its work in a partnership within our committee. And I hope the bill comes to the floor within the entire body. Meanwhile, this $7 billion infusion will carry the trust fund through the end of the fiscal year and into October against any unforeseen drop in VMT or loss in revenue into the trust fund. I think the trends are all in the right direction and that we are not going to be losing revenue. Mr. Speaker, I rise today in strong support of H.R. 3357, to restore sums to the Highway Trust Fund. This legislation, introduced by Chairman Rangel, Chairman Obey, and me, includes a provision restoring $7 billion to the Highway Account of the Highway Trust Fund to ensure that the U.S. Department of Transportation (DOT) can meet its existing commitments under the Federal-aid Highway program. According to DOT, the Highway Account of the Trust Fund may run out of cash as early as the beginning of September and may not have enough funding to fully reimburse States for their Federal highway investments. This situation makes clear that we have reached the logical conclusion of the course set by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). Unfortunately, the legacy that has been left for users is an over- extended Trust Fund, uncertainty, and potential funding cuts. SAFETEA-LU intentionally put the Highway Trust Fund on the path to a zero cash balance. Recent declines in vehicle miles traveled due to high fuel prices and the weak economy have merely exacerbated a pre- existing imbalance between Trust Fund revenues and expenditures that was created by SAFETEA-LU. The previous administration's unwillingness to make hard choices has left the 111th Congress, and particularly the Committee on Ways and Means and the Committee on Transportation and Infrastructure, with the unenviable task of finding a way to finance the existing program level, in addition to much-needed increases in investment. Since taking office, the Obama administration has implemented a system to closely track actual Trust Fund revenues, outlays, and balances, and has been communicating with Congress the need to take steps to address this situation before we reach the crisis point. According to DOT, by September 4, the Highway Account will not have sufficient funds to fully reimburse States for highway projects (-$285 million), and DOT will immediately begin rationing reimbursements to States, creating cash flow problems for States and significant uncertainty for the future of the program. By October 1, DOT estimates that, without action by Congress, the Highway Account balance will be -$1.9 billion. However, this shortfall amount is only an estimate and the estimate is subject to a series of revenue and outlay adjustments that occur in August and September that could cause negative adjustments to the Trust Fund balance, including: the ``true-up'' of the account in which the Trust Fund will have to reimburse the General Fund if previous payments of estimated fuel taxes into the Trust Fund are greater than the taxes actually owed; the annual mid-session review of the President's Budget which updates economic assumptions and can affect vehicle miles travelled estimates; the receipt of actual revenues and outlays that differ from DOT's current estimates; and the need to maintain a minimum balance in the Trust Fund to continue daily reimbursements for the States. In fact, last August, reconciling Trust Fund revenue receipts with prior revenue projections caused a downward adjustment in the Trust Fund balance of -$3.2 billion. While such a dramatic swing in Trust Fund revenues is unlikely under the procedures adopted by the current administration, restoring $7 billion to the Highway Account of the Trust Fund will cover the projected shortfall and provide a cash balance to offset any additional shortfall if the DOT estimates are in error. Failure to act will mean that the Federal Government will be unable to pay all of the bills submitted by the States for reimbursement under the Federal-aid highway program. If that were to occur, under current law, the Federal Government will be required to pay interest on unpaid bills. In addition, many states would begin to experience immediate cash flow problems if they are not fully reimbursed for Federal-aid highway projects. We must enact this critical legislation this week to avoid slowdowns or reductions in infrastructure investment, and the loss of any more American construction jobs. Both the Congressional Budget Office and the Joint Committee on Taxation have determined that this proposal does not constitute a spending outlay, would not violate pay-go, and will have no revenue effect. Enactment of this legislation will ensure full funding of the highway investment levels authorized by current law, and prevent devastating slowdowns or cuts in each state's Federal highway funds. While H.R. 3357 is a short-term solution, it is essential that we resolve this immediate crisis. As we proceed with consideration of the ``Surface Transportation Authorization Act of 2009'', we will continue to work with the Committee on Ways and Means to develop a sustainable financing proposal to address the future of surface transportation. I thank the gentleman from New York (Mr. Rangel), the distinguished Chairman of the Committee on Ways and Means, for his leadership in ensuring that these funds are provided to sustain the Highway Trust Fund. I strongly urge my colleagues to join me in supporting H.R. 3357.

Mr. OBERSTAR. Thank you for yielding. Mr. Speaker, I want to compliment my colleague on the committee, Mr. Mica, for the splendid partnership we have had personally and staff-to- staff in crafting this bill, and the gentleman has stated the case right on. And were it not for the intrusion of the administration, we would be on the floor this week with that 6-year authorization. And I thank the gentleman for that splendid partnership that we have had.