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42 275 cc
Calendar No. 121
105 th Congress
Report
SENATE
1st Session
105 55
DEPARTMENT OF TRANSPORTATION AND RELATED AGENCIES
APPROPRIATIONS BILL,
1998
July 22, 1997--Ordered to be printed
Mr. Shelby, from the Committee on Appropriations, submitted the
following
REPORT
[To accompany S. 1048]
The Committee on Appropriations reports the bill (S. 1048) making
appropriations for the Department of Transportation and related agencies
for the fiscal year ending September 30, 1998, and for other purposes,
reports favorably thereon and recommends that the bill do pass.
Amounts of new budget (obligational) authority for fiscal year 1998
Amount of bill as reported to Senate $12,610,422,883
Amount of budget estimates, 1998 13,115,727,000
Fiscal year 1997 enacted 11,109,835,396
C O N T E N T S
Total obligational authority 4
Salaries and expenses 7
Office of Civil Rights 7
Transportation planning, research, and development 8
Transportation Administrative Service Center 8
Payments to air carriers 9
Rental payments 12
Minority Business Resource Center Program 15
Minority business outreach 15
Operating expenses 21
Acquisition, construction, and improvements 26
Environmental compliance and restoration 32
Port safety development 32
Alteration of bridges 33
Retired pay 33
Reserve training 33
Research, development, test, and evaluation 34
Boat safety 35
Operations 36
Facilities and equipment 44
Research, engineering, and development 65
Grants-in-aid for airports 69
Aircraft Purchase Loan Guarantee Program 83
Limitation on general operating expenses 84
Motor carrier safety operations 85
Highway-related safety grants 90
Federal-aid highways 91
Right-of-way revolving fund 98
Motor carrier safety grants 98
State infrastructure banks 99
Operations and research 101
Highway traffic safety grants 105
Office of the Administrator 108
Railroad safety 110
Railroad research and development 111
Northeast Corridor Improvement Program 114
Railroad Rehabilitation Improvement Program 116
Next generation high-speed rail 116
Alaska railroad rehabilitation 118
Rhode Island rail development 118
Direct loan financing program 119
Grants to National Railroad Passenger Corporation (Amtrak) 119
Administrative expenses 123
Formula grants 126
University transportation centers 127
Transit planning and research 127
Trust fund share of transit programs 129
Discretionary grants 129
Mass transit capital fund 143
Operations and maintenance 144
Research and special programs 146
Pipeline safety 150
Emergency preparedness grants 152
Salaries and expenses 153
Salaries and expenses 155
Architectural and Transportation Barriers Compliance Board: Salaries and expenses
157
National Transportation Safety Board: Salaries and expenses 157
General provisions 160
Compliance with paragraph 7, rule XVI, of the Standing Rules of the Senate 162
Compliance with paragraph 7(c), rule XXVI, of the Standing Rules of the Senate
162
Compliance with paragraph 12, rule XXVI of the Standing Rules of the Senate
163
Budgetary impact statement 164
TOTAL OBLIGATIONAL AUTHORITY PROVIDED--GENERAL FUNDS AND
TRUST FUNDS
In addition to the appropriation of $12,610,422,883 in new budget
authority for fiscal year 1998, large amounts of contract authority are
provided by law, the obligation limits for which are contained in the
annual appropriations bill. The principal items in this category are the
trust funded programs for Federal-aid highways, for mass transit, and
for airport development grants. For fiscal year 1998, estimated
obligation limitations total $28,081,300,000.
PROGRAM, PROJECT, AND ACTIVITY
During fiscal year 1998, for the purposes of the Balanced Budget and
Emergency Deficit Control Act of 1985 (Public Law 99 177), as amended,
with respect to appropriations contained in the accompanying bill, the
terms ``program, project, and activity'' shall mean any item for which a
dollar amount is contained in appropriations acts (including joint
resolutions providing continuing appropriations) or accompanying reports
of the House and Senate Committees on Appropriations, or accompanying
conference reports and joint explanatory statements of the committee of
conference. This definition shall apply to all programs for which new
budget (obligational) authority is provided, as well as to discretionary
grants and discretionary grant allocations made through either bill or
report language. In addition, the percentage reductions made pursuant to
a sequestration order to funds appropriated for facilities and
equipment, Federal Aviation Administration, and for acquisition,
construction, and improvements, Coast Guard, shall be applied equally to
each budget item that is listed under said accounts in the budget
justifications submitted to the House and Senate Committees on
Appropriations as modified by subsequent appropriations acts and
accompanying committee reports, conference reports, or joint explanatory
statements of the committee of conference.
ISTEA AUTHORIZATIONS EXPIRATION
The Intermodal Surface Transportation Efficiency Act provides
authorizations for most Federal highway, transit, and highway safety
programs, and most of those authorizations are contract authority. That
means they are available for obligation without appropriation. The role
of the appropriations process with respect to contract authority
programs generally is to set obligation limitations so that overall
Federal spending stays within legislated targets and to appropriate
liquidating cash to cover the outlays associated with obligations that
have been made.
ISTEA authorized these Federal surface transportation programs
through fiscal year 1997, and the Congress must reauthorize these
programs in order to create new contract authority for fiscal year 1998
and later years. The Congress has begun the process to reauthorize
ISTEA, but neither the Senate nor the House has passed reauthorization
legislation. Until such legislation is enacted, there will not be new
contract authority to fund such surface transportation programs as the
Federal-aid highway program, transit discretionary grants, or highway
safety grants, although any unobligated balances from prior years will
carry over and be available for obligation.
In developing fiscal year 1998 appropriations legislation for the
Federal surface transportation programs authorized by ISTEA, the
Committee has generally assumed continuation of current law. If, as the
ISTEA reauthorization process moves forward, the Congress decides to
make changes to these programs, there may need to be associated changes
to the appropriations language for these programs.
THE GOVERNMENT PERFORMANCE AND RESULTS ACT
The Government Performance and Results Act [Results Act] requires
Federal agencies to develop strategic plans and annual performance plans
and reports. The first multiyear strategic plan is due by the end of
September 1997. The Committee is fully committed to support the
Department as it seeks to implement the requirements of the Results Act.
The Committee commends the Department for its aggressive
implementation of the Results Act. Performance measures have been
identified for most of the Department's major programs, and the
Department has briefed staff of this Committee and others on these
measures. The Department has distributed a draft strategic plan and
invited comments from its stakeholders as part of the consultation
process required by law. The draft strategic plan represents a
commendable effort that builds on the Department's efforts to identify
program performance measures and articulates broad goals and objectives
for the array of departmental programs. The Committee is disappointed,
however, that the draft plan does not set out priorities among those
goals and objectives. Setting priorities among such a broad array of
goals and objectives is a challenging and controversial task, but the
Committee is convinced that a plan with as many goals and objectives as
the Department's draft plan that lacks a priority scheme is, in the end,
no plan at all. As OMB Director Raines said in a recent discussion of
the Results Act, ``This is an era of fiscal limits. Resources are
scarce. Not every priority can be met nor all needs satisfied. Every
program must count.'' The Committee, therefore, strongly urges the
Secretary to consult with this Committee and others in Congress and the
Department's stakeholders, before the strategic plan is finalized, to
identify priorities among the Department's goals and objectives. If the
Secretary and the Congress agree on the Department's priorities, this
Committee can work more effectively with the Department in the
appropriations process to ensure resources are allocated in a manner
best suited to achieving those priorities.
As the Department moves forward with implementation of the Results
Act, the Committee understands that revisions and realignments to
current budgetary presentations will be likely to ensure consistency
with strategic and annual performance plans. The Committee strongly
encourages the Department to develop and propose such revisions, and to
present any necessary reconciliation and crosswalks, to ensure that
fiscal year 1999 and subsequent budget submissions display amounts
requested against program activity structures for which annual
performance goals and indicators have been established. The Committee
further expects that the Department will develop any needed revisions to
account and program activity structures in consultation with the
Committee on Appropriations and cognizant authorizations committees.
TITLE I--DEPARTMENT OF TRANSPORTATION
OFFICE OF THE SECRETARY
SALARIES AND EXPENSES
Appropriations, 1997 \1\$52,966,000
Budget estimate, 1998 56,136,000
Committee recommendation 66,703,000
\1\Does not include reduction for TASC pursuant to section 321
of Public Law 104 205.
Section 3 of the Department of Transportation Act of October 15, 1966
(Public Law 89 670) provides for establishment of the Office of the
Secretary of Transportation [OST]. The Office of the Secretary is
composed of the Secretary and the Deputy Secretary immediate offices,
the Office of the General Counsel, and five assistant secretarial
offices for transportation policy, aviation and international affairs,
budget and programs, governmental affairs, and administration. These
secretarial offices have policy development and central supervisory and
coordinating functions related to the overall planning and direction of
the Department of Transportation, including staff assistance and general
management supervision of the counterpart offices in the operating
administrations of the Department.
The Committee recommends a total of $66,703,000 for the salaries and
expenses of the Office of the Secretary of Transportation including
$40,000 for reception and representation expenses.
Bill Language
User fees .--The Committee has included bill language which permits
the Office of the Secretary to credit to this account $1,000,000 in user
fees.
OFFICE OF CIVIL RIGHTS
Appropriations, 1997 \1\$5,574,000
Budget estimate, 1998 5,574,000
Committee recommendation 5,574,000
\1\Does not include reduction for TASC pursuant to section 321
of Public Law 104 205.
The Office of Civil Rights is responsible for advising the Secretary
on civil rights and equal employment opportunity matters, formulating
civil rights policies and procedures for the operating administrations,
investigating claims that small businesses were denied certification or
improperly certified as disadvantaged business enterprises, and
overseeing the Department's conduct of its civil rights responsibilities
and making final determinations on civil rights complaints. In addition,
the Civil Rights Office is responsible for enforcing laws and
regulations which prohibit discrimination in federally operated and
federally assisted transportation programs.
The Committee has provided a total of $5,574,000 for the Office of
Civil Rights.
TRANSPORTATION PLANNING, RESEARCH, AND DEVELOPMENT
Appropriations, 1997 \1\$3,000,000
Budget estimate, 1998 6,008,000
Committee recommendation 4,400,000
\1\Does not include reduction for TASC pursuant to section 321
of Public Law 104 205.
The Office of the Secretary performs those research activities and
studies which can more effectively or appropriately be conducted at the
departmental level. This research effort supports the planning, research
and development activities, and systems development needed to assist the
Secretary in the formulation of national transportation policies. The
program is carried out primarily through contracts with other Federal
agencies, educational institutions, nonprofit research organizations,
and private firms.
The Committee has reduced the administration's request by $1,608,000.
The recommended level includes $300,000 for reimbursement to the Bureau
of Transportation Statistics [BTS] for services provided by the Office
of Aviation Information. These funds should be tendered to BTS in the
first quarter of the fiscal year to assist BTS in defraying the costs of
providing these and other services to OST.
Transportation planning .--The recommended level includes funding
for transportation planning assistance for the 2002 Winter Olympics in
Salt Lake City and for a multimodal transportation study for Albuquerque
and Santa Fe, NM.
Safety standards relating to the use of antihistamines .--With funds
appropriated during fiscal years 1996 97, the Department is preparing a
1998 public awareness campaign to combat the effect of fatigue, sleep
disorders, and inattention related to motor vehicle crashes. In addition
to this important effort, the Committee believes that specific attention
must be paid to raising awareness of the potential operator impairment
caused by various medications. The Federal Aviation Administration has
been very vigilant in its review of medication suitable for use by
pilots and safety-related personnel and has approved, for example, the
use of certain antihistamines for allergy relief that are nonsedating.
The Committee believes that other agencies within the Department, such
as NHTSA and the Office of Motor Carriers, should follow the lead of the
FAA in this regard. Therefore, the Committee directs the Secretary to
provide by December 31, 1997, a report detailing his plan to develop
safety standards relating to the use of antihistamines in all
public/commercial modes of transportation.
TRANSPORTATION ADMINISTRATIVE SERVICE CENTER
Limitation, 1997 \1\($124,812,000)
Budget estimate, 1998 ...........................
Committee recommendation ...........................
\1\Does not reflect reduction pursuant to section 321 of Public
Law 104 205.
The Transportation Administrative Service Center [TASC] provides a
business operation fund for DOT to provide a wide range of
administrative services to the Department and other customers. TASC
functions as an entrepreneurial and self-sufficient entity and provides
competitive quality services responsive to customer needs. The TASC is
governed by a Board of Directors composed of customer agencies,
operating in a competitive business like environment. The TASC presents
proposed operating and financial plans to the Board at the beginning of
each fiscal year. Once the Board has approved those plans the TASC
provides cost-effective products and services to its full customer base.
The Director of TASC provides quarterly performance and financial
reports to the Board, makes recommendations for changes to the approved
plans and is responsible for the day-to-day management of the TASC. DOT
administrations must procure consolidated administrative services from
the TASC unless a financial analysis of the services demonstrates that
it is more cost beneficial to the Department as a whole--not to an
individual operating entity alone--to change the nature of the service
delivery (to consolidate a service or to decentralize a service). TASC
services are being marketed to customers outside DOT to provide greater
economies of scale, thus reducing costs to individual customers. TASC
services include:
--Functions formerly in DOT's working capital fund [WCF];
--Office of the Secretary [OST] personnel, procurement and
information technology support operations;
--Systems development staff;
--Operations of the consolidated departmental dockets facilities; and
--Certain departmental services and administrative operations, such
as human resources management programs, transit fare subsidy payments,
and employee wellness including substance awareness and testing.
All of the services of the TASC will be financed through customer
reimbursements, to the extent possible, on a fee-for-service basis.
The Committee is directing the Office of the Inspector General to
undertake a study and report back to the Committee by April 1, 1998,
that evaluates the cost effectiveness of TASC and whether the TASC
provides quality services responsive to customer needs.
PAYMENTS TO AIR CARRIERS
(liquidation of contract authorization)
(airport and airway trust fund)
Appropriations, 1997 ($25,900,000)
Budget estimate, 1998 ...........................
Committee recommendation ...........................
In fiscal year 1998, this account is being terminated, and remaining
contract authority is being rescinded. The Essential Air Service Program
is being funded in a new account (essential air service and rural
airport improvement fund), reflecting provisions of the Federal Aviation
Reauthorization Act of 1996.
Many EAS points are located in remote rural areas: 57 of 69
communities served by the Essential Air Service Program are more than
100 highway miles from the nearest small, medium, or large hub airport.
Twenty-six more communities are located in Alaska, where, in all but two
cases, year-round road access does not exist. Recognizing the critical
importance of EAS service to these communities, the Committee intends
that service in Alaska not be reduced. Without air service, such
communities would be further isolated from the Nation's economic
centers. Moreover, businesses are typically interested in locating in
areas that have convenient access to scheduled air service. Loss of
service would seriously hamper small communities' ability to attract new
business or even to retain those they now have, resulting in further
strain on local economies and loss of jobs.
ESSENTIAL AIR SERVICE AND RURAL AIRPORT IMPROVEMENT FUND
Appropriations, 1997 ...........................
Budget estimate, 1998 (mandatory authority) $50,000,000
Committee recommendation (mandatory authority) 50,000,000
The Essential Air Service [EAS] and Rural Airport Improvement Program
provides funds directly to commuter/regional airlines to provide air
service to small communities that otherwise would not receive air
service and for rural airport improvement as provided by the 1996
Federal Aviation Reauthorization Act.
The Federal Aviation Reauthorization Act of 1996 authorizes
$100,000,000 in user fees for flights that fly over, but do not land in,
the United States. The first $50,000,000 of each year's fees go directly
to carry out the Essential Air Service Program and, to the extent not
used for essential air service, to improve rural airport safety.
The Committee recommendation includes a general provision which would
limit the number of communities that receive EAS funding by excluding
points in the 48 contiguous United States that are located fewer than 70
highway miles from the nearest large or medium hub airport, or that
require a subsidy in excess of $200 per passenger unless such a point is
more than 210 miles from the nearest large or medium hub airport.
The following table reflects the points currently receiving service
and the annual rates as of the end of March 1997:
RECENT EAS SUBSIDY
DATA\1\
States/communities Estimated mileage to nearest hub (small, medium, or large)
Average daily enplanements at EAS point (calendar year 1996) Current annual subsidy rates
(June 1, 1997) Subsidy per passenger
Arizona: 101
5.8 $155,369 $51.26
Arkansas: 108
7.0 569,344 112.48
California: 234
25.1 151,450 11.58
Colorado: 258
36.4 210,544 31.34
Hawaii: Kamuela 39
3.1 292,061 180.84
Illinois: 126
5.7 182,319 61.62
Iowa: Ottumwa 85
4.0 382,072 181.16
Kansas: 149
10.1 146,225 27.70
Maine: 71
12.0 330,080 52.57
Michigan: 236
21.2 141,363 37.26
Minnesota: 127
(\3\) (\3\) (\3\)
Missouri: 138
13.1 108,120 24.02
Montana: 280
6.7 387,540 110.25
Nebraska: 256
2.2 346,863 296.21
Nevada: Ely 237
2.9 508,759 335.37
New Hampshire: Keene 56
5.6 382,283 131.82
New Mexico: 91
12.9 188,923 27.99
New York: 118
9.0 132,540 28.12
North Dakota: 405
15.0 415,506 53.10
Oklahoma: 84
6.0 381,517 121.15
Pennsylvania: Oil City/Franklin 86
25.5 118,373 8.89
South Dakota: 206
(\3\) (\3\) (\3\)
Texas: Brownwood 138
4.2 499,109 226.56
Utah: 178
21.8 292,882 25.70
Vermont: Rutland 69
11.9 382,283 61.51
Washington: Ephrata/Moses Lake 108
38.7 177,628 8.78
West Virginia: 173
8.6 270,835 60.36
Wyoming: Worland 164
9.6 155,468 31.01
\1\The above list of communities is based on currently available data, and is subject to change for
a number of reasons. Subsidy rates change as their 2-year rate terms expire throughout the year.
In addition, air carriers submit passenger traffic data on a quarterly basis. Changes in both
subsidy rates and traffic levels will, of course, change subsidy-per-passenger calculations.
Further, some communities currently receiving subsidy-free service may require subsidy in the
future while some currently subsidized communities may attain profitability and no longer
require subsidy. Finally, hub designations are recalculated annually and published by the FAA in
the ``Airport Activities Statistics.''
\2\There was an extended service hiatus; thus, no meaningful calculation can be made.
\3\No service or subsidy rate in place.
PAYMENTS TO AIR CARRIERS
(rescission of contract authorization)
(airport and airway trust fund)
Rescission, 1997 -$12,700,000
Budget estimate, 1998 -38,600,000
Committee recommendation -38,600,000
The Committee has included bill language which would continue the
current eligibility criteria for essential air service. In addition, the
Department is encouraged to explore establishing dual EAS hubs in Kansas
within the eligibility criteria and available funding.
RENTAL PAYMENTS
Appropriations, 1997 $127,447,000
Budget estimate, 1998 10,567,000
Committee recommendation ...........................
In 1996 and 1997 payments to the General Services Administration
[GSA] for headquarters and field space rental and related services for
all operating administrations were consolidated into this account.
Beginning in 1998, the administration proposes that all GSA rental
payments be included in the modal budgets. Therefore, the budget request
includes funding only for OST utilized space and related services and
departmentwide facility security enhancements. The administration
believes that decentralized budgeting for rent will encourage the
operating administrations to reduce excess space. The Committee includes
funding for rent, but has included the funding in the Office of the
Secretary salaries and expenses.
GSA RENTAL PAYMENTS\1\
[Dollars and square feet in thousands]
Administration Fiscal year 1996 enacted\2\ Fiscal year 1996 GSA
billings Fiscal year 1997 projected\3\ Fiscal year 1998 request
Funding Square feet Funding Square feet Funding
Square feet
Federal Highway Administration [17,685] [17,112] [18,005]
[1,070] 18,275 1,067
National Highway Traffic Safety Administration 4,381 4,386
217 4,234 217
Federal Railroad Administration 3,493 4,955 212
2,955 156
Federal Transit Administration 3,237 3,304 152
3,239 153
Federal Aviation Administration 69,431 68,309 4,160
67,024 4,213
U.S. Coast Guard 40,334 36,237 2,363
34,815 2,364
St. Lawrence Seaway Development Corporation 193 196
9 150 9
Research and Special Programs Administration 2,022 2,077
103 2,075 103
Office of the Inspector General 2,225 2,386 110
2,350 110
Office of the Secretary of Transportation: 12,885 6,381 291
5,898 291
Transportation Administrative Services Center 6,526 321
6,640 321
Bureau of Transportation Statistics 452 587 26
575 26
OST--rental payments to GSA [135,200] [138,653] [135,344]
[7,964]
----------- ---------------- ----------- ------------------ ---------
------------- -------
Subtotal 135,200 138,653 135,344 7,964
152,899 9,030
Federal Highway Administration 17,685 17,112 18,005
1,070
----------- ---------------- ----------- ------------------ ---------
------------- -------
Subtotal, consolidated account 152,885 8,580 155,765 153,349
9,034
Maritime Administration 4,594 298 4,433 4,465 299
4,684 299
----------- ---------------- ----------- ------------------ ---------
------------- -------
Total, Department of Transportation 157,479 8,878 160,198 157,814
9,333 157,583 9,329
\1\Enacted as a single account under the Office of the Secretary of Transportation. Fiscal years
1996 and 1997 appropriations directed the reimbursement of FHWA GSA rent from FHWA
LGOE account to the consolidated account. The fiscal year 1998 budget proposes the termination
of the consolidated rent account and the return of funding for space utilized by the operating
administrations to their respective budgets
\2\Fiscal year 1996 requirements are best represented by the actual billings. There is no
distribution by mode of the enacted amounts of $152,885 and 8,580 square feet because they are
less than our existing inventory. The shortfall of $3,500,000 for the consolidated account was
covered by GSA.
\3\Fiscal year 1997 requirements are best represented by the projected billings. There is no
distribution by mode of the enacted amounts of $144,741 and 8,580 square feet because they are
less than our existing inventory.
MINORITY BUSINESS RESOURCE CENTER PROGRAM
Appropriations, 1997 $1,900,000
Budget estimate, 1998 1,900,000
Committee recommendation 1,900,000
Office of Small and Disadvantaged Business Utilization
[OSDBU]/Minority Business Resource Center [MBRC]. --The OSDBU/MBRC
provides assistance in obtaining short-term working capital and bonding
for disadvantaged, minority, and women-owned businesses [DBE/MBE/WBE's].
In fiscal year 1998, the short-term loan program will focus on the
lending of working capital to DBE/MBE/WBE's for transportation-related
projects in order to strengthen their competitive and productive
capabilities.
Since fiscal year 1993, the loan program has been a separate line
item appropriation, which reflects the President's budget proposal,
which segregated such activities in response to changes made by the
Federal Credit Reform Act of 1990. The limitation on direct loans under
the Minority Business Resource Center is at the administration's
requested level of $15,000,000.
The Department is projecting that the authorized loan level of
$15,000,000 will be reached in fiscal years 1998 and 1999. Of the funds
appropriated, $1,500,000 covers the direct subsidy costs for loans not
to exceed $15,000,000; and, $400,000 is for administrative expenses to
carry out the Direct Loan Program.
MINORITY BUSINESS OUTREACH
Appropriations, 1997 $2,900,000
Budget estimate, 1998 2,900,000
Committee recommendation 2,900,000
This appropriation provides contractual support to assist minority
business firms, entrepreneurs, and venture groups in securing contracts
and subcontracts arising out of projects that involve Federal spending.
It also provides support to historically black and Hispanic colleges.
Separate funding is requested by the administration since this program
provides grants and contract assistance that serves DOT-wide goals and
not just OST purposes.
General Provisions
Political and Presidential appointees .--The Committee has included
a provision in the bill (sec. 305), which is similar to general
provisions that have been included in previous appropriations acts,
which limits the number of political and Presidential appointees within
the Department of Transportation. The Committee is recommending that the
ceiling for fiscal year 1998 be 107 personnel.
Advisory committees .--The Committee has included a general
provision (sec. 323) which would limit the amount of funds that could be
used for the expenses of advisory committees utilized by the Department
of Transportation. The limitation specified is $1,000,000, which is
$250,000 below that enacted in fiscal year 1997.
Minority business outreach program .--The bill includes a provision
in the bill (sec. 337) that would allow the repurchase of preferred
stock at a rate determined by the Secretary to facilitate the
administration of the Minority Business Resource Center Program and to
make more funds available for the underlying purposes of the program.
Other
Reductions in fiscal year 1997 appropriations .--In fiscal year
1997, reductions were made to a number of accounts due to limitations or
reductions imposed in various areas, such as the Transportation
Administration Services Center, performance awards, and rescissions
required by the Omnibus Consolidated Appropriations Act of 1997 (Public
Law 104 208). In the Senate Committee report, each account head shows
the amount appropriated in Public Law 104 205 and Public Law 104 208,
before the various reductions were made. The table below depicts the
amount of funds appropriated for each of the accounts, and the
reductions required.
CHANGES IN FISCAL YEAR 1997 DEPARTMENT OF
TRANSPORTATION APPROPRIATIONS
Account Public Law 104 205
Public Law 104 208 Net appropriation
Appropriations TASC GP 321 Awards GP
346 Appropriations Rescissions
Office of the Secretary: $52,966,000 -$1,458,200
$51,507,800
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -1,553,804
================ ==============
=============== ================ ================ ===============
U.S. Coast Guard: 2,294,725,000 -2,026,805 -$3,000
2,292,695,195
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -2,026,805 -3,000
================ ==============
=============== ================ ================ ===============
Federal Aviation Administration: 4,900,000,000 -2,811,301
-176,888 $57,900,000 4,954,911,811
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -2,811,301 -176,888
226,600,000
================ ==============
=============== ================ ================ ===============
Federal Highway Administration: (20,000,000)
( -9,100,000) (10,900,000)
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -2,001,532 -178,512
82,000,000
================ ==============
=============== ================ ================ ===============
National Highway Traffic Safety Administration: (171,000,000)
( -11,800,000) (159,200,000)
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -597,812 -32,000
================ ==============
=============== ================ ================ ===============
Federal Railroad Administration: 16,739,000 -103,000 -4,000
16,632,000
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -170,979 -15,000
141,180,000
================ ==============
=============== ================ ================ ===============
Federal Transit Administration: Administrative expenses 41,497,000 -451,135
-4 41,045,861
================ ==============
=============== ================ ================ ===============
St. Lawrence Seaway Development Corporation: Operations and maintenance 10,337,000
-12,704 -2,000 10,322,296
================ ==============
=============== ================ ================ ===============
Research and Special Programs Administration: 26,886,000 -179,100
-3,900 3,000,000 29,703,000
---------------- -------------- ---------------
---------------- ---------------- ---------------
Subtotal -279,842 -5,200
3,000,000
================ ==============
=============== ================ ================ ===============
Office of Inspector General: Salaries and expenses 37,900,000 -94,086
-1,000 37,804,914
================ ==============
=============== ================ ================ ===============
Bureau of Transportation Statistics\1\ (25,000,000) ( -118,094) (
-36,860) 24,845,046
================ ==============
=============== ================ ================ ===============
Surface Transportation Board: Salaries and expenses 12,344,000
-100,000 12,244,000
================ ==============
=============== ================ ================ ===============
Total reductions, Department of Transportation -10,000,000
-513,604 452,780,000
\1\BTS reductions in parentheses included under Federal-aid highways.
Asset sales .--The Coast Guard and FAA, like many other agencies,
are reorganizing and downsizing while providing critical services to the
public at less cost.
The Committee believes that the Coast Guard, the FAA, the FHWA, and
the Government as a whole, would benefit substantially if allowed
budgetary credit for property they expect to excess as part of
downsizing efforts. Clearly, there is the potential for a very positive
benefit if the Coast Guard and the FAA are permitted to receive credit
for the value of excessed property.
Rebates, refunds, and incentive payments .--The Department receives
funds from various Government programs at different time intervals (that
is, weekly, monthly, quarterly). For example, under the General Services
Administration's Travel Management Center [TMC] Program, rebate checks
received from the travel contractor are distributed monthly to each
element of the Department in proportion to net domestic airline sales
arranged by the contractor. Past expenditures have to be analyzed to
determine the proper sources to refund which can be a time-consuming
process. The staff time and cost associated with the precise accounting
for each such refund is prohibitive. To alleviate the need to
specifically identify the source for each repayment the language allows
a fair and sensible allocation of the rebates and miscellaneous and
other funds.
Many repayments are received late in the fourth quarter of the fiscal
year or in the first quarter of the new fiscal year and thus are not
effectively available to the agency for new obligations. For example,
rebate checks for September travel are received from the travel
management contractor in October. To maintain good financial management
incentives and avoid injudicious commitments, this provision would
provide specific authority to use rebated funds for program purposes
beyond the fiscal year of the appropriation charged for the initial
payment.
U.S. COAST GUARD
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The U.S. Coast Guard, as it is known today, was established on
January 28, 1915, through the merger of the Revenue Cutter Service and
the Lifesaving Service. In 1939, the U.S. Lighthouse Service was
transferred to the Coast Guard, followed by the Bureau of Marine
Inspection and Navigation in 1942. The Coast Guard has as its primary
responsibilities the enforcement of all applicable Federal laws on the
high seas and waters subject to the jurisdiction of the United States;
promotion of safety of life and property at sea; assistance to
navigation; protection of the marine environment; and maintenance of a
state of readiness to function as a specialized service in the Navy in
time of war (14 U.S.C. 1, 2).
The Committee recommends a total program level of $3,964,731,000 for
the activities of the Coast Guard in fiscal year 1998. The following
table summarizes the Committee's recommendations:
[In thousands of dollars]
Program Fiscal year 1997 enacted\1\ Fiscal year 1998 estimate
Committee recommendations
Operating expenses \2\2,619,725 \3\2,740,000
\2\2,731,700
Acquisition, construction, and improvements 374,840 \4\379,000
\4\412,300
Environmental compliance and restoration 22,000 21,000
21,000
Port safety development 5,000
Alteration of bridges 16,000
26,000
Retired pay 617,284 645,696
653,196
Reserve training 65,890 65,000
65,535
Research, development, test, and evaluation 19,200 19,000
20,000
Boat safety 35,000 55,000
35,000
----------------------------- ---------------------------
---------------------------
Total 3,774,939 3,924,696
3,964,731
\1\Excludes reductions pursuant to sections 321 and 346 of Public Law 104 205.
\2\Includes $300,000,000 in Department of Defense Appropriations Act.
\3\Includes $300,000,000 from defense discretionary funds.
\4\Excludes $9,000,000 in proposed asset sales.
OPERATING EXPENSES
General Trust Total
Appropriations, 1997\1\ $2,594,725,000 $25,000,000 $2,619,725,000
Budget estimate, 1998\2\ 2,715,000,000 25,000,000 2,740,000,000
Committee recommendation\3\ 2,706,700,000 25,000,000 2,731,700,000
\1\Includes $300,000,000 by transfer from the Department of Defense. Excludes reductions for
TASC and awards pursuant to sections 321 and 346 of Public Law 104 205.
\2\Includes $300,000,000 from defense discretionary funds.
\3\Includes $300,000,000 by transfer from the Department of Defense.
The ``Operating expenses'' appropriation provides funds for the
operation and maintenance of multipurpose vessels, aircraft, and shore
units strategically located along the coasts and inland waterways of the
United States and in selected areas overseas.
The program activities of this appropriation fall into the following
categories:
Search and rescue. --One of its earliest and most traditional
missions, the Coast Guard maintains a nationwide system of boats,
aircraft, cutters, and rescue coordination centers on 24-hour alert.
Aids to navigation. --To help mariners determine their location and
avoid accidents, the Coast Guard maintains a network of manned and
unmanned aids to navigation along our coasts and on our inland
waterways, and operates radio stations in the United States and abroad
to serve the needs of the armed services and marine and air commerce.
Marine safety. --The Coast Guard insures compliance with Federal
statutes and regulations designed to improve safety in the merchant
marine industry and operates a recreational boating safety program.
Marine environmental protection. --The primary objectives of this
program are to minimize the dangers of marine pollution and to assure
the safety of U.S. ports and waterways.
Enforcement of laws and treaties. --The Coast Guard is the principal
maritime enforcement agency with regard to Federal laws on the navigable
waters of the United States and the high seas, including fisheries, drug
smuggling, illegal immigration, and hijacking of vessels.
Ice operations. --In the Arctic and Antarctic, Coast Guard
icebreakers escort supply ships, support research activities and
Department of Defense operations, survey uncharted waters, and collect
scientific data. The Coast Guard also assists commercial vessels through
ice-covered waters.
Defense readiness. --During peacetime the Coast Guard maintains an
effective state of military preparedness to operate as a service in the
Navy in time of war or national emergency at the direction of the
President. As such the Coast Guard has primary responsibility for the
security of ports, waterways, and navigable waters up to 200 miles
offshore.
COMMITTEE FUNDING RECOMMENDATION
The Committee recommendation for Coast Guard operating expenses is
$2,731,700,000, including $25,000,000 from the oilspill liability trust
fund and $300,000,000 from the Defense appropriations bill for national
security missions.
[In thousands of dollars]
Fiscal year 1997 enacted\1\ Budget request Committee
recommendation
Pay and allowances: 1,221,311 1,252,440
1,252,440
----------------------------- ----------------
--------------------------
Total, pay and allowances 1,591,249 1,635,898
1,635,898
=============================
================ ==========================
Depot level maintenance: 144,276 154,659
154,659
----------------------------- ----------------
--------------------------
Total, depot level maintenance 375,305 395,990
395,990
=============================
================ ==========================
Operations and support:
Area operations and support:
Cutters:
Medium endurance (WMEC) 17,803 18,939
18,939
High endurance (WHEC) 11,529 11,944
11,944
Polar WAGB's 2,380 2,858
2,858
Area offices 18,062 18,400
18,400
Maintenance and logistics commands 136,137 130,469
122,169
Communication stations 2,236 2,335
2,335
District operations and support:
District offices 46,898 47,395
47,395
Groups/bases 67,196 69,112
69,112
Combined group/air station 9,928 10,281
10,281
Air stations 45,373 49,820
49,820
Marine safety offices 9,926 10,104
10,104
Long-range electronic navaids (Loran) 6,283 6,362
6,362
Cutters-WLB's and smaller; Mackinaw 31,761 34,504
34,504
Vessel traffic service [VTS] systems 241 244
244
----------------------------- ----------------
--------------------------
Total, operations and support 408,365 415,406
407,106
=============================
================ ==========================
Recruiting and training support: 6,767 7,313
7,313
----------------------------- ----------------
--------------------------
Total, recruiting and training support 67,733 76,275
76,275
=============================
================ ==========================
Coast Guard-wide centralized services and support:
Headquarters-managed units:
Engineering Logistics Center 8,052 8,157
8,157
Finance center 4,786 4,843
4,843
Human Resources Service and Information Center 1,371 1,391
1,391
Coast Guard yard 2,771 2,846
2,846
National Strike Force 2,099 2,114
2,114
National Pollution Funds Center 1,080 1,118
1,118
Command and Control Engineering Center [C\2\CEN] 2,584 3,522
3,522
Air station Washington, DC 773 871
871
Operations Systems Center [OSC] 7,200 7,229
7,229
Telecommunications/information systems command [TISCOM] 4,116
4,138 4,138
Navigation Center [NAVCENT] 1,896 1,899
1,899
Intelligence Coordination Center [ICC] 189 1,458
1,458
Electronics Engineering Center [EECEN] 2,304 346
346
Coast Guard Institute 968 979
979
Research and Development Center 243 246
246
Coast Guard Personnel Center 957 970
970
National Maritime Center 3,246 3,287
3,287
Centralized bill paying:
Postal 6,297 6,431 6,431
FTS 11,544 12,344 12,344
Federal employment compensation 6,486 6,452
6,452
Unemployment compensation 5,250 4,639
4,639
GSA rent 35,748 35,748
----------------------------- ----------------
--------------------------
Total, Coast Guard-wide centralized services and support 175,043 216,431
216,431
=============================
================ ==========================
Total, accountwide adjustments ================
==========================
=============================
Total appropriation 2,617,695 2,740,000
2,731,700
\1\Includes reduction of $2,030,000 for TASC and awards pursuant to sections 321 and 346 of
Public Law 104 205.
Note.--Fiscal year 1997 enacted and fiscal year 1998 request includes $300,000,000 provided by
transfer from the Department of Defense.
PAY AND ALLOWANCES
Medical care and equipment .--The Committee has provided the full
amount requested for medical care and equipment. The Committee feels
that the Coast Guard has done a good job to keep its medical care and
equipment line item under budget.
OPERATIONS AND SUPPORT
Area operations and support
Maintenance and logistics commands .--The Committee has provided the
amount requested for the maintenance and logistics commands less the
caretaker fund requested for Governor's Island. The Committee encourages
the Coast Guard to auction the Governor's Island property as quickly as
possible. The sale of the Governor's Island facility was anticipated in
the budget agreement and the Committee has provided bill language that
relieves the Coast Guard from the responsibility for maintaining the
property in caretaker status.
RECRUITING AND TRAINING SUPPORT
The recruiting and training support category has several subsets,
including recruiting, training centers (Yorktown, VA; Petaluma, CA; and
Cape May, NJ), the Coast Guard Academy, and professional training and
education. The Committee has provided $76,275,000 consistent with the
budget request. The Committee believes that the Coast Guard has done a
good job in trying to hold costs down, and though its budget for
professional training and education is sizable, further cuts are not
necessary at this time and would undermine the Coast Guard's efforts to
recruit and train to meet personnel needs in a streamlined Coast Guard.
CENTRALIZED SERVICES AND SUPPORT
The centralized services and support line item includes a number of
individual activities. The Committee has provided $216,431,000 overall
for centralized services and support. The recommendation provides a
$41,388,000 increase over the fiscal year 1997 level for this
subactivity.
BILL LANGUAGE
National security .--The Committee's recommendation includes
$300,000,000 transferred from the Department of Defense for Coast Guard
support of national security activities. The Coast Guard plays a key
role in support of military missions under the U.S. Atlantic and
Southern Commands in support of drug interdiction missions, refugee and
immigration support, and enforcement and joint military training.
The Coast Guard is a cost-effective force which is multimissioned.
Its ships, aircraft, shore units, and people have four primary roles:
maritime safety, maritime law enforcement, marine environmental
protection, and national defense. These roles are complementary and
contribute to the Coast Guard's unique niche within the national
security community. The value of the Coast Guard forces and their
mission experience was clearly evident by their active participation in
Operations Desert Shield/Storm in the Persian Gulf, and more recently,
in operations restore/uphold democracy in Haiti. The Coast Guard is one
of the five Armed Forces, and is a full partner on the joint national
security team. To be a credible partner, the Coast Guard must maintain a
high state of operational readiness. Many parts of the Coast Guard's
budget contain funding requests that, if cut, would severely impair the
Coast Guard's operational readiness and, therefore, its ability to meet
national security commitments.
GENERAL PROVISIONS
Vessel traffic safety fairway, Santa Barbara/San Francisco .--The
Committee has included a general provision (sec. 313) that would
prohibit funds to plan, finalize, or implement regulations establishing
a vessel traffic safety fairway which is less than 5 miles wide between
the Santa Barbara vessel traffic separation scheme and the San Francisco
vessel traffic separation scheme. This language has been included in
previous appropriations bills.
Regulations regarding animal fats and vegetable oils .--The
Committee has retained a general provision (sec. 335) that prohibits
Coast Guard from using funds to issue, implement, or enforce a
regulation that fails to provide for the differences between animal
fats, vegetable oils, and other oils.
OTHER
Mackinaw .--The bill includes the $4,865,000 in requested funding
for continued operation and maintenance of the icebreaking cutter
Mackinaw during fiscal year 1998. The Committee discourages the
administration from pursuing proposals to charge user fees for
icebreaking services.
Marine Fire and Safety Association .--The Committee remains
supportive of efforts by the Marine Fire and Safety Association [MFSA]
to provide specialized fire fighting training and maintain an oilspill
response contingency plan for the Columbia River. The Committee
encourages the Secretary to provide funding for MFSA consistent with the
authorization and directs the Secretary to provide $146,500 to continue
efforts by the MFSA to provide specialized communications, fire fighting
training and equipment, and to implement the oilspill response
contingency plan for the Columbia River.
Defense readiness .--The Committee has provided the requested
$34,300,000 increase in resources for the war on drugs. It should be
left to the Commandant's discretion how the drug interdiction funding is
to be distributed; however, the Committee believes that this area is
perfectly suited for application of performance measures and evaluation
of program impacts.
Civilian staffing .--The Coast Guard recently provided the Committee
with a report analyzing its current personnel management structure to
determine whether greater use of civilians would be of benefit to the
agency. The report concludes that a military member costs more than a
civilian filling the same position; the cost differential representing
the premium paid for frontline, rapid-response capability in an
operational environment.
In the aftermath of completing a major streamlining initiative, the
Coast Guard must now conduct military position essentiality review. The
report outlines the criteria to be used in such a review, including:
deployment, command and control, operations, military skills,
jurisdiction of the Uniform Code of Military Justice, statutory
requirements, organizational structure, and unusual work hours. The
Committee is very interested in the ongoing process of the essentiality
review and the results flowing from that effort. The Coast Guard is to
be commended for the openness of the report and the Committee encourages
the Coast Guard to pursue the essentiality review with the same
openness.
ACQUISITION, CONSTRUCTION, AND IMPROVEMENTS
General Trust Total
Appropriations, 1997 $354,840,000 $20,000,000 $374,840,000
Budget estimate, 1998 359,000,000 20,000,000 379,000,000
Committee recommendation 392,300,000 20,000,000 412,300,000
This appropriation provides for the major acquisition, construction,
and improvement of vessels, aircraft, shore units, and aids to
navigation operated and maintained by the Coast Guard. Currently, the
Coast Guard has in operation approximately 250 cutters, ranging in size
from 65-foot tugs to 399-foot polar icebreakers, more than 2,000 boats,
and an inventory of more than 200 helicopters and fixed-wing aircraft.
The Coast Guard also operates approximately 600 stations, support and
supply centers, communications facilities, and other shore units. The
Coast Guard provides over 48,000 navigational aids--buoys, fixed aids,
lighthouses, and radio navigational stations.
COMMITTEE RECOMMENDATION
The following table summarizes the Committee's programmatic
recommendations:
[In thousands of dollars]
Fiscal year 1997 enacted Fiscal year 1998 estimate Committee
recommendation
Vessels 216,500 186,900 214,700
Aircraft 18,040 26,400 26,400
Other equipment 41,700 49,700 51,200
Shore facilities and aids to navigation 52,350 69,000
73,000
Personnel and related support 46,250 47,000
47,000
-------------------------- --------------------------- --------------------------
Total 374,840 \1\379,000 \1\412,300
\1\Includes $9,000,000 in proposed asset sales.
VESSELS
The Committee recommends $214,700,000 for vessel acquisition and
improvement. The projected allocation of these funds is shown in the
table below:
VESSELS
[In thousands of dollars]
Fiscal year 1998 estimate Committee
recommendation
Acquire vessels and equipment: 55,000 41,000
Repair, renovate, or improve existing vessels and small boats: 3,800
3,800
--------------------------- --------------------------
Total (new program level) 186,900 214,700
The Committee recommends a funding level of $214,700,000 for vessels
procurement. This is an increase of $27,800,000 over the budget request.
This level of funding is necessary to begin to relieve the out-year
pressure on the ACI account due to anticipated replacement of the
deepwater fleet. By increasing the procurement of current production
vessels, the Coast Guard will realize per unit savings and will create
out-year room for anticipated new procurements. In addition, the
increased procurement of vessels will provide the Coast Guard with
additional flexibility in positioning assets as the Coast Guard moves to
a more modern generation of vessels. This flexibility will enable the
Coast Guard to better meet its multimission challenges and better deploy
a streamlined force.
Seagoing buoy tender [WLB] replacement .--The Coast Guard plans to
replace its 50-year-old fleet of seagoing buoy tenders with up to 16 new
tenders. The request of $55,000,000 for fiscal year 1998 is to pay for
the award of the second ship under the full production contract, and to
cover additional costs such as spare parts, logistics, and project
administration. According to recent estimates, the contract for the
first two production ships will be awarded in the second quarter of
fiscal year 1998.
The Committee is concerned about the growing carryover balances in
this program. Last year, the Committee restored much of the House
reductions in this account pursuant to the belief that the Coast Guard
would be able to obligate a substantial portion of the requested funds.
That has not happened. Accordingly, the Committee recommends a reduction
of $14,000,000 in the request which can be made up by the $46,564,000
unobligated balance. This program continues to concern the Committee due
to the increasing program administration costs, the vacillating
sail-away costs, and the current unobligated balance. The Coast Guard
estimates the first vessel in the class to have cost $49,400,000, and
the second vessel in the class to have cost $29,800,000. Assuming these
estimates are accurate, the funds provided are adequate to award a
contract in the second quarter of fiscal year 1998 for two vessels if
the lower cost is accurate or if the first two vessels under the
production contract have similar cost profiles of the first two vessels
in the class.
Coastal buoy tender [WLM] replacement .--The Committee has provided
$21,000,000 for the coastal buoy tender replacement program. This
program replaces the Coast Guard's existing 133-foot and 157-foot
coastal buoy tenders with 14 new ships. The Coast Guard's request of
$21,000,000 for fiscal year 1998 is for economic price adjustments
change orders, logistics, and administration. All 14 ships have been
ordered. Based on recent information on the 1998 spending plans, it
appears that the Coast Guard should have virtually no unobligated
carryovers that could be used in fiscal year 1998 against this request.
Coastal patrol boat/82-foot WPB replacement .--The Committee has
provided $68,100,000 for the coastal patrol boat replacement program,
which is a $30,800,000 increase to the amount requested for fiscal year
1998. This program would replace the 82-foot coastal patrol boats which
are over 30 years old with 31 new boats. The request for fiscal year
1998 was to procure eight new boats.
The Committee recommendation is to procure an additional seven CPB's
by exercising existing options which will provide the Coast Guard
increased flexibility in asset deployment at an earlier date than under
the current procurement schedule. The CPB is one of the more versatile
vessels in the Coast Guard inventory and should provide increased
flexibility and capability as the Coast Guard transitions from the
current fleet mix and recapitalizes the fleet.
Stern loading buoy boat replacement project .--The Committee
recommendation provides the entire Coast Guard request of $12,000,000 in
fiscal year 1998 to procure eight new buoy boats.
Mackinaw replacement .--The Committee recommends $2,000,000 for
concept exploration to refine the specifications and costs for a heavy
icebreaking replacement vessel, including a new multimission vessel, for
the 53-year-old Mackinaw . While the Committee is pleased that the
Commandant has committed to the continued operation of the Mackinaw to
maintain heavy icebreaking capabilities on the Great Lakes, the
Committee is concerned about the long lead time projected by the Coast
Guard to receive a replacement vehicle when the Coast Guard has been
studying this issue for a number of years, and projects that a
replacement vehicle would not be available until the year 2006. The
funding provided in the bill will prevent another year's delay in the
acquisition process for a replacement heavy icebreaking vessel. The
Committee expects the Coast Guard to issue an interim status report on
the concept exploration to the Committee by May 1, 1998.
Polar class icebreaker reliability improvement project [RIP] .--The
Committee recommends a reduction of $4,000,000 in this program in order
that the Coast Guard can effectively manage the reliability improvement
project for polar class icebreakers.
ATS 1 conversion .--The Committee recommends $13,000,000 for
conversion and the addition of a flight deck.
AIRCRAFT
For aircraft procurement, the Committee recommends $26,400,000
consistent with the budget request. Funds for aircraft acquisitions are
distributed as follows:
AIRCRAFT
[In thousands of dollars]
Fiscal year 1998 estimate Committee recommendation
Traffic alert and collision avoidance system [TCAS] 3,300 3,300
Global positioning system installation--phase VII, IX 1,900 1,900
HC 130 engine conversion 5,200 5,200
HH 65A helicopter kapton rewiring 3,200 3,200
Long range search aircraft capability preservation 4,600 4,600
HH 65A helicopter mission computer unit replacement 4,400
4,400
HC 130 aircraft sensor upgrade 3,800 3,800
--------------------------- --------------------------
Total 26,400 26,400
OTHER EQUIPMENT
The Committee recommends $51,200,000. The following table displays
the project allocation:
OTHER EQUIPMENT
[In thousands of dollars]
Fiscal year 1998 estimate Committee
recommendation
Fleet logistics system [FLS] 9,200
9,200
Ports and waterways safety system [PAWSS] 5,500
5,500
Port security equipment 3,500
Marine information for safety and law enforcement [MISLE] 4,000
4,000
Local notices to mariners [LNM] automation 1,800
1,800
Frequency spectrum reallocation 5,100
5,100
Conversion of software applications 2,000
2,000
Defense message system [DMS] impementation 1,400
1,400
Communication system [COMMSYS] 2000 1,000
1,000
Differential global positioning system [DGPS] (coastal gaps) phase II 1,000
1,000
Personnel management information system/joint uniform military pay system II
1,600 1,600
Aviation logistics management information system [ALMIS] 2,700
2,700
National distress system modernization 7,000
5,000
VHF FM high level site upgrade--phase III 7,400
7,400
--------------------------- --------------------------
Total 49,700 51,200
Ports and waterways safety system [PAWSS] .--The Committee
recommends $5,500,000 for the development and implementation of a new
ports and waterways safety system [PAWSS], as requested by the
administration. The Committee continues to be interested in Coast Guard
activities to develop a new approach to navigation safety, with an
emphasis on streamlining and reducing the cost of such safety systems.
The Committee applauds the Coast Guard's efforts to develop such a
system in cooperation with the maritime community and to apply
information technology.
Personnel management information system .--The Committee has
provided the full amount requested.
National distress system modernization .--The Committee recommends a
reduction of $2,000,000 to $5,000,000. The Committee believes the Coast
Guard can complete the activities anticipated for fiscal year 1998 in
this program within the reduced funding level.
SHORE FACILITIES AND AIDS TO NAVIGATION
The program level recommended is $73,000,000.
SHORE FACILITIES AND AIDS TO NAVIGATION
[In thousands of dollars]
Fiscal year 1998 estimate Committee
recommendation
Shore--General: 6,000 6,000
Groups/bases/stations/MSO's: 4,000 4,000
Aids to navigation facilities: Waterways aids-to-navigation projects 5,000 5,000
OMEGA termination cost 6,700 6,700
Coast Guard District 1--construct Bayonne pier 4,100 4,100
Integrated support command--Portsmount, VA: 4,700 4,700
Asset sales (9,000) (9,000)
--------------------------- --------------------------
Total 69,000 73,000
Air Stations Brooklyn and Cape May. --The Committee understands that
the Coast Guard has proposed to consolidate Air Station Brooklyn and Air
Station Cape May due to improved operational capabilities of its assets
which result in budgetary savings. However, the Committee remains
concerned about maintaining critically important Coast Guard air rescue
response time in the New York City areas at the level currently provided
by Air Station Brooklyn during the peak boating season. Therefore, the
Committee encourages the Coast Guard to establish and operate a seasonal
air facility in the New York City area to provide helicopter rescue
capability during the period April 15 through October 15.
Kodiak electricity cogeneration .--The Committee encourages the
Coast Guard to explore innovative means of assisting the local
electrical cooperative from which it purchases power in upgrading its
power production capability.
PERSONNEL AND RELATED SUPPORT
The program level recommended is $47,000,000. Within the amount
provided, $500,000 shall be for core acquisition costs.
The Committee has provided the full amount requested for AC&I
personnel and related support.
[In thousands of dollars]
Personnel and related support Fiscal year 1998 estimate Committee recommendation
Direct personnel costs 46,500 46,500
Core acquisition costs 500 500
--------------------------- --------------------------
Total 47,000 47,000
BILL LANGUAGE
Asset sales .--The bill includes a provision which would credit the
proceeds from the sale or lease of surplus Coast Guard real property to
this appropriation. The administration requested this authority which
allows asset sale revenues to be credited to this appropriation as
offsetting collections, but limits the amount of offsetting collections
in fiscal year 1998 to $9,000,000. Any excess proceeds from asset sales
would accrue to the following fiscal year. Accordingly, the Committee
encourages the Coast Guard to explore the auction or sale of the
Governor's Island facility during fiscal year 1998 with an eye toward
supplmenting fiscal year 1999 appropriations. In addition, the bill
includes language that protects the Coast Guard from liability for the
cost of maintaining Governor's Island.
The Coast Guard's closure of Governors Island provides and example of
the cost savings attainable by streamlining the agency's infrastructure
and the potential significant revenue available to the Coast Guard and
the rest of the Federal Government by selling nonessential or
noncritical, high-value assets. The Committee would also like to know
about additional properties of high value in the Coast Guard's real
property portfolio; therefore, the Coast Guard is directed to submit to
the Committee by April 2, 1998, a list of its 25 most valuable
properties. This list should include information on the fair market
value of each property (or an estimate thereof), the amount of land and
the number of buildings, the current use being made of the property, and
the annual operating costs for the activities housed on each property.
The Coast Guard needs funding it can depend upon to carry out
necessary projects. The Senate supports the authority vested in the
Commandant which allows the sale of real property and specified
operational assets, with proceeds to be credited to the ``Acquisition,
construction, and improvements'' appropriation.
Pier space use agreement .--The bill includes language that allows
the Secretary of Transportation, acting through the Commandant of the
Coast Guard, to enter into a long-term use agreement with the city of
Unalaska for dedicated pier space on the municipal dock. This authority
is necessary to support Coast Guard vessels when such vessels call on
the Port of Dutch Harbor, AK. The terms and conditions of the use
agreement shall be develop by the Secretary and the city of Unalaska.
New York search and rescue capability .--The Committee directs the
Department of Defense to provide facilities including runway; hangar;
fire crash and rescue; and support spaces at the Air National Guard site
at the Francis S. Gabreski Airport, Hampton, Long Island, NY, to the
Coast Guard. This facility will provide seasonal search and rescue
capability during the period April 15 through October 15. Support spaces
will consist of suitable operations, berthing, and maintenance spaces.
General provisions .--The Committee has included a general provision
directing the transfer of the U.S.N.S. Edenton to the Coast Guard.
ENVIRONMENTAL COMPLIANCE AND RESTORATION
Appropriations, 1997 $22,000,000
Budget estimate, 1998 21,000,000
Committee recommendation 21,000,000
The Committee recommends funding of $21,000,000 to continue the
environmental restoration and compliance-related actions throughout the
Coast Guard.
These fiscal year 1998 funds will be used to address environmental
problems at former and current Coast Guard units as required by
applicable Federal, State, and local environmental laws and regulations.
Planned expenditures for these funds include major upgrades to petroleum
and regulated-substance storage tanks, restoration of contaminated
ground water and soils, remediation efforts at hazardous substance
disposal sites, and initial site surveys and actions necessary to bring
Coast Guard shore facilities and vessels into compliance with
environmental laws and regulations.
ISC Kodiak remediation funding .--The investigation and potential
cleanup of 34 sites on ISC Kodiak, as per the 1990 Resources
Conservation Recovery Act consent order, goes well. Eight of these sites
have been closed and eight other sites have been approved for no further
action status. Due to reduced levels of contamination anticipated, lower
than expected costs to meet consent order milestones, and successful
ongoing milestone negotiations with the regulatory bodies, annual
requirements for this project have been reduced from past levels of
$4,400,000 to $5,400,000 to about $3,000,000 to $3,500,000. Given
overall budget constraints and other demands placed on the
``Environmental compliance and restoration'' appropriation, these levels
will be adequate to continue this remediation effort in fiscal year
1998.
PORT SAFETY DEVELOPMENT
Appropriations, 1997 $5,000,000
Budget estimate, 1998 ...........................
Committee recommendation ...........................
This appropriation provided funds in 1996 and 1997 for the reduction
of debt incurred by the Port of Portland, OR, from prior infrastructure
development. No funds are requested for 1998.
ALTERATION OF BRIDGES
Appropriations, 1997 $16,000,000
Budget estimate, 1998 ...........................
Committee recommendation 26,000,000
The ``Alteration of bridges'' appropriation provides funds for the
Coast Guard's share of the cost of altering or removing bridges
obstructive to navigation. Under the provisions of the Truman-Hobbs Act
of June 21, 1940, as amended (33 U.S.C. 511 et seq.), the Coast Guard,
as the Federal Government's agent, is required to share with owners the
cost of altering railroad and publicly owned highway bridges which
obstruct the free movement of navigation on navigable waters of the
United States in accordance with the formula established in 33 U.S.C.
516.
The Committee directs that, of the funds provided, $5,000,000 shall
be allocated to the Sand Island Road Tunnel in Honolulu, HI, $3,000,000
shall be allocated to the Florida Avenue railroad/highway combination
bridge in New Orleans, LA, and $18,000,000 shall be allocated to the
Sidney Lanier highway bridge in Brunswick, GA.
RETIRED PAY
Appropriations, 1997 $617,284,000
Budget estimate, 1998 645,696,000
Committee recommendation 653,196,000
The ``Retired pay'' appropriation provides for retired pay of
military personnel of the Coast Guard and Coast Guard Reserve, members
of the former Lighthouse Service, and for annuities payable to
beneficiaries of retired military personnel under the retired
serviceman's family protection plan (10 U.S.C. 1431 1446) and survivor
benefit plan (10 U.S.C. 1447 1455), and for medical care of retired
personnel and their dependents under the Dependents Medical Care Act.
The average number of personnel on the retired rolls is estimated to be
31,279 in fiscal year 1998, as compared with an estimated 30,433 in
fiscal year 1997 and 29,650 in fiscal year 1996.
The bill includes $653,196,000 for retired pay, consistent with the
budget request, adjusted by $6,100,000 to annualize fiscal year 1997
supplemental funding. This is scored as a mandatory appropriation in the
congressional budget process.
In addition, this funding level includes $1,400,000 in anticipation
of congressional action to extend partial veteran benefits to Merchant
Mariners who served between August 16, 1945, and December 31, 1946. The
Committee recommends the additional funds for the Coast Guard to process
up to 50,000 applications in fiscal year 1998.
RESERVE TRAINING
Appropriations, 1997 $65,890,000
Budget estimate, 1998 65,000,000
Committee recommendation 65,535,000
Under the provisions of 14 U.S.C. 145, the Secretary of
Transportation is required to adequately support the development and
training of a Reserve force to ensure that the Coast Guard will be
sufficiently organized, manned, and equipped to fully perform its
wartime missions. The purpose of the Reserve training program is to
provide trained units and qualified persons for active duty in the Coast
Guard in time of war or national emergency, or at such other times as
the national security requires. Coast Guard reservists must also train
for mobilization assignments that are unique to the Coast Guard in times
of war, such as port security operations associated with the Coast
Guard's Maritime Defense Zone [MDZ] mission and include deployable port
security units.
The Committee has provided $65,535,000 for Reserve training. The
amount provided is $535,000 above the President's request.
The Coast Guard is provided Reserve training funding as follows:
[In thousands of dollars]
Functional program element Fiscal year 1997 levels President's request (7,600
SELRES) Committee recommendation (8,000 SELRES)
Drill pay and benefits 26,763 26,203
26,763
Full-time support personnel 20,904 21,013
21,013
Annual training program 11,665 11,467
11,467
District administration/training 2,315 2,250
2,250
Recruiting 2,051 2,066
2,066
O/M support to training facilities 1,532 1,316
1,316
Headquarters administration 660 685
660
------------------------- ------------------------------------
-----------------------------------------
Total 65,890 65,000
65,535
RESEARCH, DEVELOPMENT, TEST, AND EVALUATION
General Trust Total
Appropriations, 1997 $14,180,000 $5,020,000 $19,200,000
Budget estimate, 1998 15,500,000 3,500,000 19,000,000
Committee recommendation 16,500,000 3,500,000 20,000,000
The Coast Guard's Research and Development Program seeks to improve
the tools and techniques with which Coast Guard carries out its varied
operational missions and to increase the knowledge base upon which it
depends to fulfill its regulatory responsibilities.
The bill includes $20,000,000 for research, development, test, and
evaluation, which is $1,000,000 above the budget request.
The Committee recommendation for funding distribution is as follows:
[In thousands of dollars]
Fiscal year 1997 Fiscal year 1998 estimate Committee recommendation
Program areas: 1,872 1,875 1,875
------------------ --------------------------- --------------------------
Total 19,200 19,000 20,000
The Committee has made a slight adjustment to the fiscal year 1998
request for research and development. In the marine environmental
protection area, the Committee has provided the amount requested for the
aquatic nuisance species program, which is $1,529,000 and increased the
funding for this activity by $1,000,000 to further research effects into
a nonchemical interim ballast management practice for fully loaded
vessels to prevent the ballast-mediated transfer of species. This
research should focus in particular on vessels reporting no ballast on
board [NOBOB]. In addition, this funding is also intended to assist the
Coast Guard's other efforts consistent with the National Invasive
Species Act.
BOAT SAFETY
(aquatic resources trust fund)
Appropriations, 1997 $35,000,00006
Budget estimate, 1998\1\ (55,000,000)
Committee recommendation 35,000,00006
\1\The President's budget proposed, contingent on enactment of
legislation, that $55,000,000 be available as a direct (mandatory)
program and no discretionary funds.
This account provides financial assistance for a coordinated National
Recreational Boating Safety Program for the several States. Title 46,
United States Code, section 13106, establishes a ``Boat safety'' account
from which the Secretary may allocate and distribute matching funds to
assist in the development, administration, and financing of qualifying
State programs. The ``Boat safety'' account consists of amounts
transferred from the highway trust fund which are derived from the
motorboat fuel tax (18.4 cents per gallon).
The President's budget requests no discretionary funding in 1998.
Instead, the President's budget proposes to provide all funding for the
State boating safety grant program by providing $35,000,000 from the
aquatic resources trust fund, together with $20,000,000 from the
7E``Sport fish restoration'' account as authorized under the Clean
Vessel Act of 1992 (title V of the Oceans Act of 1992).
The Committee cannot support the administration's proposal to convert
this program to mandatory spending. After highway fatalities,
recreational boating accidents result in the highest number of
transportation fatalities annually. The number of boats is increasing
each year and the National Transportation Safety Board continues to list
boating safety as one of the areas most in need of safety improvement.
Annual congressional review and guidance is necessary for timely
implementation of boating safety initiatives.
FEDERAL AVIATION ADMINISTRATION
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The Federal Aviation Administration traces its origins to the Air
Commerce Act of 1926, but more recently to the Federal Aviation Act of
1958 which established the independent Federal Aviation Agency from
functions which had resided in the Airways Modernization Board, the
Civil Aeronautics Administration, and parts of the Civil Aeronautics
Board. FAA became an administration of the Department of Transportation
on April 1, 1967, pursuant to the Department of Transportation Act
(October 15, 1966).
The total recommended program level for the FAA for fiscal year 1998
amounts to $9,179,154,883 including $50,000,000 in user fees credited to
the ``Operations'' appropriation and a $1,700,000,000 obligation
limitation on the use of contract authority for the Airport Grants
Program. The following table summarizes the Committee's recommendations:
[In thousands of dollars]
Program Fiscal year 1997 enacted Fiscal year 1998 budget estimate
Committee recommendation
Operations \1\4,957,900 5,086,100
5,375,900
User fees: \2\(75,000) -50,000
-50,000
Facilities and equipment 1,937,700 1,875,000
1,889,005
Research, engineering, and development 208,412 200,000
214,250
Grants-in-aid for airports\4\ 1,460,000 1,000,000
1,700,000
National Civil Aviation Review Commission 2,400
-------------------------- ----------------------------------
--------------------------
Total 8,491,412 8,411,100
9,129,155
\1\Excludes reductions for TASC and awards pursuant to sections 321 and 346 of Public Law
104 205.
\2\Reflects maximum amount provided in Public Law 104 205. FAA estimates collections of
only $20,000,000 in fiscal year 1997.
\3\Proposed user fees.
\4\Limitation on obligations.
OPERATIONS
General Trust User fees Total
Appropriations, 1997 $3,182,500,000 $1,700,400,000 $75,000,000 $4,957,900,000
Budget estimate, 1998 1,611,100,000 3,425,000,000 350,000,000 5,386,100,000
Committee recommendation 3,424,272,000 1,901,628,000 50,000,000
5,375,900,000
FAA's ``Operations'' appropriation provides funds for the operation,
maintenance, communications, and logistic support of the air traffic
control and navigation systems and activities. It also covers the
administration and management of the regulatory, airports, commercial
space, medical and engineering, and development programs.
User fees. --The administration proposed collecting $400,000,000 in
user fees in fiscal year 1998. Of these fees, $100,000,000 is available
without Appropriations Committee action, including $50,000,000 for the
essential air service program and rural airport safety and $50,000,000
for FAA expenses.
The bill includes a total of $5,325,900,000 for the operations
activities of the Federal Aviation Administration, of which
$1,901,628,000 shall be derived from the airport and airway trust fund.
An additional $50,000,000 for FAA operations will be derived from user
fees.
As in past years, FAA is directed to report immediately to the
Committees on Appropriations in the event resources are insufficient to
operate a safe and effective air traffic control system.
The activities of the operations accounts comprise eight main areas
consistent with FAA's reorganization to bring together functions and
activities that support the provision of a single, major service and to
establish a single executive responsible for that service.
Air traffic services. --The operations and maintenance of the
national air traffic control and navigation system and the installation
of air traffic and navigation equipment. Air traffic services consists
of five subactivities: air traffic, NAS logistics, systems maintenance,
leased telecommunications, and flight inspections.
Aviation regulation and certifications.-- Promotes aviation safety
and ensures compliance with safety and certification standards for air
carriers, commercial operators, air agencies, airmen, and civil
aircraft, including aircraft registration; develops and administers
safety standards for airworthiness of aircraft and components. Includes
accident investigation, aviation medicine, aviation rulemaking, and the
suspected unapproved parts office.
Civil aviation security .--Provides for the overall planning,
direction, management, evaluation, and enforcement of civil aviation
security; supports efforts covering the investigation and interdiction
of illegal drugs and the assessment of foreign airports.
Research and acquisition.-- Responsible for all research,
prototyping, system development, and acquisition activities. Includes
the William J. Hughes Technical Center.
Administration of airports. --Provides for the administration of
airport grants and the safety inspection and certification of the
Nation's airports.
Commercial space transportation. --Facilitates and promotes
commercial space launches by the U.S. private sector and licenses and
regulates commercial launches, launch site operations, and certain
payloads.
Administration. --Funds the administrative functions that establish
policy and direct and develop programs in the areas of FAA aircraft use
and management, building space management, budget and accounting,
business information and consultation, human resource management, and
technical and management training; includes the regional administrators
and the Aeronautical Center Director.
Staff offices. --Funds the Office of the Administrator and the
Deputy Administrator, and offices that report directly to the
Administrator and provide executive direction; operations and
communications control; civil rights; government and industry affairs;
policy, planning, and international aviation; legal counsel; and public
affairs.
The following table summarizes the Committee's recommendation in
comparison to the budget estimate:
[In thousands of dollars]
Fiscal year 1997 program level\1\ Fiscal year 1998 budget estimate
Committee recommendations
Air traffic services 3,801,353 4,192,516
4,181,916
Aviation regulation and certification 501,921 613,768
614,168
Aviation security 114,360 98,651
98,651
Research and acquisition 85,767 92,858
92,858
Administration of airports 45,051 48,052
48,052
Commercial space transportation 6,040 6,182
6,182
Administration 330,044 262,143
262,143
Staff offices 70,376 71,930
71,930
Accountwide adjustments ----------------------------------
---------------------------
-----------------------------------
Total 4,954,912 5,386,100
5,375,900
===================================
================================== ===========================
User fees 350,000
50,000
Appropriated funds 5,036,100
5,325,900
----------------------------------- ----------------------------------
---------------------------
Total available funds 5,386,100
5,375,900
\1\Includes reduction for TASC and awards pursuant to sections 321 and 346 of Public Law 104
205.
AIR TRAFFIC SERVICES
The Committee recommends a total of $4,181,916,000 for the operation
and maintenance of the national air traffic control and flight service
system. This is $10,600,000 less than the budget estimate, but
$380,563,000 above the fiscal year 1997 level.
Over the next decade, the Committee expects to see the billions of
dollars of new technology being developed, procured, and implemented
under the ``Facilities and equipment'' account--computers,
communications equipment, and information analysis capability--reflected
in a projected trend toward more productive work forces and, therefore,
lower operations budget estimates.
The major activities include:
Air traffic. --The Committee recommends $2,536,258,000 and 24,581
FTE's. The Committee's recommendation provides a net increase of 500
additional air traffic controllers as request by the administration.
-- Equipment and staffing deficiencies in the New York/New Jersey
region .--The Committee continues to be concerned with the shortage of
adequately trained air traffic controllers as well as persistent
problems with air traffic control equipment at the FAA's air traffic
facilities in the New York/New Jersey metropolitan area. These staffing
shortages and equipment outages have resulted in increased delays and
inefficiencies that have placed an inordinate amount of pressure on the
overtaxed FAA work force, the air carriers serving the region, as well
as the flying public.
The Subcommittee on Transportation held a special hearing on this
topic on June 12, 1997, during which testimony was received from Members
of Congress as well as representatives of the FAA, air carriers, the air
traffic controllers, and technicians unions. The hearing served to
highlight the urgent need for the FAA to expedite staffing of its
facilities in the New York/New Jersey area so that they meet or exceed
authorized staffing levels. It also highlighted the failure of the FAA
to fully utilize all the tools at its disposal, including the tools
granted under its personnel reform authorities, to alleviate critical
staffing shortages at these facilities as expeditiously as possible.
Finally, the hearing highlighted the need for the FAA to expedite the
installation of upgraded and new air traffic control equipment in order
to expedite the replacement of outdated equipment and assist the air
traffic controllers and air carriers serving the region in handling
growing volumes of air traffic, especially during inclement weather.
The Committee is pleased with the FAA's progress over the past year
in increasing the staffing levels at area towers, the New York TRACON
and the New York center. However, the Committee directs the
Administrator to meet the authorized staffing levels for all facilities
in the New York/New Jersey region by the dates identified in the pending
agreements with the pertinent employee organizations. The Administrator
is further directed to inform the Committee immediately if it appears
that those deadlines will not be met. The Committee further requests the
Administrator to use all tools at his or her disposal to rectify the
ongoing problems highlighted during the special hearing held by the
Transportation Subcommittee.
-- Contract tower program .--The Committee recommends $43,700,000 for
the contract tower program, as requested by the administration, and
directs FAA to study traffic at the airports in New Bern and Hickory,
NC, and at the Salisbury/Wicomico County Regional Airport in Maryland,
and, if those airports meet or are projected to meet FAA's benefit/cost
criteria for tower operations within the next 2 years or if tower
operation could be justified under a cost-sharing arrangement, directs
FAA to open contract towers at those airports for service during fiscal
year 1998.
The Committee is aware that FAA has notified 22 airports around the
Nation that the FAA will withdraw funding for towers at those airports
in 2 years unless the benefit/cost ratio at those airports exceeds 1.0
by the end of 1998. The Committee is concerned about the impacts loss of
tower service would have at these 22 airports and will monitor
developments with respect to these airports. The Committee urges FAA to
work with the communities to explore alternatives, such as sharing of
the tower operating costs, to maintain tower operations if the benefit/
cost criteria are unlikely to be satisfied at any of these airports by
the end of 1998.
National airspace system logistics support. --The Committee
recommends $180,833,000 for this subactivity including 1,188 FTE's.
The funding provided for the national airspace system logistics
support activity is the full amount requested by the administration for
fiscal year 1998.
Maintenance of air traffic control system. --The Committee
recommends $1,064,545 and 9,505 FTE's for this budget subactivity, as
requested by the administration. For the reasons discussed below, the
Committee has concluded that FAA is likely to continue to underutilize
its radio communications link [RCL] network in favor of leased
telecommunications. The Committee suggests that FAA accommodate the
$4,000,000 reduction by disposing of a part of its underutilized RCL
network and taking staffing savings.
Leased telecommunication services. --The Committee recommends
$343,339,000 for this budget subactivity. This is a reduction of
$4,000,000 from the request level.
FAA's leased telecommunications request for fiscal year 1998
($347,339,000) represents a $17,077,000 increase over the fiscal year
1997 level. In the report accompanying last year's appropriation bill,
the Committee expressed concern about underutilization of the radio
communications link [RCL], which is owned by FAA and is one of the
largest microwave networks in the country. The alternative to increased
use of the RCL is increased reliance on leased telecommunications costs
for the use of private networks. The Committee directed FAA to transfer
to the radio communications link as much of the existing workload as
possible to better utilize that resource. The Committee understands that
FAA plans to use an additional 2,300 to 2,900 RCL circuits rather than
leasing circuits from a private vendor. Even if FAA adopts this plan, it
would still only be utilizing 56 to 61 percent of its analog circuits
and still have a significant amount of digital capacity sitting idle.
Given that FAA will apparently continue to underutilize the RCL and
prefers leased telecommunications links, the Committee is recommending a
reduction of $4,000,000 from the request for the systems maintenance
subactivity.
Satellite communications technology .--The Committee has added
$400,000 to the air traffic activity to provide a low-earth orbit [LEO]
satellite communication system at Anchorage, AK, to augment present
communications systems. Extensive areas of Alaska are not within present
radio coverage. The LEO system will be available for widespread use in
Alaska within 2 years, and the Committee anticipates that pilots with
the appropriate onboard equipment will be able to use this new
capability to call FAA's flight service stations from such locations
within the State.
Flight inspection. --The Committee recommends $63,942,000 and 579
FTE's for this activity which is the full amount requested.
Accountwide adjustment .--Based upon a GAO analysis of the request
of $51,200,000 for 82 NAS Plan Hand-Off projects that identified 14
percent in excess costs (associated, for example, with project
requirements that had been canceled since the budget estimates were
developed), the Committee believes $7,000,000 can be reduced from air
traffic services with no impact on FAA's ability to field new equipment.
AVIATION REGULATION AND CERTIFICATION
The Committee recommends $614,168,000 and 5,882 FTE's for this activity.
Funding provided for aviation regulation and certification is an
increase of $112,247,000 over fiscal year 1997 and $400,000 over the
administration's request. The Committee fully funds the requested
employment increases for administrative support ( +68), airworthiness
inspectors ( +117), airline operations inspectors ( +118), certification
engineers and pilots ( +17), and manufacturing certification inspectors
( +6).
The Committee has included an additional $400,000 to continue the
human intervention and motivation study [HIMS], a comprehensive
education and training program for alcohol and drug abuse prevention in
the airline industry with emphasis on peer identification and
intervention. Since its inception in 1974, HIMS has been a very
successful program to deal with the problem of alcoholism in the air
transportation workplace and to enhance the safety of air travel. Lack
of funding now threatens to stifle the program at a time when the need
for it is great, especially in the regional airline industry.
CIVIL AVIATION SECURITY
The Committee recommends $98,651,000 and 1,109 FTE's for this budget
activity. The Committee has fully funded the civil aviation security
program.
RESEARCH AND ACQUISITION
The Committee recommends $92,858,000 and 809 FTE's for this budget
activity as requested by the administration. This is an 8-percent
increase over the fiscal year 1997 enacted level.
ADMINISTRATION OF AIRPORTS
The Committee recommends $48,052,000 and 495 FTE's for this activity,
the same as the administration's request.
COMMERCIAL SPACE TRANSPORTATION
The Committee recommends $6,182,000 and 34 FTE's for this activity.
The Committee's recommendation for the Commercial Space
Transportation Office is the same as the administration's request.
ADMINISTRATION
The Committee recommends $262,143,000 and 1,987 FTE's for this budget
activity. The Committee has fully funded the administration's request
for fiscal year 1998 in the administration activity level.
STAFF OFFICES
The Committee recommends $71,930,000 and 591 FTE's for this budget
activity, the same as the requested amount.
BILL LANGUAGE
Second career training program .--The Committee has included bill
language which was included in the President's budget request which
prohibits the use of appropriated funds for the second career training
program. This prohibition has been carried in annual appropriations acts
for many years.
Sunday premium pay .--The bill retains a provision, first included
in the fiscal year 1995 appropriations bill, which prohibits FAA from
paying Sunday premium pay, except in those cases where the individual
actually worked on a Sunday. This provision is identical to that which
was in effect for fiscal years 1995, 1996, and 1997. It was requested by
the administration for fiscal year 1998.
Manned auxiliary flight service stations .--The Committee has
retained bill language which was requested by the administration to
prohibit the use of funds for operating a manned auxiliary flight
service station in the contiguous United States. There is no funding
provided in the ``Operations'' account for such stations in fiscal year
1998.
Commercial space transportation .--The Committee has retained
language which prohibits the use of any funds from the airport and
airway trust fund for the support of the operations and activities of
the Associate Administrator for Commercial Space Transportation. This
prohibition was requested by the administration.
OTHER
GPS nonprecision approaches .--The Committee urges FAA to establish
a global positioning system [GPS] nonprecision instrument approach at
Atka, AK, along with appropriate weather, communications, and lighting
equipment.
The Committee also urges the FAA to seriously consider developing, in
conjunction with the Pennsylvania Department of Transportation, Bureau
of Aviation, 200 helicopter-only GPS approach systems to support
emergency air medical services in Pennsylvania.
User fees .--The administration's request included $300,000,000 in
new aviation user fees to be appropriated for operations. The Committee
does not recommend such an approach. Instead, the Committee recommends
an appropriation of $5,325,900,000, which will be supplemented by
$50,000,000 in user fees that were authorized last year and should be
available for operations expenses in fiscal year 1998.
Last year the Committee approved an administration request for
$75,000,000 in new user fees in order to offset a portion of FAA
operations costs. In approving these new user fees the Committee made
clear this was on a trial basis only and further noted that expansion of
the user fee concept in future years would depend upon whether a
consultative process had been developed in concert with specific fee
schedules. At this point, that standard has not been met. Based on the
FAA's first attempt to craft such a rule (the foreign overflight fee),
which has resulted in concerns being raised in Congress, the U.S.
Department of State, and the U.S. Court of Appeals for the District of
Columbia, it is apparent to the Committee that Congress should be very
wary of providing the FAA with such authority in the future.
House and Senate committees have made clear to FAA that, for safety
reasons, Congress did not intend to authorize foreign overflight fees on
general aviation when it granted FAA authority to establish overflight
fees. In addition, the Committee believes general aviation operations
should be exempted from the rule since the administrative cost of
including such operations likely would exceed the anticipated fees from
general aviation sources. To date, FAA has failed to follow the
direction of Congress in this matter.
The Committee also believes Canada-to-Canada and Mexico-to-Mexico
overflights should be exempted, provided those two countries do not
impose similar charges on flights operated by United States citizens.
The Committee is concerned that, absent such an exemption, Mexico and
Canada will be forced to impose similar overflight fees on United States
airlines that presently are not charged for such services. A fee which
invites retaliation by a foreign government is nothing more than a
hidden tax on the American people. Further, such fees may have the
perverse effect of influencing airlines' choice of airspace or takeoff
and landing preferences which may have a deleterious impact on safety.
In addition, since there are more American domestic operations that
transit foreign airspace, the financial impact on United States airlines
will be greater than that on foreign airlines, so the Committee also
questions the FAA's interim final rule approach from a national interest
vantage.
The Committee is concerned that the FAA's interim final rule fails to
comply with international law and bilateral aviation obligations of the
United States. The Committee understands the U.S. Department of State
has received diplomatic correspondence from many countries expressing
concern that the FAA, inconsistent with our international commitments,
failed to provide meaningful advance consultation. Specifically, these
governments assert that the cost allocation materials made available in
support of the interim final rule were insufficient to permit an
accurate review or analysis of the reasonableness of the overflight
charges and that FAA failed to adequately respond to questions raised
about the rule. The Committee expects that the FAA will be responsive to
U.S. Department of State's entreaties that FAA address the concerns of
the international community. To date the rule has been formally objected
to by Canada, the United Kingdom, Hong Kong, and Austria. In addition, a
combined diplomatic note was presented to the Department of State by the
Embassies of Australia, Belgium, Canada, Denmark, Finland, France,
Germany, Greece, Iceland, Ireland, Italy, Japan, the Netherlands, New
Zealand, Norway, Portugal, Spain, Sweden, Switzerland, the United
Kingdom, and the Commission of the European Union. These concerns are
currently the subject of pending litigation in the U.S. Court of Appeals
for the District of Columbia.
The Committee rejects the FAA's contention to the international
community that the United States' obligation to provide prior
consultations can be fully met by giving affected parties an opportunity
to comment after a rule has gone into effect. We expect foreign
countries to engage in meaningful prior consultations with U.S. airlines
before they impose any fees and, accordingly, expect nothing less from
the FAA with respect to affected foreign parties. The Committee does not
share FAA's cavalier attitude about complying with the United States'
international law and bilateral aviation obligations. The Committee is
disappointed that, to this point, FAA has failed to develop an adequate
consultative process and, based on FAA's performance in establishing
foreign overflight fees, is skeptical of FAA's ability to administer a
more comprehensive user fee system.
FACILITIES AND EQUIPMENT
(Airport and Airway Trust Fund)
Appropriations, 1997 $1,937,700,000
Budget estimate, 1998 1,875,000,000
Committee recommendation 1,889,004,883
Under the ``Facilities and equipment'' appropriation, safety,
capacity and efficiency of the Federal airway system are improved by the
procurement and installation of new equipment and the construction and
modernization of facilities to keep pace with aeronautical activity and
in accordance with the Federal Aviation Administration's comprehensive
capital investment plan [CIP], formerly called the national airspace
system [NAS] plan.
CIP MILESTONES FOR MAJOR SYSTEM
ACQUISITIONS
System name Year of first-site implementation
Year of last-site implementation
1983 NAS plan 1991 CIP 1993 CIP 1996 CIP 1997
CIP 1983 NAS plan 1991 CIP 1993 CIP 1996 CIP 1997 CIP
Advanced automation system [AAS] 1990 1991 1991 (\1\)
(\1\) 1994 2001 2004 (\1\) (\1\)
Air route surveillance radar [ARSR 4] 1988 1993 1994 1996
1996 1991 1996 1996 1997 (\6\)
Airport surface detection equipment [ASDE 3] 1987 1992 1993 1993
1993 1990 1994 1996 1999 1999
Automated weather observing system [AWOS] 1986 1989 1989
1989 1989 1990 1997 1997 2000 2001
Central weather processor [CWP] 1990 1991 1991 1991
1991 1991 1998 \7\1992 \7\1993 \7\1993
Flight service automation system [FSAS] 1984 1991 1991 1991
1991 1989 1995 1994 1995 1995
Mode S 1988 1993 1994 1994 1994
1993 1996 1996 1998 1999
Radio microwave link [RML] replacement and expansion 1985 1986 1986
1986 1986 1989 1994 1993 1993 1993
Terminal doppler weather radar [TDWR] (\8\) 1993 1994 1994
1994 (\8\) 1996 1996 (\9\) (\9\)
Voice switching and control system [VSCS] 1989 1995 1995 1995
1995 1992 1997 1997 1997 1997
\1\The AAS Program has been restructured into three areas: En route [DSR], terminal [STARS],
and tower [TAP].
\2\STARS schedule was being rebaselined in keeping with new acquisition strategy.
\3\TCCC schedule was being rebaselined to reflect the incorporation of surface management
advisor [SMA].
\4\TCCC has been replaced by the Tower Automaton Program [TAP].
\5\The Tower Automation Program [TAP] schedule is currently under review.
\6\ARSR 4 last-site implementation date has not been determined due to environmental issues at
Ajo, AZ.
\7\Dates denoted are for MWP I only. The CWP RWP segment has been eliminated as a
continuation of the CWP Program, and has been merged with MWP II into the Weather and
Radar Processor [WARP] Program.
\8\The TDWR was not included in the 1983 NAS plan.
\9\TDWR last-site implementation indefinite due to site availability and land acquisition
problems.
Source: FAA 1983 NAS plan, 1991, 1993, 1995 CIP, 1997 GAO ``Status of the FAA's
Modernization Program.''
REASONS FOR DELAY AND COST
INCREASES IN CIP PROJECTS
System name Reasons for delay
Advanced automation system [AAS] In general, AAS delays were due to an overly
ambitious plan, inadequate FAA oversight of the contractor, and ineffective resolution of
requirements issues. The AAS Program has been restructured into three areas: En route, terminal,
and tower.
Air route surveillance radar [ARSR 4] Problems with the radar's development and site
preparation delayed first-site implementation. Testing took longer than originally expected.
Delays have also occurred due to changes in system design, interface problems with other ATC
systems, and slips in site construction. The last-site implementation change in the 1997 CIP is
due to the environmental assessment having to be reaccomplished at Ajo, AZ.
Airport surface detection equipment [ASDE 3] Original delays occurred because FAA and
the contractor underestimated software complexity. FAA changed some requirements, and
testing uncovered some performance problems. Software development, establishing remote
towers, site selection/preparation, and the addition of seven systems have delayed the program.
Automated weather observing system [AWOS] Site prep, installation, and maintenance
problems, as well as delays in receiving Government-furnished equipment contributed to original
delays. Last-site implementation delay occurred because of communications funding shortfalls
and installation delays of the communications infrastructure to deliver weather information. The
last-site implementation change in the 1997 CIP is due to the addition of ASOS systems per
fiscal year 1997 congressional direction.
Central weather processor [CWP] Early software development problems and
software discrepancies during testing delayed the system in early stages. The program was
descoped to just the CWP-MWP I segment, which is now fully implemented.
Flight service automation system [FSAS] Original delays occurred because of software
development and testing problems with the Model I system. Program implementation is
complete.
Mode S Problems in developing hardware and software during
initial phases delayed the system, and software problems caused a delay in first-site
implementation. Implementation of the last site has been moved due to en route interface
requirements. The last-site implementation change in the 1997 CIP is due to site preparation
delays.
Radar microwave link [RML] replacement and expansion In the early stages, site acquisition
and prep problems delayed the system. Other delays occurred because of a change in the prime
contractor and due to problems encountered during operational test and evaluation. Program
implementation is complete.
Terminal doppler weather radar [TDWR] Site availability and land acquisition
problems have delayed last-site implementation. Last-site implementation remains indefinite.
TDWR has experienced schedule delays because of site availability and land acquisition
problems.
Voice switching and control system [VSCS] Early delays were due to the two prototype
contractors having technical difficulties in meeting FAA's requirements for system reliability.
Additional delays occurred because of software development and integration problems during the
upgrade of the prototype to a production model. The implementation schedule has not changed
since the 1991 CIP. The last-site implementation was achieved on schedule in February 1997.
The bill includes an appropriation of $1,889,004,883 for the
facilities and equipment of the Federal Aviation Administration. The
Committee's recommended distributions of the funds for each of the major
accounts are as follows:
FACILITIES AND EQUIPMENT
Projects Fiscal year 1998 budget estimate
Committee recommendation
Engineering, development, test, and evaluation:
En route programs:
Aviation weather services improvements
$23,000,000 $23,000,000
Oceanic automation system 32,000,000
32,000,000
Next generation VHF air/ground communication system
7,400,000 7,400,000
Air traffic management 18,240,000
18,240,000
----------------------------------
--------------------------
Subtotal, en route programs 80,640,000
80,640,000
================================== ==========================
Terminal programs:
Terminal digital radar (ASR 11) 42,200,000
35,800,000
Terminal Automation Program 68,000,000
68,000,000
Weather systems processor [WSP]
6,200,000 5,200,000
----------------------------------
--------------------------
Subtotal, terminal programs 116,400,000
109,000,000
================================== ==========================
Landing and navigational aids programs:
Local area augmentation system [LAAS] for GPS
6,500,000 6,500,000
Wide area augmentation system [WAAS]
101,530,000 101,530,000
----------------------------------
--------------------------
Subtotal, landing and navigational aids programs
108,030,000 108,030,000
================================== ==========================
Research, test, and evaluation equipment and facilities:
Independent operational test and evaluation [IOT&E] sup
3,200,000 3,200,000
FAA Technical Center facility--technical building lease
5,290,000 5,290,000
NAS improvement of system support laboratory
2,000,000 2,000,000
Technical Center facilities 7,000,000
7,000,000
Infrared heating for aircraft deicing
970,000
----------------------------------
--------------------------
Subtotal, research, test, and evaluation equipment and facilities
17,490,000 18,460,000
----------------------------------
--------------------------
Total, engineering, development, test, and evaluation
322,560,000 316,130,000
================================== ==========================
Air traffic control facilities and equipment:
En route programs:
Long Range Radar [LRR] Program--replace/establish
6,600,000 6,600,000
En Route Automation Program
214,240,000 214,240,000
Next generation weather radar [Nexrad]
3,000,000 3,000,000
Air traffic operations management system [ATOMS]
1,000,000 1,000,000
Weather and radar processor [WARP]
24,400,000 24,400,000
Aeronautical data link [ADL] applications
8,000,000 4,000,000
ARTCC building improvements/plant improvements
98,551,700 98,551,700
Voice switching and control system [VSCS]
50,700,000 50,700,000
Remote communication facilities [RCF's]--expand/relocate
1,440,000 3,140,000
Air traffic management [ATM] 44,200,000
44,200,000
Data multiplexing network [DMN]
3,900,000 3,900,000
Critical communications support 4,300,000
4,300,000
DOD base closure--facility transfer 2,200,000
2,200,000
Backup emergency communications [BUUEC]--interim
8,500,000 8,500,000
Air/ground communication radio frequency interference
2,000,000 2,000,000
ATC beacon interrogator [ATCBI] replacement
7,400,000 7,400,000
Low density radio communicaters link
29,840,000 23,840,000
ATC en route radar facilities 6,748,300
6,748,300
En route communications and control facilities
918,295 918,295
Volcano monitor 2,000,000
----------------------------------
--------------------------
Subtotal, en route programs 517,938,295
511,638,295
================================== ==========================
Terminal programs:
Terminal doppler weather radar [TDWR]--provide
4,800,000 2,300,000
Terminal Automation Program 40,000,000
40,000,000
Terminal air traffic control facilities--replace
62,000,000 70,000,000
Air traffic control tower [ATCT]/TRACON facilites--improve
18,631,115
Terminal voice switch replacement [TVSR]/enhanced terminal voice switch
9,940,000 1,640,000
Radio control equipment 3,000,000
3,000,000
Employee safety/OSHA and environmental standards compliance
43,700,000 43,700,000
Chicago TRACON 4,700,000
4,700,000
New Austin Airport at Bergstrom 3,700,000
Potomac (Dulles) TRACON 2,600,000
2,600,000
Denver TRACON 1,200,000
1,200,000
Northern California TRACON
21,700,000 21,700,000
Atlanta TRACON 15,600,000
15,600,000
Tower Automation Program 2,000,000
Voice Recorder Replacement Program [VRRP]
3,000,000 3,000,000
NAS infrastructure management systems [NIMS]
26,750,000 25,350,000
Airport surveillance radar [ASR 9] 23,700,000
23,700,000
Terminal radar [ASR]--improve 3,240,550
3,240,550
Terminal communications improvements
2,189,002
----------------------------------
--------------------------
Subtotal, terminal programs 292,450,667
261,730,550
================================== ==========================
Flight service programs:
Automated surface observing system [ASOS]
14,850,000 24,850,000
FSAS operational and supportability implementation system [OASIS]
4,900,000 4,900,000
Digital altimeter setting indicators [DASI]
1,600,000 1,600,000
Flight services facilities improvement 1,418,500
1,418,500
----------------------------------
--------------------------
Subtotal, flight services 22,768,500
32,768,500
================================== ==========================
Landing and Navigational Aids Program:
Very high frequency omnidirectional radio range [VOR] with distance measuring equipment
2,445,000 2,445,000
Instrument landing system [ILS]--establish/upgrade
3,000,000 23,000,000
ILS replace 2,200,000
2,200,000
Low level windshear alert system [LLWAS]--upgrade
4,300,000 4,300,000
Runway visual range [RVR]--establish
3,500,000 3,500,000
Gulf of Mexico Offshore Program 3,200,000
3,200,000
Instrument landing system [ILS]--replace Wilcox Cat II/III
2,745,000 2,745,000
Wide area augmentation system [WAAS]
51,300,000 51,300,000
Nondirectional beacon [NDB] 1,400,000
1,400,000
Navigational and landing aids--improve
2,402,538 3,357,538
Tactical landing systems
10,000,000
Precision approach path indicators [PAPI]
5,000,000
Juneau, AK 3,500,000
----------------------------------
--------------------------
Subtotal, landing and navigational aids
76,492,538 115,947,538
================================== ==========================
Other ATC facilities programs:
Alaskan NAS interfacility communications system [ANICS]
8,600,000 8,600,000
Fuel storage tank replacement and monitoring
30,000,000 30,000,000
FAA buildings and equipment--improve/modernize
10,000,000 10,000,000
Electrical power systems--sustain/support
16,200,000 20,200,000
Air navigational aids and air traffic control facilities (local projects)
2,000,000 2,000,000
Airport cable loop systems 500,000
500,000
Computer-aided engineering graphics [CAEG] replacement
1,000,000 1,000,000
Aircraft and Related Equipment Program
2,000,000 2,000,000
Aircraft fleet modernization 2,701,000
18,951,000
----------------------------------
--------------------------
Subtotal, other ATC facility programs
73,001,000 93,251,000
----------------------------------
--------------------------
Total, air traffic control facilities and equipment
982,651,000 1,015,335,883
================================== ==========================
Nonair traffic control facilities and equipment:
Support equipment:
NAS Management Automation Program [NASMAP]
1,000,000 1,000,000
Hazardous materials management
20,000,000 7,000,000
Aviation safety analysis system [ASAS]
16,800,000 16,800,000
Operational data management system [ODMS]
1,600,000 1,600,000
Logistics support systems and facilities [LSSF]
9,749,000 9,749,000
Test equipment--maintenance support for replacement
500,000 500,000
Integrated flight quality assurance 4,000,000
4,000,000
Safety performance analysis system [SPAS]
4,100,000 4,100,000
Performance enhancement system [PENS]
11,000,000 11,000,000
National Aviation Safety Data Analysis Center [NASDAC]
2,000,000 2,000,000
----------------------------------
--------------------------
Subtotal, support equipment 70,749,000
57,749,000
================================== ==========================
Training, equipment, and facilities:
Distance learning 5,500,000
5,500,000
National airspace system [NAS] training facilities
1,500,000 1,500,000
Aeronautical Center training and support facilities
6,000,000 6,000,000
Airport firefighting training [RMESTC]
750,000
----------------------------------
--------------------------
Subtotal, training, equipment, and facilities
13,000,000 13,750,000
----------------------------------
--------------------------
Total, nonair traffic control facilities and equipment
83,749,000 71,499,000
================================== ==========================
Mission support:
System support and services:
System engineering and development support
31,930,000 31,930,000
Program support leases 27,500,000
27,500,000
Logistics support services [LSS] 6,000,000
6,000,000
Mike Monroney Aeronautical Center--lease
15,200,000 15,200,000
In-plant national airspace system [NAS] contract support services
2,500,000 2,500,000
Transition engineering support 44,800,000
44,800,000
Frequency and spectrum engineering
1,500,000 1,500,000
Permanent change of station [PCS] moves
3,800,000 3,800,000
FAA corporate system architecture 5,200,000
5,200,000
Technical services support contract [TSSC]
54,700,000 54,700,000
Resource Tracking Program [RTP] 500,000
500,000
Center for Advanced Aviation System Development
55,300,000 55,300,000
Year 2000 date change program 18,000,000
18,000,000
----------------------------------
--------------------------
Total, mission support 266,930,000
266,930,000
================================== ==========================
Personnel and related expenses 219,110,000
219,110,000
----------------------------------
--------------------------
Total, all activities 1,875,000,000
1,889,004,883
engineering, development, test, and evaluation
The Committee recommends $316,130,000 for various engineering,
development, test, and evaluation activities.
En route automation includes the display system replacement [DSR] as
a cost-effective modification to the initial sector suite system [ISSS];
display channel complex rehost [DCCR], a low-risk contingency system;
advanced en route automation [AERA], enhancements providing direct
benefits to airway users; en route software development support [ERSDS],
maintains software in existing system; en route automation equipment,
maintains existing hardware; flight data input/output [FDIO]; and en
route stand alone radar training system [ESARTS].
En route programs
Aviation weather service improvements .--The Committee has included
$23,000,000 as requested by the administration.
The Committee is aware of a plan developed by the Port Authority of
New York and New Jersey in concert with the airports and airlines
serving the New York/New Jersey region to procure with non-Federal funds
a prototype integrated terminal weather system [ITWS] for installation
at the New York TRACON. This installation will act as an interim measure
until FAA installs a production model ITWS at Federal expense at the New
York TRACON in 2001. The Committee strongly encourages the Administrator
to work cooperatively and expeditiously with the Port Authority of New
York and New Jersey and the airports and air carriers serving the New
York/New Jersey region to ensure that this interim equipment is
installed and operational as soon as possible. The Committee further
directs that this interim installation, in no way, cause the FAA to
delay the delivery of the production model ITWS to the New York TRACON.
Oceanic automation system .--The oceanic automation system is a
state-of-the-art platform that would provide improved air traffic
control over the oceans. Of the amount requested, $2,000,000 would be
used for continued development of the data link component, and project,
$6,000,000 for program management, and $24,000,000 for phase 2, which is
new software development replacing flight data processing structure and
software.
Terminal programs
Terminal digital radar (ASR 11). --The Committee has provided
$35,800,000 for the terminal digital radar (ASR 11) program, which is a
joint program with the Department of Defense and the Federal Aviation
Administration. That is $6,400,000 less than the administration's
request of $42,200,000. The administration's request includes
$33,000,000 for procurement of ASR 11 units and associated support costs
and $9,200,000 for digitizers for the ASR 8 systems. The Committee
understands that FAA plans to buy 10 digitizers under the request and
that the leadtime for adding digitizers to the ASR 8's is about 1 year.
FAA's current schedule shows that 7 of the 10 digitizers are designated
for STARS equipment that will not be operational before May 2001.
Therefore, the Committee has reduced the request by $6,400,000, an
amount which can be deferred until fiscal year 1999 with no adverse
impact on the program.
Terminal automation program. --The Committee has provided the
requested $68,000,000 for the terminal automation program, also known as
standard terminal automation replacement system [STARS]. The fiscal year
1998 request is the second year on the STARS contract. The contract was
awarded in September 1996. Fiscal year 1998 funds will be used to test
and enhance commercial-off-the-shelf/nondevelopmental item
[COTS/NDI]-based automated radar terminal systems for initial use in
terminal radar approach control facilities and to develop the final
system capability. The STARS contract is an exceptionally aggressive
contract and one which is heavily dependent on software development
notwithstanding the emphasis on COTS/NDI.
Weather systems processor .--The administration has requested
$6,200,000 for the weather systems processor program. Funds in fiscal
year 1998 would be used to continue limited production activities and to
establish final production baseline. These processors will provide
terminal weather radar capability at those ASR equipped airports that do
not have terminal doppler weather radars. The Committee continues to be
concerned that there are a number of line items in the FAA's facilities
and equipment and research, engineering, and development budgets which
basically are intended to produce the same solution.
The administration's request includes $1,000,000 to develop
specifications and a statement of work for the final production
contract. The Committee understands that the FAA does not plan to award
the final production contract until fiscal year 2001 and so has reduced
$1,000,000 from the request. FAA can defer costs related to the final
production contract until fiscal year 1999, which will allow time to
identify and resolve problems that may occur with the first eight
systems and to decide on whether this technology or another is the best
way to provide a weather radar solution at existing airports.
Landing and navigational aids programs
Local area augmentation system [LAAS] for GPS .--The Committee has
included $6,500,000 as requested by the administration. These funds will
support development of the functional specification for LAAS based on
the architecture to be selected in fiscal year 1997. Hardware and
software fabrication and demonstration will commence to evaluate and
validate the functional specification and minimum operational
performance standards. As development of this system moves forward, the
Committee urges the FAA to give serious consideration to installation of
early production units at Anchorage and Fairbanks International Airports
in Alaska, where they will have significant benefits.
Wide area augmentation system [WAAS]. --Despite serious concerns
about rising projections of the total cost of the WAAS program and
concerns about whether the program is being well managed, the Committee
is including the full request for this program but directs that none of
the fiscal year 1998 funding is to be obligated until the Secretary
reports to the Senate and House Transportation Appropriations
Subcommittees on the status and management of the program. Specifically,
the Secretary should provide a detailed report to the Senate and House
Appropriations Committees, including:
(1) key program milestones and deliverables related to the systems,
communications, software, and fielding components of the program and
plans for developmental and operational testing of the system during the
upcoming fiscal year;
(2) baseline cost, schedule, and performance goals;
(3) the probability of meeting specified milestones and deliverables;
(4) a detailed assessment of the technical risks associated with the
major components of the WAAS program and FAA's plans to mitigate those
risks; and
(5) a certification by the Administrator of the FAA that the fiscal
management controls of the prime contractor and its major subcontractors
meet or exceed accepted U.S. Government standards.
Additionally, FAA shall report quarterly on actual progress made
against the baseline cost, schedule, and performance goals, the
justification for any deviation from the goals, and the impact of any
deviations. Specifically, the FAA shall report:
(1) current cost variances that are 10 percent or more above the
baseline goals, reasons for the variances, and corrective actions that
have or will be taken;
(2) current schedule variances that are 10 percent or more behind the
baseline schedule, reasons for the variances, and corrective actions
that have or will be taken;
(3) variances in performance goals from the baseline, reasons for the
variances, and corrective actions that have or will be taken;
(4) the effect of corrective actions cited above on the overall
program cost, schedule, and performance goals;
(5) an overall progress rating, based on specified criteria, that
indicates whether the contractor is meeting cost, schedule, and
technical requirements for: the total program, systems, communications,
software, fielding, resource management, and program management;
(6) description of any modifications to the WAAS cost, schedule, and
performance baselines; and
(7) the status of contractor staffing.
Not later than March 1, 1998, the Comptroller General shall review
the status of the WAAS program and submit to the Senate and House
Committees on Appropriations a report on the results of the review. The
report shall address the status of cost, schedule, and performance
modifications and include a conclusion regarding whether the WAAS
program is likely to be successfully carried out within the cost and
schedule baseline. Of the funds made available for WAAS in fiscal year
1998, the Committee directs that FAA not obligate more than 70 percent
until the earlier of April 1, 1998, or the date on which the Senate and
House Transportation Appropriations Subcommittees advise the
Administrator that the Administrator may obligate the remaining funds.
If, after reviewing the Department's reports and the Comptroller
General's report, the subcommittees do not have confidence in the
progress of the WAAS contract, they may consider directing reprogramming
of WAAS funds to the air traffic management subactivity to support the
center/TRACON automation system, conflict probe, and collaborative
decisionmaking programs.
Research, test, and evaluation equipment and facilities
Infrared heating for aircraft deicing .--The Committee has added
$970,000 to demonstrate infrared heating for aircraft deicing at the
Rhinelander/Oneida County Airport. This technology has been tested by
the FAA, and that test found that its application appears to be a
cost-effective alternative to glycol for deicing aircraft and that
additional testing is warranted. Infrared heating also offers
environmental benefits in that its use will reduce contamination of the
watershed from airport runoff. Rhinelander/Oneida County Airport
typifies the small commercial airport, and the climate of the region and
the location of the airport in northern Wisconsin are appropriate for
further evaluation of this technology in an operational commercial
environment. The Committee believes this project will move us closer to
making this advanced safety technology available to pilots, airports,
and passengers across the country.
AIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT
En route programs
Aeronautical data link [ADL] applications .--The administration is
requesting $8,000,000 to continue development of ADL, which will provide
the infrastructure necessary to allow the exchange of controller-pilot
communications and flight information services using digital technology
in the en route, terminal, and tower environments. The Committee
understands that the FAA has been scaling back ADL requirements to
design a more cost-effective and affordable project and is assessing the
project's remaining requirements. As of April 1997, the FAA had
obligated only $1,200,000 of the $17,425,000 that Congress appropriated
in fiscal year 1997 and further obligations were pending clarification
of the program's direction.
Because of uncertainty over FAA's priorities and plans for ADL and
the time it will take to obligate available funds once requirement
decisions are made, the Committee is recommending $4,000,000 for this
program in fiscal year 1998, which will allow FAA to spend down
available, unobligated balances.
Air route traffic control center [ARTCC] improvement/plant
modernization/space expansion.-- FAA is requesting $98,551,700 to
perform needed modernization and expansion at its ARTCC's to accommodate
new equipment that will modernize controller displays and communications
systems. The Committee has provided the full request.
Honolulu CERAP .--For the relocation of the Honolulu Combined Center
radar approach control [CERAP], the Committee has included $12,100,000.
The FAA has made the determination to relocate the CERAP to the Honolulu
air traffic control tower/terminal radar approach control at the
Honolulu International Airport. According to the FAA, the design and
construction of the new facility will be completed in July 1999. After
construction of the new facility, it will take approximately 1 year to
install and test the communications and radar equipment and an
additional 6 months to train the controllers. The CERAP at Honolulu
International Airport is scheduled to be operational on January 1, 2001.
The Committee has supported this relocation effort in the past and
expects the FAA to meet its January 1, 2001, deadline. Any further delay
of this relocation project is unacceptable to the Committee.
Remote communications facilities [RCF's]--expand/create .--RCF's
enable pilots to communicate with air traffic controllers and flight
service stations in areas where normal radio communications are not
possible. The administration requested $1,440,000 to expand or relocate
five existing RCF's. The Committee has added $1,700,000 to establish new
remote communication outlets in five Alaska sites where air/ground
communications are nonexistent and aviation safety is threatened.
Low density radio communications link .--Congress enacted
legislation that has resulted in the sale of aeronautical radio spectrum
used for operation of FAA long-range radars and FAA microwave radio
communications links. As a result of these sales, FAA must relinquish
operation of some of its communication and radar systems effective
January 1, 1999. FAA is the largest single Government user of radio
spectrum, and each frequency assignment supports safety, capacity, and
efficiency. Therefore, the loss of such spectrum required for existing
and future airspace operations could have serious impacts on the
aviation traffic services provided. The fiscal year 1998 request of
$29,840,000 is to continue conversion of FAA communication facilities to
higher frequencies.
The Committee understands that about $10,000,000 of the request is to
install filters on long-range radars and that, of this amount, FAA plans
to obligate about $4,000,000 during fiscal year 1998 to install filters
on newer radars and $6,000,000 on older radars. Before that can occur,
however, the Committee understands that FAA has to do prototype work to
develop the filters that can work on these radars and that work is
expected to take through July 1998. A contract for filter installation
will likely not be awarded until about February 1999. Therefore, the
Committee has reduced the request by $6,000,000 for filter installation
that can be deferred until fiscal year 1999.
Volcano monitor .--The Committee has included an additional
$2,000,000 for the Alaska Volcano Observatory for equipment and data
transmission facilities on suspect volcanoes across the Alaska peninsula
and the Aleutian Islands. The Committee urges the FAA to incorporate
this item in its future budget requests.
Terminal programs
Terminal doppler weather radar [TDWR] .--The administration is
requesting $4,800,000 to complete implementation activities for three
TDWR systems that are currently in storage. Of the request, about
$3,800,000 is for land acquisition, facility construction, equipment
installation and checkout, and other site activities associated with the
San Juan, Chicago-Midway, and New York systems. The Committee
understands that FAA is considering shifting the planned system from
Chicago-Midway to Colorado Springs (in which case, the existing system
at Chicago O'Hare will provide coverage for Chicago-Midway) and that FAA
does not expect to have a final environmental impact statement for the
proposed New York site until December 1997 so that the system is not
expected to be operational until late 1999. Because of the uncertainties
and delays with respect to the Chicago-Midway and New York
installations, the Committee is recommending a $2,500,000 reduction in
the request. If FAA is able to move forward more quickly, it should have
unobligated funds available to proceed.
Terminal automation program .--The administration is requesting
$40,000,000 for this subactivity. This includes $37,500,000 to procure
five STARS systems and six support systems (STARS central support
complex [SCSC] and five operational support facilities [OSF]),
$1,000,000 to replace old television microwave link equipment with video
compression to maintain the integrity of the digital bright radar
indicator tower equipment [DBRITE] signal at affected satellite towers,
and $1,500,000 for terminal software development implementation.
The Committee is very concerned about this important program and
whether the FAA can meet the aggressive schedule it has set. The
Committee is including the full request in order to provide the FAA the
opportunity to demonstrate successful management of this program using
the new acquisition authority the Congress provided last year.
In April 1997, the Department sought approval to reprogram
$10,000,000 in small reductions from a broad range of F&E programs to
the terminal automation program in order to have initial production
items, including the first site (Boston) and support systems (training
and logistics), in place when the STARS software becomes available.
Reprogramming was necessary because, as a result of FAA's new
acquisition process, the contract was awarded and the software was
expected to be available sooner than originally projected. Both the
Senate and House Appropriations Subcommittees on Transportation agreed
on the reprogramming of the $10,000,000, but, as a result of a
disagreement between the subcommittees on another element of the
proposed reprogramming, the FAA did not proceed with the reprogramming
for the terminal automation program. The Committee regrets FAA's failure
to reprogram the $10,000,000 when both subcommittees agreed to that
reprogramming. If a reprogramming is still necessary, the Committee
urges the FAA to reprogram up to $10,000,000 as needed from F&E funds
provided for fiscal year 1998 or prior years to the terminal automation
system in order to meet the needs of the STARS program.
The Committee stands ready to assist the FAA to resolve problems with
this program as they are identified and as solutions are proposed. The
Committee is not sympathetic with an approach that would fund two
simultaneous, alternative approaches in the event one is not successful.
Terminal air traffic control facilities--replace .--The Committee
has included an additional $8,000,000 above the administration's request
of $62,000,000. The Committee intends $5,000,000 of this increase to be
added to $700,000 in the request for a new control tower at North Las
Vegas, NV, in order to accelerate this project and $3,000,000 to be used
for a new control tower at Martin State Airport in Maryland. Martin is a
reliever airport for Baltimore-Washington International Airport with
growing traffic, and its present tower is almost 50 years old.
Airport traffic control tower [ATCT]/TRACON facilities--improve
.--The administration is requesting $18,631,115 to upgrade and improve
various terminal facilities and equipment on a continuing basis to
provide an acceptable level of safe service and to meet current and
future operational requirements. As of March 31, 1997, ATCT/TRACON
facilities improvement had $36,100,000 in unobligated balances. The
Committee understands that FAA plans to obligate only $23,200,000 of
that amount through the end of fiscal year 1998 and to obligate only
$4,800,000 of the requested $18,631,115 in fiscal year 1998. Therefore,
the Committee is recommending no new funding for this program in fiscal
year 1998. FAA should have ample funds from previous years.
Within the amounts available for obligation, the Committee urges the
FAA to seriously consider installation of an upgraded 360-degree air
traffic control simulator at Chicago's O'Hare Airport. The existing
135-degree simulator is ill-equipped to handle the training needed for
the new traffic control tower and, as a result, air traffic controllers
are training on the job, increasing the chance for distractions to
operating controllers and delays to the flying public.
Terminal voice switch replacement/enhancement .--The Committee has
reduced the requested funding for this program by $8,300,000. The
administration's request of $9,940,000 includes $8,300,000 to procure 16
enhanced terminal voice switches [ETVS]. The Committee is recommending a
reduction of $8,300,000 because it understands that it will be at least
July 1997 before FAA completes acceptance testing of the ETVS and FAA
already has funding for the first 100 such switches. If the manufacturer
continues to meet its scheduled milestones, FAA can use prior-year
unobligated funds to continue this effort.
The Committee urges the FAA to replace the outdated communications
system at Charlotte-Douglas Airport in North Carolina with the rapid
deployment voice switch [RDVS], rather than the untested ETVS, as
quickly as possible.
New Austin Airport at Bergstrom .--The city of Austin, TX, is
constructing a new air carrier airport at the former Bergstrom Air Force
Base, which was closed on September 30, 1993. The administration is
requesting $3,700,000 in fiscal year 1998 to complete the establishment
of communications facilities, approach/landing aids, the weather sensor
processor, and to relocate radar and navigation equipment. The Committee
is recommending no new funding for this program in fiscal year 1998
because it understands that FAA's spending plan for funds that have
already been appropriated leave approximately $14,400,000 at the end of
fiscal year 1998, much more than the requested new funding.
Potomac TRACON .--The Committee has provided $2,600,000 for the
Potomac TRACON. The Committee believes that the administration's request
is sufficient to meet proposed program initiatives for the Potomac
TRACON.
Tower automation program .--In today's airport traffic control
towers [ATCT], there is a proliferation of locally procured information
display systems [IDS]. These systems provide airport weather and
environmental information to controllers. These systems also exchange
airport information with airport management, air carriers, and the
National Weather Service. The existing IDS must be maintained and
brought under configuration control in such a way that they can be
sustained as a national program. The administration is requesting
$2,000,000 in fiscal year 1998 to initiate actions to bring the existing
IDS systems under configuration control as a national program and
establish a maintenance program for the existing IDS systems.
The Committee is concerned that FAA has yet to identify the program
office to be responsible for implementing the IDS program or to develop
a schedule baseline for the program. Moreover, the Committee understands
that, after investing $142,800,000 in the tower automation program over
the past 15 years, the FAA decided in February 1997 to end the program
because the agency viewed the program as a low priority. As a result,
FAA has little to show for this multimillion-dollar effort.
The Committee does not intend to provide additional funds for this
program until the FAA develops a sound plan. If the FAA is ready to
proceed in fiscal year 1998, it is the Committee's understanding that it
should have sufficient unobligated funds from previous years to
undertake the planned activities.
NAS infrastructure management systems [NIMS] .--The administration
is requesting $26,750,000 to provide the next generation of tools,
services, and operational philosophies that govern the management,
operation, and maintenance of the NAS infrastructure. The Committee
recommends a reduction of $1,400,000 from the request based on its
understanding that FAA has revised its estimated needs in fiscal year
1998 for wireless communications downward by that amount.
The Committee is concerned that, even after revising its estimated
needs, the FAA is assuming what appear to be very high unit costs for
wireless communication devices--specifically, $400 per pager, $917 per
cell phone, and $4,650 per satellite phone. The Committee directs the
Administrator to provide a justification to the Committee by August 30,
1997, for the unit costs it is assuming for these devices.
Airport surveillance radar [ASR 9] .--The Committee is including
$23,700,000, as requested by the administration. Within the funds
available, the Committee urges the FAA to give serious consideration to
installation of an additional ASR 9 radar at Salt Lake City
International Airport. The current system is inhibited by the
surrounding 10,000- to 12,000-foot mountains. As a result, aircraft
approaching from the south are not seen until they are essentially on
the boundary that separates approach control airspace and Salt Lake City
Center airspace. This creates problems with approach controllers'
ability to gauge how much traffic is coming from the south to blend it
with the traffic arriving from the north.
Terminal communications improvements .--The administration is
requesting $2,189,002 for this program in fiscal year 1998. The
Committee recommends no new funding in view of the large amount of
unobligated funds remaining from prior years.
Flight service programs
Automated surface observing system [ASOS] .--The Committee has
provided $24,850,000 for ASOS, $10,000,000 more than the
administration's request.
The Committee intends that the requested $14,850,000 will be used to
continue commissioning systems procured through fiscal year 1996 and for
related program management costs and the additional $10,000,000 will be
used to procure 50 new ASOS units.
Last year, the Committee discovered that FAA did not adequately fund
the program for several years. Funding was not provided for connectivity
lines, controller equipment, or operation and maintenance funds. That
oversight has left the FAA short of assets to fund ASOS systems for
nontowered airports. The FAA, the National Transportation Safety Board
[NTSB], and user aviation associations have identified over 200 sites
which should be equipped with ASOS.
While the FAA works through previously identified problems, the ASOS
manufacturing line must remain in operation. If the assembly line shuts
down, it will be difficult to restructure the manufacturing team in the
future. The facts relevant to ASOS demonstrate that there is a
requirement for more than 200 units.
The Committee urges the FAA to install one of these new ASOS units at
Mitchell Airport in South Dakota to replace an aged AWOS at that
airport, which has exceeded it design life.
Landing and navigational aids program
Airport lighting .--The Committee is concerned about factors, such
as mountainous terrain, poorly equipped runways, bad weather, and
extensive darkness, that create a challenging aviation environment in
some parts of the country. It is the Committee's understanding that
there are technologies in airport lighting, such as lasers, fiber
optics, and energy-efficient lamps, that could minimize the impact of
difficult terrain, make lighting more affordable, and could provide
improved operational safety. The Committee urges the FAA to review
lighting capabilities at airports affected by such factors and to report
to the Committee by February 1, 1998, on recommendations for lighting
improvements which could enhance the safety of airport operations.
Instrument landing system [ILS] establish/upgrade .--The
administration is requesting $3,000,000 to install previously procured
systems and associated equipment. In recent years, the Congress has
repeatedly provided the FAA added resources to purchase additional ILS
equipment to meet substantial ongoing system requirements. This enhances
safety, capacity, and efficiency benefits at airports. At the present
time, the FAA has only 45 remaining contract options available to
acquire ILS equipment meeting all its precision approach requirements
and specifications. The Committee is increasing funding for this program
by $20,000,000 for FAA to use to exercise remaining options. FAA is
directed to make the new equipment available on an expedited basis under
streamlined acquisition procedures.
The Committee urges the FAA to install an ILS at Bessemer Airport,
AL, and at Manistee Blacker Airport, MI. Bessemer is a reliever airport
for Birmingham International Airport. The Committee understands that
installation of an ILS at Bessemer Airport will promote economic
development of the community. Mannistee Blacker Airport is the only
airport in Michigan with scheduled air service under the Essential Air
Service Program that does not have an ILS. Without an ILS, the
unreliability of air service at Manistee Blacker seriously reduces
potential passenger traffic.
Navigational and landing aids--improve .--The Committee recommends
$3,357,538 for this subactivity, an increase of $955,000 over the
administration request. The Committee directs the FAA to use $875,000 of
the increased funding to improve the Rutland, VT, State airport
instrument approach by reducing the ceiling and visibility minima,
thereby providing increased reliability and safety for aircraft
attempting to land at the airport. The Committee directs that FAA
provide $875,000 for engineering, equipment, installation, site
acquisition, and development of procedures.
The Committee further directs that FAA provide $80,000 to install a
standard omnidirectional approach lighting system [ODALS] under the
approach to runway 9 at Cordova Airport in Alaska to replace the
existing nonstandard guidance light facility, which is no longer
sustainable and presents a safety hazard to technicians.
Tactical landing systems .--The Committee has included $10,000,000
to procure 10 new tactical landing systems [TLS]. Using existing
aircraft avionics, the system is designed to provide both guidance
commands and safety alerts to pilots. All instrument flight rule [IFR]
equipped aircraft in the United States are able to use the TLS without
any new modifications or pilot training. These systems have the
potential to significantly improve aviation safety. The Committee
intends that the systems be installed and tested at regional airports
that exhibit requirements for improved airport economic development and
safety of operation including, but not limited to, the Pullman-Moscow
Regional Airport in Washington State; the Friedman Memorial Airport in
Idaho; and at rural airports in Brigham City, Logan, Wendover, and
Tooele, UT.
Precision approach path indicators [PAPI] .--The Committee has
included $5,000,000 for the PAPI navigational aid systems. The Committee
has included funding with the understanding that FAA intends to replace
existing visual approach slope indicators with PAPI, and funds are
needed to prevent existing production lines from being closed. These
systems can be of particular value at remote airports in Alaska where
there is not sufficient lighting from surroundings and snow cover often
masks terrain features making it difficult for the pilot to establish
the proper glide angle for landing. Therefore, the Committee directs the
FAA to install 10 of the PAPI systems at remote Alaskan airport
locations.
Juneau, AK .--The Committee has included $3,500,000 to buy the two
wind profilers currently being leased at the airport along with new
computers and navigational aids and to install anemometers, which
measure wind speed and direction, and for the costs to calibrate the new
equipment. These improvements will enable the airport to have fewer
interruptions due to bad weather.
Other ATC facilities programs
Electrical power systems--sustain/support .--The Committee is
including an additional $4,000,000 in this program to accelerate
replacement of existing, nonsupportable engine generators and to replace
FAA's electrical distribution system at Cold Bay, AK, with an
underground electrical distribution system. The Committee is concerned
about continuing power outages at FAA facilities that cause delays and
jeopardize the safety of the traveling public and expects the FAA to use
$2,000,000 of the additional funds provided to move ahead more quickly
to install modern, more reliable backup generators in its facilities.
The other $2,000,000 is for FAA to upgrade and bury its cable system in
Cold Bay. The current old and outdated system has caused 24 out of 30
power outages in the community over a 10-year period. When FAA power
goes down, especially during bad weather and nondaylight hours air
service, air service can be dramatically affected.
Aircraft fleet modernization .--The Committee recommends $18,951,000
for this subactivity, an increase of $16,250,000 over the
administration's request. The Committee directs the FAA to use the
increased funding to exercise the option presently in place for the
acquisition of one new modified Learjet 60 flight inspection and airways
calibration aircraft under the contract presently in force between the
FAA and E-Systems. The contract was awarded to E-Systems in January 1993
and has a total projected value, including support and exercise of all
options, of $400,000,000. The initial contract in 1993 was for
$65,000,000 and included the purchase of two Learjet 60's. These
aircraft have been in operation for 1\1/2\ years, and the Committee
understands that FAA is pleased with their performance. Exercise of the
option for one additional aircraft will continue the fleet modernization
program.
MAJOR EQUIPMENT ACTIVITY
TERMINAL DOPPLER WEATHER RADAR
City Acceptance Commissioning dates
Memphis July 1993 December 1994.
Houston Intercontinental March 1993 July 1994.
Atlanta April 1993 December 1995.
Washington National February 1994 January 1996.
Denver December 1993 August 1995.
Chicago O'Hare March 1994 July 1996.
St. Louis May 1994 February 1995.
Orlando June 1994 April 1996.
New Orleans July 1994 March 1996.
Tampa December 1994 April 1996.
Miami November 1995 June 1996.
Pittsburgh December 1994 May 1997.
Andrews AFB ...do August 1996
Newark ...do July 1997.
Boston April 1995 January 1996.
Kansas City December 1994 July 1995.
Detroit March 1996 September 1996.
Houston Hobby August 1995 July 1996.
Dallas/Love May 1995 January 1996.
Dallas/Fort Worth June 1995 June 1996.
Dayton May 1995 July 1997.
Wichita June 1995 September 1995.
Indianapolis July 1995 October 1996.
Cincinnati July 1996 April 1997.
Philadelphia ...do May 1997.
Phoenix March 1997 April 1997.
Milwaukee ...do May 1997.
Chicago Midway To be determined To be determined.
Cleveland July 1996 October 1996.
Columbus December 1996 April 1997.
San Juan To be determined To be determined.
West Palm Beach February 1996 March 1997.
Nashville April 1997 June 1997.
Louisville June 1997 July 1997.
Washington Dulles November 1996 April 1997.
Charlotte September 1995 December 1995.
Salt Lake City March 1997 June 1997.
Fort Lauderdale To be determined To be determined.
Baltimore November 1996 May 1997.
Raleigh/Durham April 1997 June 1997.
Minneapolis March 1997 April 1997.
Oklahoma City ...do Do.
Tulsa May 1997 June 1997.
New York City (JFK and LGA) To be determined To be determined.
Las Vegas To be determined To be determined.
AIRPORT SURFACE DETECTION EQUIPMENT [ASDE 3]
Site location Delivery date Commissioning date
FAA Academy\1\ NA NA
FAA Technical Center\2\ NA NA
Pittsburgh, PA December 1989 June 1996.
San Francisco November 1991 October 1995.
Dallas/Fort Worth\3\ February 1992 March 1995.
Philadelphia ...do March 1996.
Los Angeles\3\ August 1992 April 1995.
Detroit ...do December 1994.
Cleveland ...do Do.
Boston ...do March 1995.
Portland ...do December 1994.
Atlanta September 1992. January 1995.
Seattle ...do December 1993.
Los Angeles\3\ February 1993 February 1995.
Denver (DIA)\3\ March 1993 May 1995.
St. Louis December 1993 February 1995.
Denver (DIA)\3\ ...do October 1995.
New York-Kennedy January 1994 February 1995.
Minneapolis July 1994 March 1995.
Anchorage August 1994 October 1995.
New Orleans October 1994 September 1995.
Baltimore November 1994 June 1995.
Kansas City December 1994 May 1995.
Miami February 1995 November 1996.
Houston\3\ ...do August 1995.
Memphis June 1995 November 1997.
Chicago June 1995 April 1996.
Houston\3\ August 1996 April 1997.
Charlotte May 1999 November 1999.
Louisville\4\ January 1999 Do.
Washington National February 1996 August 1997.
Cincinnati October 1995 September 1996.
Dulles April 1997 April 1998.
San Diego November 1995 November 1996.
Dallas-Fort Worth\3\\4\ November 1996 November 1997.
Andrews AFB June 1999 November 1999.
Salt Lake City\4\ February 1998 February 1999.
Las Vegas\4\ June 1998 June 1999.
New York-LaGuardia September 1998 September 1999.
Newark October 1997 October 1998.
\1\FAA training/field support/depot support facility.
\2\To be relocated to Aeronautical Center, Oklahoma City.
\3\Dual sensor facilities.
\4\Assets redirected from Tampa, Raleigh-Durham, Orlando, Orange County.
INSTRUMENT LANDING SYSTEMS--WILCOX CAT II/III--REPLACE
Location
Runway
Newburg/Stewart AFB, NY
9
Houston, TX
27
Oklahoma City, OK
35R
Do
17
Greensboro, NC
23
Raleigh-Durham, NC
23R
Orlando, FL
17
Tallahassee, FL
27
Salt Lake City, UT
16L
Everett, WA
16R
JFK, NY
22R
Note.--Changing conditions at airport locations may dictate
that installation priorities be modified.
RUNWAY VISUAL RANGE
Yakutat, AK Buffalo, NY LaGuardia, NY Norfolk, VA Champaign, IL
Columbus, OH Bedford, MA Groton, CT Salem, OR Seattle-Boeing, WA
Everett, WA Savannah, GA Greensboro, NC Lexington, KY Alexandria, LA
Amarillo, TX Redding, CA Salinas, CA Santa Rosa, CA
Note.--Changing conditions at airport locations may dictate
that installation priorities be modified.
TERMINAL AIR TRAFFIC CONTROL FACILITIES
Funding for terminal air traffic control facilities started in previous
years:
Merrill, AK
Fort Smith, AR
Covington, KY
Louisville, KY
Worcester, MA
St. Louis (ATCT), MO
St. Paul, MN
Roswell, NM
Syracuse, NY
Portland, OR
Beaumont, TX
Houston (Hobby), TX
Houston (IAH), TX
Salt Lake City (ATCT), UT
Salt Lake City (TRACON), UT
Phase III for terminal air traffic control facilities started in fiscal
year 1996 and before:
Birmingham, AL
Newark, NJ
St. Louis, MO
Phase II funding for terminal air traffic control facilities started in
fiscal year 1997 and before:
Abilene, TX
E. St. Louis, IL
Seattle, WA
Richmond, VA
Savannah, GA
Boston, MA
Phase I funding for terminal air traffic control facilities to be
started in fiscal year 1998:
Las Vegas, NV
Medford, OR
Swanton, OH
NONAIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT
Explosive detection equipment .--The Committee continues to place an
extremely high priority on efforts to combat the threat of terrorism.
Although funds have not been directed in this appropriation specifically
for acquisition of additional explosives detection systems, the
Committee is mindful of the possibility that the FAA may determine that
additional systems should be purchased during the coming year. Should
that be the case, the Committee expects that the FAA will request the
requisite funds in fiscal year 1998 and will request the Committee's
approval for a reprogramming of funds to meet that need.
The deployment of explosives detection equipment would be of
particular utility at airports where there is a security need for 100
percent of checked baggage from tour groups or from cruise ships due to
the fact that the baggage has been separated from its owner subsequent
to its being packed. The Committee is concerned by operational problems
currently being experienced at these airports due to the FAA's requiring
that all tour groups baggage be hand-searched.
Support equipment
Hazardous materials management .--The FAA must comply with all
Federal, State, interstate, and local pollution control statutes in the
same manner and to the same degree as any other person or entity. In
1998, the FAA began implementing a program in compliance with Federal
regulations to identify and clean up environmental contamination at FAA
facilities. The administration is requesting $20,000,000 for
continuation of the program.
The Committee understands that FAA officials were not able to respond
to a request from the General Accounting Office for information on the
status of activity at the 116 sites or for a spending plan to show past,
current, and future projects and how $17,500,000 in unobligated funds
from fiscal years 1996 and 1997 and the requested $20,000,000 in fiscal
year 1998 are to be spent. In view of the large unobligated balances,
the Committee is recommending a reduction of $13,000,000 from the
request level for this program in fiscal year 1998. The Committee urges
the Administrator to review this program and be sure that it is under
good management and that funds previously appropriated are being used to
clean up contaminated sites.
Training, equipment and facilities
Firefighting training [RMESTC] .--The Committee is recommending an
additional $750,000 for additional training equipment for the Rocky
Mountain Services Training Center [RMESTC]. RMESTC was created with FAA
funds of $7,000,000 to provide specialized training and certification in
fighting and preventing aircraft fires at class A, B, and C airports
across the country. Those classes of airports account for 68 percent of
all certified airports in the United States. The funding provided in
fiscal year 1998 will expand the training capabilities to provide
training for all emergency personnel. The local community will provide
37.5 percent of the expansion.
Converging runway display aid. --The Committee is disturbed by the
continuing delays in the implementation of a fully operational
converging runway display aid [CRDA] at the New York TRACON. The
Committee recognizes that the system has now been installed but the FAA
is seeking to resolve automation interface problems. The Committee
requests the Administrator to make every possible effort to bring the
newly installed CRDA into full operation as soon as possible.
ADVANCE APPROPRIATIONS
The Committee has not included the advance appropriations for fiscal
years 1999 through 2005 requested by the administration. There has been
substantial uncertainty and change with respect to projects financed
through the ``Facilities and equipment'' account, and the Committee
believes that continuing, annual congressional review of the status and
funding needs of these projects is critical.
RESEARCH, ENGINEERING, AND DEVELOPMENT
(Airport and Airway Trust Fund)
Appropriations, 1997 $208,412,000
Budget estimate, 1998 200,000,000
Committee recommendation 214,250,000
This appropriation finances research, engineering, and development
programs to improve the national air traffic control system by
increasing its safety, security, productivity, and capacity. The
programs are designed to meet the expected air traffic demands of the
future and to promote flight safety. The major objectives are to keep
the current system operating safely and efficiently; to protect the
environment; and to modernize the system through improvements in
facilities, equipment, techniques, and procedures in order to insure
that the system will safely and efficiently handle the volume of
aircraft traffic expected to materialize in the future.
The bill includes $214,250,000 for research, engineering, and
development. This level is $14,250,000 above the budget request. The
Committee suggests the following allocation:
Fiscal year 1997 appropriation Fiscal year 1998 budget
estimate Committee recommendation
System development and infrastructure: $1,860,000
$1,164,000 $1,164,000
-------------------------------- ----------------------------------
--------------------------
Subtotal 13,660,000 75,550,000
75,550,000
================================
================================== ==========================
Capacity and air traffic management technology: 4,000,000
2,986,000 2,986,000
-------------------------------- ----------------------------------
--------------------------
Subtotal 34,889,000 9,108,000
9,108,000
================================
================================== ==========================
Communications, navigation, and surveillance: 6,000,000
4,706,000 4,706,000
-------------------------------- ----------------------------------
--------------------------
Subtotal 19,000,000 15,132,000
15,132,000
================================
================================== ==========================
Weather 13,000,000 3,982,000
8,982,000
Airport technology 5,200,000 5,458,000
5,458,000
Aircraft safety technology: 6,993,000 2,049,000
2,049,000
-------------------------------- ----------------------------------
--------------------------
Subtotal 36,504,000 26,625,000
34,625,000
================================
================================== ==========================
System security technology: 41,397,000 36,200,000
37,450,000
-------------------------------- ----------------------------------
--------------------------
Subtotal 57,055,000 49,895,000
51,145,000
================================
================================== ==========================
Human factors and aviation medicine: 10,898,000
7,272,000 7,272,000
-------------------------------- ----------------------------------
--------------------------
Subtotal 23,504,000 10,737,000
10,737,000
================================
================================== ==========================
Environment and energy 3,600,000 2,891,000
2,891,000
Innovative/cooperative research 2,000,000 622,000
622,000
================================
================================== ==========================
Total 208,412,000 200,000,000
214,250,000
The objectives of and Committee recommendations for the 10 major
activities in FAA's Research, Engineering, and Development Program are
discussed below.
SYSTEM DEVELOPMENT AND INFRASTRUCTURE
Objectives: To provide (1) a systems engineering approach and
benefit/cost analyses to the development of a comprehensive research,
engineering, and development program and (2) visibility, accountability,
coordination, and control of the research, engineering, and development
activities.
Advisory committee .--The Aviation Safety Research Act of 1988
directed FAA to establish an advisory committee to provide a strategic
look at those research and development efforts that would encourage FAA
to take advantage of current technology and interface with activities
being performed with other Government agencies and research
laboratories. The Committee believes that this is a good use of Federal
funds and has fully funded the $1,164,000 requested for system planning
and resource management, which includes support for the FAA RE&D
advisory committee and the Radio Technical Commission for Aeronautics
[RTCA].
FAA Technical Center--Laboratory .--The administration's request was
$3,341,000 for work at the FAA Technical Center. The Committee fully
funds the administration's request.
Center for Advanced Aviation Systems Development [CAASD] .--The
Committee fully funds CAASD, which is for the Mitre support contract.
Personnel and related expenses .--The Committee has provided
$65,601,000, as requested by the administration. The Committee believes
that including personnel and related expenses as a separate line item in
R,E&D, rather than spreading them across all the individual program
budget line items, ensures greater accountability for these costs and
provides greater flexibility for FAA to reallocate R,E&D in-house
staffing resources to high priority research programs in a timely
fashion. This treatment also parallels the treatment of these costs in
the facilities and equipment account.
CAPACITY AND AIR TRAFFIC MANAGEMENT TECHNOLOGY
Objectives: To ensure that air traffic management operations safety
is maintained and then improved, to increase system capacity and
utilization of existing airspace and airport resources, and to
accommodate greater user flexibility and efficiency.
COMMUNICATIONS, NAVIGATION, AND SURVEILLANCE
Objectives: To develop and exploit high-quality communications,
navigation, and surveillance services and make them available anywhere
on the surface of the Earth, using satellite and data-link technologies
when they are cost effective.
WEATHER
Objectives: To improve the timeliness and accuracy of weather
forecasting in order to enhance flight safety, increase system capacity,
improve flight efficiency, reduce air traffic control [ATC] and pilot
workload, improve flight planning, and increase productivity.
The Committee recommends $8,982,000 for the weather program, a
$5,000,000 increase over the administration's request. This increase
reflects the Committee's concern about the impact of weather on aviation
safety and the need to continue an aggressive program of research and
development. The funds the Committee has added to this program are
intended to continue FAA's sensor for optically characterized ring-eddy
atmospheric turbulence emanating sound [Project SOCRATES]. Project
SOCRATES is the only ongoing project in the FAA to develop a new sensor
technology aimed at improving air passenger safety by early detection of
atmospheric hazards, including wind shear, wake vortex, and clear air
turbulence.
AIRPORT TECHNOLOGY
Objectives: To provide new and improved standards, criteria, and
guidelines to plan, design, construct, operate, and maintain the
Nation's airports, heliports, and vertiports.
AIRCRAFT SAFETY TECHNOLOGY
Objectives: To develop technologies, standards, and maintenance
regulations that maintain or improve aircraft safety in an evolving,
changing, and demanding aviation environment.
Aging aircraft .--The Committee has provided $20,966,000 for FAA's
research in the aging aircraft area, $8,000,000 more than the
administration's request. This research supports airborne data
monitoring systems, corrosion fatigue research, the Center for Aviation
Systems Reliability [CASR], and the Aging Aircraft Nondestructive
Inspection Validation Center [AANC], which conduct research in these
areas. The Committee is concerned that the administration's request for
this line item would hold aging aircraft research at a no-growth
posture, which would severely strain the aging aircraft program. The
administration request does not follow through on the recent Gore
Commission report recommending that the aging aircraft program be
increased to cover nonstructural systems. The Committee recommendation
includes the $3,000,000 in the administration's request for direct
support of the AANC's work. Of the request level, the Committee expects
$1,000,000 to be available for aging aircraft-related activities at
CASR. The additional funding above the request includes $6,000,000 to
support the Airworthiness Assurance Center of Excellence, which the FAA
is forming to integrate inspection, crashworthiness, and advanced
materials research efforts of university programs with the validation
efforts of the AANC. This center will work with industry in a
comprehensive effort to improve the safety of aging aircraft. Of the
total funds provided, the Committee directs that $4,400,000 be used to
further the engine titanium inspection component of this line item.
SYSTEM SECURITY TECHNOLOGY
Objectives: To enhance the security of passengers and crews in all
aspects of aircraft, airports, and related ATC facilities by developing
systems that prevent or deter terrorist activities.
Explosives and weapons detection .--The Committee has provided
$37,450,000 for the explosives and weapons detection line item. This
activity is used to conduct research in trace and bulk detection of
explosives and cargo screening. This is $1,250,000 more than the
administration's request, and the Committee notes that it is in addition
to $197,600,000 for airport security improvements, including research
and development and placement of existing systems in airports, included
in the Omnibus Consolidated Appropriations Act for Fiscal Year 1997.
To date, the FAA has certified only one explosives detection system
[EDS] for use in airports.
The Committee believes that FAA's R,E&D efforts to identify and
develop alternative technologies are very important. The Committee
believes that a new technology using a neutron probe, which determines
the number and ratio of atoms of hydrogen, carbon, nitrogen, and oxygen
in small volumes throughout a suitcase and uses that information to
identify contraband substances such as explosives and drugs, has
potential worth further exploration. Therefore, the Committee has
included an additional $1,250,000 in this line item to continue
development of this technology.
HUMAN FACTORS AND AVIATION MEDICINE
Objectives: To establish ways to improve the effectiveness of human
performance in the operation of the aviation system and to seek better
methods for preventing human error, accidents, and incidents.
ENVIRONMENT AND ENERGY
Objectives: To protect the environment, conserve energy, and keep the
U.S. air transportation industry strong and competitive.
INNOVATIVE/COOPERATIVE RESEARCH
Objectives: To maximize the total effectiveness of research,
engineering, and development by incorporating the efforts of other
Government agencies, the industry, and universities.
GRANTS-IN-AID FOR AIRPORTS
(Liquidation of Contract Authorization)
(Airport and Airway Trust Fund)
Appropriations, 1997 $1,500,000,000
Budget estimate, 1998 1,500,000,000
Committee recommendation 1,600,000,000
The Airport and Airway Improvement Act of 1982, as amended,
authorizes a program of grants to fund airport planning and development
and noise compatibility planning and projects for public use airports in
all States and territories.
The Committee recommends $1,600,000,000 in liquidating cash for
grants-in-aid for airports. This is consistent with the Committee's
obligation limitation on airport grants for fiscal year 1998 and for the
payment of previous years' obligations.
GRANTS-IN-AID FOR AIRPORTS
(Airport and Airway Trust Fund)
(Limitation on Obligations)
Limitation, 1997 $1,460,000,000
Budget estimate, 1998 1,000,000,000
Committee recommendation 1,700,000,000
The bill also includes a limitation on obligations for airport
development and planning grants which are financed under contract
authority. The limitation recommended for fiscal year 1998 is
$1,700,000,000. This is $700,000,000--70 percent--above the budget
request.
The recommended amount is intended to be sufficient to continue the
important tasks of enhancing airport safety, ensuring that airport
standards can be met, maintaining existing airport capacity, and
developing additional capacity.
The Committee is concerned that the administration's request for the
AIP program reflects an under appreciation of the importance of airports
to the national aviation system or an under appreciation of the
importance of Federal grant funding to the maintenance and improvement
of those airports. The level that the Committee has proposed will mean
more money for airports in all the States. The table below shows
estimates of the entitlement and State allocation grant funds that each
State would receive under the administration proposal and the
recommendation of the Committee. This does not include discretionary
funds, which would also be greater under the Committee recommendation.
AIRPORT IMPROVEMENT PROGRAM FORMULA DISTRIBUTIONS
[Estimated fiscal year 1998 entitlement and State allocations]
State Total formula funds at Formula funds $1.7 $1 billion
$1.7 billion $1.0 billion
Alabama $11,004,479 $6,682,682 $4,321,796
Alaska 44,350,159 24,998,463 19,351,697
Arizona 19,095,831 11,929,955 7,165,876
Arkansas 8,029,555 4,794,814 3,234,741
California 83,851,933 54,213,702 29,638,231
Colorado 19,235,928 12,231,967 7,003,961
Connecticut 5,417,951 3,304,385 2,113,566
Delaware 517,703 224,865 292,838
District of Columbia 381,786 165,829 215,957
Florida 41,243,479 27,217,140 14,026,340
Georgia 28,167,195 18,806,335 9,360,860
Hawaii 18,488,484 13,357,783 5,130,701
Idaho 8,997,222 5,371,466 3,625,755
Illinois 26,022,923 16,297,124 9,725,799
Indiana 10,790,020 6,444,012 4,346,008
Iowa 10,188,732 6,268,337 3,920,395
Kansas 8,377,939 4,651,680 3,726,259
Kentucky 11,686,785 7,407,296 4,279,489
Louisiana 11,790,052 7,273,937 4,516,115
Maine 5,971,057 3,731,383 2,239,674
Maryland 6,916,271 4,041,803 2,874,468
Massachusetts 11,673,389 7,358,121 4,315,268
Michigan 24,610,408 15,151,917 9,458,491
Minnesota 13,885,156 8,301,942 5,583,215
Mississippi 8,224,316 4,960,326 3,263,990
Missouri 14,398,722 8,759,167 5,639,554
Montana 12,183,371 6,942,332 5,241,039
Nebraska 9,190,478 5,485,990 3,704,488
Nevada 12,279,032 7,408,488 4,870,544
New Hampshire 3,125,629 1,977,388 1,148,241
New Jersey 11,074,394 6,604,424 4,469,969
New Mexico 9,732,441 5,325,934 4,406,506
New York 37,153,530 23,327,631 13,825,899
North Carolina 25,025,635 16,539,422 8,486,212
North Dakota 6,346,247 3,650,213 2,696,034
Ohio 17,935,169 10,605,152 7,330,017
Oklahoma 10,147,566 5,990,962 4,156,604
Oregon 12,424,797 7,378,618 5,046,179
Pennsylvania 28,715,422 18,352,654 10,362,768
Rhode Island 3,765,662 2,574,237 1,191,425
South Carolina 11,419,406 7,366,023 4,053,383
South Dakota 6,749,110 3,853,858 2,895,252
Tennessee 12,297,112 7,609,298 4,687,814
Texas 75,232,235 48,875,751 26,356,484
Utah 8,675,888 4,981,011 3,694,877
Vermont 2,245,261 1,426,717 818,543
Virginia 18,292,784 11,786,080 6,506,704
Washington 15,956,001 9,945,725 6,010,275
West Virginia 5,675,992 3,537,287 2,138,706
Wisconsin 13,976,575 8,535,261 5,441,315
Wyoming 8,266,749 4,760,942 3,505,807
-------------- -------------- -------------
Total 831,203,960 518,787,831 312,416,129
Note.--States allocation includes: General aviation, reliever, and nonprimary commercial service
airports and is based on 1997 distribution.
Entitlement funds are those distributed to commercial service airports based on enplanements.
Estimates are based on 1996 enplanements.
The Committee notes that a sizable alternative source of funding is
now available to airports in the form of passenger facility charges
[PFC's]. The first PFC charge began for airlines tickets issued on June
1, 1992. DOT data shows that as of January 1, 1997, 262 airports have
been approved for collection of PFC's in the amount of $14,000,000,000.
During calendar year 1996, airports collected $1,050,000,000 in PFC
charges and $1,080,000,000 is estimated to be collected in calendar year
1997. Of the airports collecting PFC's, over 20 percent collected about
85 percent of the total, and all of these are either large or medium hub
airports. DOT estimates that airports will collect more than
$900,000,000 in calendar year 1998, depending on the number of
applications received and approved.
While large hubs collected most of the PFC funds during the last 2
years, small airports also benefited from these collections because of
the redistribution mechanism in the PFC legislation. According to the
provision, an airport collecting PFC's must have its apportionment under
the AIP grant program reduced by 50 percent of the forecast PFC revenue,
but the reduction cannot be more than one-half of the airport's earned
apportionment for that fiscal year. FAA then redistributes these
returned trust funds primarily to small airports. For example, in fiscal
1997 $123,000,000 that would have been distributed as grants based on
passenger enplanements to PFC-charging airports is being redistributed
to small airports. In redistributing these funds, FAA provides
three-quarters of the total to the small airport fund, another 12.5
percent is available to small hubs, and the remaining 12.5 percent goes
to FAA's discretionary account that can be provided to small, medium, or
large airports.
AIP FUNDING FOR FISCAL YEAR 1998
Budget estimate Committee recommendation
Appropriation limitation $1,000,000,000 $1,700,000,000
Entitlements: 392,445,465 531,483,478
----------------- --------------------------
Subtotal entitlements 620,047,886 961,022,664
================= ==========================
Returned entitlements: Small airport fund 70,129,936 94,976,005
Discretionary set-asides: 20,830,466 200,000,000
Other discretionary: 205,961,690 271,978,781
----------------- --------------------------
Subtotal other discretionary 286,303,910 378,467,709
================= ==========================
Total entitlement 620,047,886 961,022,664
Total discretionary 379,952,114 738,977,336
----------------- --------------------------
Grand total 1,000,000,000 1,700,000,000
DISCRETIONARY GRANTS
As the table above illustrates, the administration's proposed level
of $1,000,000,000 for AIP grants would mean a very small amount of
discretionary grant funds--about $380,000,000, compared to about
$555,000,000 in the current fiscal year. At a level of $1,700,000,000
for the total AIP program, as recommended by the Committee, there is a
94-percent increase in discretionary funds--to almost $740,000,000. At
this level, the authorization legislation would normally cause a
transfer from the other discretionary programs--specifically, the
discretionary account for capacity, safety, security, and noise and the
remaining discretionary funds, which are critical in meeting commitments
under letters of intent and advancing projects that have systemwide
benefits--to the set-asides for noise, the military airport program, and
a set-aside for general aviation, reliever, and nonprimary commercial
airports. The latter category provides additional funds for airports
that are most dependent on Federal assistance to make safety and
capacity improvements. But, without caps, the set-asides for noise and
the military airport program would increase to more than $239,000,000
and $65,290,000, respectively. Those would represent increases of
two-thirds and one-half, respectively, over the set-asides for these
purposes in the current fiscal year. In the Committee's judgment, a cap
on the transfer to these two set-asides would result in a better
allocation of resources to meet the airport capital investment needs
that most impact air travelers today. Therefore, the Committee has
recommended bill language that caps the noise set-aside at $200,000,000
and the military airport set-aside at $26,000,000.
The Committee has carefully considered a broad array of discretionary
grant requests that can be expected in fiscal year 1998. Since there
would have been so little discretionary funds under the administration's
request to meet these anticipated needs and the Committee's
recommendation would significantly increase that amount, the Committee
expects the Administrator to give great deference to the Committee's
recommendations for discretionary grants in fiscal year 1998.
Specifically, the Committee expects the FAA to give priority
consideration to grant applications for the projects listed below in the
categories of discretionary grants for which they are eligible. If funds
in the remaining discretionary category are used for any projects in
fiscal year 1998 that are not listed below, the Committee expects that
they will be for projects for which FAA has issued letters of intent
(including letters of intent the Committee recommends below that the FAA
issue), or for projects that will produce significant aviation safety
improvements or significant improvements in systemwide capacity or
otherwise have a very high benefit/cost ratio and for which the
Administrator has provided documentation of such improvements or high
benefit/cost ratio to the Senate and House Committees on Appropriations
at least 30 days before grant award.
Abbeville Municipal Airport, AL .--Abbeville has several major
corporations employing thousands of people located in close proximity to
the Abbeville Municipal Airport, which is in such disrepair that it is
almost unusable. These corporations all have their own private jets and
need a facility close by for their senior management and for their
middle management teams from other regions to be able to get to the
plants quickly for inspection and management. The Committee directs the
FAA to give priority consideration to requests for discretionary funding
for projects to bring the airport up to FAA standards for private
aircraft. These projects will help keep current industries from
relocating and will help attract new industry.
Austin Straubel International Airport, WI .--Runway and airfield
pavements at Austin Straubel Airport in Green Bay, WI, are exhibiting
various types of distress beyond the point where routine maintenance can
control foreign object debris. In 1996, the Wisconsin DOT Bureau of
Aeronautics recommended immediate attention to this problem in order to
maintain a level of serviceability and safety commensurate with Austin
Straubel's importance to the region and the State. The Committee directs
the FAA to give priority consideration to a request for discretionary
funds for pavement repair.
Birmingham International Airport, AL .--The Committee notes that
improvements planned at Birmingham International Airport will improve
airport capacity and safety. A passenger facility charge [PFC] was
recently approved to fund the rebuild of runway 5/23, but the planned
improvements will require more funds than the PFC and Airport
Improvement Program [AIP] entitlement grants to the airport will
provide. The Committee directs the FAA to give priority consideration to
grant requests for runway, taxiway, and apron improvements at the
airport and for construction of a new perimeter road to reduce the
number of vehicles crossing runways and taxiways and enhance safety.
Broome County Airport, NY .--The Committee directs the FAA to give
priority consideration to requests for discretionary funding for
renovations of the terminal building.
City of Inglewood, CA--Darby/Dixon noise mitigation .--Located 2
miles from Los Angeles International Airport and beneath the landing and
approaches for the airport's north and south runways, the city of
Inglewood has pursued an aggressive noise mitigation strategy for many
years. In those neighborhoods suffering from aircraft noise, the city
has removed blighted housing and cleared the sites for more compatible
commercial and industrial developments. The Committee directs the FAA to
give priority consideration to requests for discretionary funding to
purchase 284 units in the Darby/Dixon neighborhood and relocate the
tenants to safe and decent housing to make way for new commercial
development.
Colorado Springs Airport, CO .--The Colorado Springs Airport
continues to be the fastest growing airport in the United States. The
airport, which shares its facilities with several military installations
including Peterson Air Force Base, has experienced more than a
210-percent increase in passenger use since March 1995. With the advent
of a new carrier, Western Pacific Airlines, and the expansion of other
major carrier services, growth continues to skyrocket. Because of this
tremendous growth, however, the Colorado Springs Airport is functioning
far beyond its intended capacity. Numerous improvements are now needed
to ensure the airport's functionality and safety. The Committee directs
the FAA to give priority consideration to requests for discretionary
funding for construction of taxiway ``C,'' completion of taxiway ``H,''
rehabilitation of taxiway ``A,'' and completion of taxiway ``F.'' The
Committee believes these projects would be an effective use of funds and
will provide significant benefits to the Nation's aviation system.
Dane County Regional Airport, WI .--New runway 3/21 at Dane County
Regional Airport is a critical noise reduction measure for the high
density residential areas of the city of Madison, WI. Runway 3/21 will
direct aircraft overflights away from the heavily populated areas south
of the airport and increase the safety of aircraft operations. The
Committee directs the FAA to give priority consideration to a request
for discretionary funds, which will leverage other financing for the
project, which includes land acquisition, construction management,
preparation of plans and specifications, environmental mitigation and
construction of runway 3/21 and associated taxiways.
Dona County Airport, NM .---The Committee directs the FAA to give
priority consideration to requests for discretionary funding to widen
taxiways and throat area, install highly elevated lights that would
illuminate the ramp area, and to pave the parking area. These projects
would allow the Dona County Airport facility to support full scale
intermodal activity.
Fairbanks International Airport, AK .--Fairbanks International
Airport is a key international refueling point for international cargo
and other flights. The airport needs improvements in a number of areas
to be able to continue to serve international and domestic air travel
demand. The Committee directs the FAA to give priority consideration to
requests for discretionary funding for access ramps, terminal
modernization, taxiways, and runway expansions.
Global Transpark Airport, NC .--The Global Transpark, an integrated
industrial and multimodal transportation and distribution facility in
eastern North Carolina, needs to expand its runway to meet the cargo
demands at the facility. The State has committed funds to the project,
and the Committee directs the FAA to give priority consideration to a
request for discretionary funds to support the runway expansion.
Greater Orlando Aviation Authority, Florida .--The Committee directs
priority consideration for planned improvements to Greater Orlando
Airport, one of the fastest growing airports in the country.
Gulfport-Biloxi Regional Airport, MS .--The Committee directs the
FAA to give priority consideration to requests for discretionary funding
to upgrade and provide improvements to a runway at Gulfport-Biloxi
Regional Airport in cooperation with the Air National Guard, which will
provide military construction funding as its share of improvements
required to serve commercial air service and Air National Guard training
at the airport.
Hancock International Airport, Syracuse, NY .--The Committee directs
the FAA to give priority consideration to requests for discretionary
funding for a parallel runway and for drainage improvements.
Huntsville International Airport, AL .--A 1996 update to the
Huntsville International Airport master plan provides a blueprint for
orderly development of an airport cited by the FAA as one of four
potential new connecting hubs and the only one of the four in the
Southeast United States. A major component of the master plan update is
a land acquisition program of undeveloped property designed to protect
the airport from encroachment by incompatible land uses and position the
airport to take advantage of future development opportunities. The
Huntsville-Madison County Airport Authority proceeded with the planned
land acquisition and then sought FAA approval to impose and use PFC
revenues for reimbursement of the land acquisition costs, in addition to
other uses. The Committee was disappointed by FAA's determination that
this reimbursement was not eligible for use of PFC revenues. In view of
the impact of this determination on the airport's development plans, the
Committee expects the FAA to give priority consideration to any future
land acquisition efforts and any discretionary grant requests for
development projects at the airport that are included in the master plan
update.
Jackson Municipal Airport, MS .--The Committee directs the FAA to
give priority consideration to a request for discretionary funding to
construct phase 1 of additional apron to accommodate international and
domestic air cargo service at a new air cargo park.
LaCrosse Municipal Airport, WI .--The Committee understands that the
primary runway 18/36 at LaCrosse Municipal Airport has exceeded its
useful life and is showing signs of serious deterioration. The Committee
directs the FAA to give priority consideration to a request for
discretionary funds to reconstruct the runway as soon as possible so
that there is minimum disruption to the airport's regularly scheduled
airline traffic.
Lancaster Airport, PA .--The Lancaster Airport is in the bottom 20
percent of air carrier airports in terms of air carrier runway length.
The main runway lacks 1,000-foot extended runway safe areas (overruns)
which are required by FAA safety standards. The runway length limits
most corporate aircraft to 60 percent of their useful loads and results
in diversions to alternate airports in adverse weather. The Committee
directs the FAA to give priority consideration to a request for
discretionary funds for the necessary work to extend the runway in order
to improve safety and economic growth and reduce airport noise impacts.
Laughlin/Bullhead Airport, NV .--The Committee is aware that the
leveling of a hillside bordering the current runway and expansion of the
runway will facilitate the arrival and departure of larger aircraft and
thereby provide the airlines the opportunity to transport the rapidly
growing number of tourists and visitors to the Laughlin/Bullhead City
area. The Committee directs the FAA to give this project priority
consideration.
Lexington Airport, NC .--The airport is in the midst of a
$14,000,000 plan to build a new airport on the site of the old facility.
The new runway will cross the old runway and will thus necessitate the
closure of the airport during construction that is expected to last for
1 year. The Committee directs the FAA to give priority consideration to
requests for discretionary funds to accelerate construction and shorten
the period during which the airport will be closed.
Long Island-MacArthur Airport, NY .--The Committee directs the FAA
to give priority consideration to requests for discretionary funding for
an apron expansion in the area south of the west concourse.
Manistee Blacker Airport, MI .--The Committee is recommending that
the FAA seriously consider installing an instrument landing system [ILS]
at the Manistee Blacker Airport in northern Michigan to improve the
reliability of air service to that community. The Committee directs the
FAA to give priority consideration to requests for discretionary funding
for land acquisition for installation of the ILS and construction of a
parallel runway.
Mesquite Airport, NV .--The Committee is aware that the Clark
County, NV, Department of Aviation is conducting a site selection,
airport master plan and an environmental assessment for a commercial
airport to be located near Mesquite, NV. While this work was initiated
in fiscal year 1997, the Committee directs the FAA to give priority
consideration to a request for discretaionary funding to reimburse the
Clark County Department of Aviation for these studies.
Montgomery County Airport Authority, Pennsylvania .--Montgomery
County, PA, has established an airport authority to acquire and improve
Wings Field, a private airport in the Philadelphia metropolitan area.
The airport operates over 42,000 flights each year and is rapidly
expanding. The airport is vital to regional economic development and
relied upon by local businesses. The Committee directs the FAA to give
priority consideration to requests for discretionary grant funding to
expand Wings Field.
Ogden-Hinckley Airport, UT .--Ogden-Hinckley serves as the primary
reliever and weather divert for Salt Lake City International Airport.
The Committee continues to urge the FAA, as it has in past years, to
give priority consideration to requests for discretionary funding for
the upgrade of terminal facilities at Ogden-Hinckley Municipal Airport
to meet the security needs of passengers in fulfilling its role as a
weather divert destination and to prepare the facility for the
transportation needs associated with the 2002 Winter Olympics.
Oxford/University Airport, Oxford, MS .--There is a serious safety
concern at the Oxford/University Airport as it strains to meet growing
traffic demands with increasingly outdated equipment. The airport is in
need of a new terminal building and the relocation of fuel tanks that in
their present location represent a potential safety concern. The
Committee directs the FAA to give priority consideration to a request
for discretionary funding to upgrade the airport's facilities and meet
modern safety requirements.
Pittsburgh International Airport, PA .--The Committee is aware that
Pittsburgh International Airport has been required to spend most of its
AIP entitlement funds to repair airport pavement because of
deteriorating conditions and that additional funds are needed for the
airport to continue its progress and to maintain excellent service. The
Committee directs the FAA to give priority consideration to requests for
funds for replacement vehicles while existing people mover cars are
being repaired and modified, for related improvements to the airside and
landside people mover stations, and for conversion of a portion of an
existing ramp to a taxilane and connection to taxiway N, which would
provide a connection between the present Airside Business Park and the
planned air cargo complex.
Salt Lake City International Airport, UT .--The Committee directs
the FAA to give priority consideration to requests for discretionary
funding for the airport modernization program.
Sanford-Lee County Airport, NC .--The Committee reiterates the
direction it provided last year to the FAA to provide funding to
accelerate construction of this new airport, which will serve as a
reliever facility for Raleigh-Durham International Airport, to complete
construction funding in fiscal years 1998 99.
Shelby County Airport, AL .--Shelby County Airport is a designated
reliever airport for Birmingham International Airport, but the airport
has not been kept up to FAA standards and, with a runway length of 3,800
feet, is not practical for many aircraft, including larger general
aviation aircraft. The Shelby County Airport Development Study outlines
projects that would bring the airport into compliance with FAA standards
and improve facilities so that the airport could accommodate corporate
aviation activities and support economic development of the community.
The Committee directs the FAA to give priority consideration to grant
requests for projects in the study.
Southwest Florida International Airport [RSW] .--The Committee is
disappointed that the FAA has not provided airport improvement
discretionary funds to the Southwest Florida International Airport for
its urgently needed capital expansion project. Last year, the Committee
noted that RSW was the third fastest growing airport in the country with
a growth rate over the past 10 years three times the national average,
and recommended that the FAA give priority consideration to this
project. However, to date the FAA has not released any funding for this
project. The Committee again urges the FAA to provide discretionary
funding to RSW and also suggests the FAA consider the merits of entering
into a letter of intent with the project sponsor.
Standiford Field Airport, Louisville, KY .--The Committee is aware
that the FAA has agreed to reimburse Standiford Field Airport for the
purchase of the category III instrument landing system [ILS] for runway
35R. Further, FAA has indicated the costs associated with this project
are eligible under the AIP program. The Committee directs the FAA to
give priority consideration to reimbursement of the airport for the
appropriate share of costs for the ILS.
Waynesboro Municipal Airport, MS .--A 10-year airport improvement
program is underway at Waynesboro Municipal Airport. The required
environmental studies have been prepared, and local funds have been
obtained for right-of-way acquisition. The Committee directs the FAA to
give priority consideration to requests for discretionary funding to
support continuation of the airport's improvement program, including
earthwork and site preparation for a project to lengthen and widen a
runway.
Westchester County Airport, NY .--The Committee directs the FAA to
give priority consideration to requests for discretionary funding for
parallel taxiway phase 3.
Williamsport-Lycoming County Airport, PA .--Williamsport Airport,
one of the oldest commercial airports in the Nation, is the
transportation hub for north-central Pennsylvania and a significant
factor in economic development in the region. The Committee directs FAA
to give priority consideration to a request for funding of a runway
extension and complete pavement overlay for its main instrument runway.
A runway extension could substantially improve regional economic
development opportunities for north-central Pennsylvania as it would
accommodate larger planes for both passenger and cargo purposes.
Zanesville Airport, OH .--Ohio has received repeated requests from
locally and regionally based industries for upgraded approach procedures
and updated air navigation facilities. The recent increase in
jet-powered operations demands improved course guidance and vertical
guidance establishing and maintaining the aircraft's horizontal and
vertical approach/descend direction. The Committee directs the FAA to
give priority consideration to requests for discretionary funding for
construction, engineering, and administration to install a non-Federal
localizer and a non-Federal glide slope.
LETTERS OF INTENT
Congress authorized FAA to use letters of intent [LOI's] to fund
multiyear airport improvement projects that will significantly enhance
systemwide airport capacity. FAA is also to consider a project's
benefits and costs in determining whether to approve it for AIP funding.
FAA adopted a policy of committing to LOI's no more than about 50
percent of forecasted AIP discretionary funds allocated for capacity,
safety, security, and noise projects. The Committee viewed this policy
as reasonable because it gave FAA the flexibility to fund other worthy
projects that do not fall under a LOI. Both FAA and airport authorities
have found letters of intent helpful in planning and funding airport
development.
The Committee appreciates the complexity of assessing a project's
impact on systemwide capacity but believes that FAA should do its best
in this regard before committing future AIP funds under a LOI.
The Committee in the past was concerned that FAA had not exercised
sufficient control over the use of LOI's. Accordingly, to maintain
program integrity and ensure LOI commitments are met, the Committee
repeats its recommendation that FAA be granted the authority to award
new LOI's only after scheduled and recommended LOI payments fall to less
than 50 percent of AIP discretionary funds.
Current letters of intent assume the following fiscal year 1998 grant
allocations:
Arkansas: Northwest Arkansas $3,500,000
California: Sacramento Metropolitan 9,200,000
Colorado: Denver International 29,911,000
Georgia: Savannah International 1,465,000
Illinois:
14,000,000
1,000,000
Kentucky:
11,593,000
16,300,000
Louisiana: New Orleans International 9,147,000
Michigan: Detroit Metropolitan 16,160,000
Mississippi: Golden Triangle Regional 400,000
Nevada: Reno Cannon International 6,500,000
New York: Greater Buffalo International 1,700,000
Rhode Island: Theodore F. Green State 6,500,000
South Carolina:
532,000
400,000
Tennessee:
2,180,000
13,790,000
Texas:
11,321,000
12,500,000
1,327,000
Virginia:
4,463,000
13,249,000
187,639,000
Two sources exist to fund FAA's commitment to an airport's LOI. One
is the discretionary portion of FAA's airport improvement program
appropriation, and the other is the entitlement funding that an airport
receives through the AIP on the basis of its passenger enplanements.
Even though FAA expects an airport receiving an LOI to put all of its
entitlement funding toward the project being funded by the LOI, this
source provides only about one-quarter of the annual LOI funding. Thus,
of the $187,600,000 that FAA has committed to LOI's during fiscal year
1998, the Committee estimates that approximately $142,700,000 will need
to come from the AIP's discretionary limitation. As shown in the
preceding AIP funding chart, the Committee recommended level would
provide sufficient discretionary funding to cover LOI's; however, little
flexibility is left to fund other high-priority capacity projects not
included under an LOI. The Committee directs FAA to provide a current
report to the Senate and House Transportation Appropriations
Subcommittees by September 1, 1997, of expected allocations of fiscal
year 1998 AIP grant funds, broken out by entitlement and discretionary
and category within discretionary, for existing LOI's.
Applications are pending for capacity enhancement projects which
would, if constructed, significantly reduce congestion and delay. These
projects require multiyear funding commitments. The Committee recommends
that the FAA enter into letters of intent for multiyear funding of such
capacity enhancement projects.
Consistent with the constraints outlined above, the Committee
provides the following guidance to the FAA with respect to future LOI's.
Anchorage International Airport, AK .--The airport has plans to
develop a new air cargo facility with private funds in response to
growing domestic and international cargo activity. The plans are
dependent on other surface improvements at the airport. Other
improvements are planned to meet expected growth in passenger traffic
over the next 20 years. The Committee urges the FAA to issue an LOI to
support these planned improvements if requested by the airport sponsor.
Memphis International Airport, TN .--The Memphis Airport serves as a
hub of operations for both Federal Express and Northwest Airlines, and
it serves as both a major employer and as an economic center of the
region. Reconstruction and extension to international runway length of
runway 18C/36C is planned beginning in the latter half of calendar year
1997 and will bring benefits to the whole midsouth region and increase
fees collected not only by the U.S. Customs, but also the FAA and the
U.S. Treasury. Of the total project cost, $59,827,500 is eligible for
AIP funding. The Committee urges the FAA to issue an LOI for
reconstruction and extension of runway 18C/36C.
New Orleans International Airport, LA .--The Committee reiterates
its recommendation from last year that the FAA consider signing an LOI
for a new parallel north/south runway at the New Orleans International
Airport [NOIA]. The Committee recognizes the present and future traffic
demands in the Louisiana/Mississippi region and the anticipated increase
in traffic due to cargo traffic related to international trade which the
proposed runway would accommodate. The Committee is advised that, over
the past year, NOIA has moved to complete reports required under the
National Environmental Policy Act and is prepared to move to financing
of the project. The airport has projected substantial investment savings
over the 30-year life of the runway. The Committee has again recognized
the substantial savings that would result from the completion of this
new parallel runway and the importance of NOIA as an intermodal center
of commerce.
Philadelphia International Airport, PA .--The Committee urges the
FAA to issue an LOI for the vital runway construction project at
Philadelphia International Airport.
Seattle-Tacoma International Airport, WA .--The Committee
understands that applications from Seattle-Tacoma International Airport
are pending at the FAA for capacity enhancement projects, which would,
if constructed, significantly reduce congestion and delay. These
projects require multiyear funding commitments. The Committee recommends
that the FAA enter into LOI's for multiyear funding of such capacity
enhancement projects. The Committee understands that an application for
an LOI is pending for construction of a new dependent runway for
Seattle-Tacoma International Airport. The Committee recommends the FAA
enter into an LOI with the project sponsor for construction of the
runway project.
GRANTS-IN-AID FOR AIRPORTS
(Airport and Airway Trust Fund)
(Rescission of Contract Authorization)
The Committee recommends rescission of $286,000,000 in contract
authority that is not available due to annual limits on obligations.
GENERAL PROVISIONS
Debt forgiveness .--The Committee has included a general provision
(sec. 334) that would forgive the State of Hawaii from any obligation to
repay $30,000,000 that it had previously diverted from airport revenues
and paid to the Office of Hawaiian Affairs for claims related to native
Hawaiian lands.
The 1959 Federal legislation admitting Hawaii to the United States
established a public trust, consisting of the lands formerly held by the
Republic of Hawaii. This trust is to be used for the betterment of the
conditions of native Hawaiians.
Substantial portions of Hawaii's airports are built on these public
trust lands. In furtherance of the trust purposes, the State of Hawaii
has used a portion of airport revenues for programs aimed at the
betterment of native Hawaiians.
Federal aviation law, however, prohibits the diversion of airport
revenues for nonairport purposes. Recently, the Department of
Transportation Inspector General identified $30,000,000 in past payments
to the Office of Hawaiian Affairs as illegal diversions of airport
revenues. The FAA agreed with the OIG's determination. However, it is
unclear whether a Federal court would agree with the OIG and the FAA
should their determination be challenged. Given the fact that the State
of Hawaii owns the lands in trust for the betterment of native
Hawaiians, it is conceivable that a reviewing court could find that the
payments of airport revenues were in that nature of rent, which is a
permissible use of airport revenue.
To put this issue to rest, the general provision provides that the
State of Hawaii is forgiven any obligation to repay past amounts
diverted for trust purposes, in return for a clear congressional
statement prohibiting any future diversions.
The original language was broadened at the request of the authorizing
committee to include forgiveness of past diversions previously received
by native Hawaiians, native Americans, or Native Alaskans in order to
afford all parties who are similarly situated to have an equal
opportunity to be forgiven past debts.
There are instances of airport revenue diversion involving the State
of Hawaii, in addition to the past payment of airport revenues to the
Office of Hawaiian Affairs. Regarding one such issue, the State has
repaid the principal of $64,000,000 to the State airport revenue fund.
The interest on the $64,000,000, however, remains outstanding, and the
payment terms remain unresolved. The Committee understands that the
State of Hawaii, the Federal Aviation Administration, and the Department
of Transportation Office of Inspector General are working together to
resolve this issue. The Committee encourages these parties to continue
to work together diligently to develop a repayment plan for the State
that comports with the applicable statutory and regulatory requirements
and guidelines that are administered by the Federal Aviation
Administration.
Closure of airports .--Richards-Gebaur Memorial Airport, located in
Kansas City, MO, and Bader Field in Atlantic City, NJ, are subject to
Surplus Property Act and grant assurance restrictions requiring the
airports to remain public airports.
The city of Kansas City expended substantial funds to maintain the
facility at Richards-Gebaur Memorial Airport and to develop and promote
that facility for use by a variety of aircraft. After many years of such
efforts and the expenditure of funds, the number of operations at the
airport remains inadequate to support continued retention of the
facility as a public airport. The city has determined that the highest
and best use of the property would be for redevelopment as an intermodal
transportation facility for freight distribution and processing.
Conversion of the facility for such transportation uses would capitalize
on Kansas City's geographic location and on the strength of the city's
major rail and trucking industries, and enhance the growing trade
relationships between the United States and Mexico under the North
American Free Trade Agreement. In order to accomplish this
redevelopment, closure of the airport is required. The Committee finds
that such closure would benefit civil aviation and would produce an
equal or greater benefit to the national transportation system including
the overall air transportation system. The Kansas City airport system
would be benefited and enhanced by allowing the deployment of the city's
aviation funds for more productive use at its other better-utilized
airports. The Committee also understands that closure of Richards-Gebaur
will have no adverse impact on civil aviation by reason of the fact that
there are 13 airports geographically proximate to Richards-Gebaur,
including 8 airports located within 20 miles of the facility which can
easily absorb Richards-Gebaur's current and projected demand.
Atlantic City Muni Bader Field Airport, located in Atlantic City, NJ,
is subject to restrictions imposed by grant assurances and memorandums
of understanding requiring the airport to remain viable and operational
until the year 2006, or until a mutually agreed upon date and
conditions. Despite the city's ongoing investments to ensure that the
airport is well maintained for general aviation use, the airport cannot
retain an adequate level of operations to justify the continued
investments. Because the airport is seriously underutilized, the city
has determined that an airport is not the best use for the property and
is pursuing other options for economic development of the property. The
Committee understands that, given the proximity of Bader Field to other
airports in the region, such as Atlantic City International Airport,
nearby county airports and State-owned airports, civil aviation will not
be negatively affected.
The Committee includes a provision (sec. 337) authorizing the FAA to:
grant requests from Kansas City to close Richards-Gebaur Memorial
Airport and from Atlantic City to close Bader Field as public airports;
release and cancel any terms, conditions, reservations, or restrictions
contained in any surplus property conveyance/transfer documents and any
sponsor conditions or assurances contained in any FAA grant agreements
or orders; and allow closure of the airports and their conversion to
nonaeronautical uses.
Seating configuration .--The Committee is including a provision
(sec. 332) clarifying the definition of ``passenger capacity of 56
persons or less,'' under section 29(a)(2) of the International Air
Transportation Competition Act of 1979 to include any operations with
any aircraft configured or reconfigured with 56 passengers or less
except for widebody aircraft in excess of 363,000 pounds gross aircraft
weight. In no event shall the total number of passenger seats installed
on any aircraft operating under this exemption exceed 56. Nothing in
this provision should be construed to prohibit the operation, or apply
to the operation, of regional jets originally configured with 56 or less
seats out of Love Field. The Department of Transportation has stated
that regional jets may be utilized under section 29(a)(2) of the
International Air Transportation Competition Act to serve any
destination outside of Texas and its bordering States. Accordingly, this
provision confirms that authority to utilize regional jets in scheduled
service from Love Field to any destination and does not allow the Dallas
City Council to prohibit such service.
AIRCRAFT PURCHASE LOAN GUARANTEE PROGRAM
The bill includes a zero obligation limitation on borrowings during
fiscal year 1998 under the aircraft purchase loan guarantee program. The
administration requested authority to obligate up to $5,000 to cover
administrative costs associated with outstanding loans. The bill,
instead, provides authority within the operations account to use up to
$5,000 for such expenses.
FEDERAL HIGHWAY ADMINISTRATION
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The principal missions of the Federal Highway Administration are:
administration, in cooperation with the States, of the Federal-aid
Highway Construction Program, including the Interstate, National Highway
System, bridge, and surface transportation programs; regulation and
enforcement of Federal requirements relating to the safety of operation
and equipment of commercial motor carriers engaged in interstate or
foreign commerce; and governing the safety in movement over the Nation's
highways of dangerous cargoes such as explosives, flammables, and other
hazardous material.
Under the Committee recommendation, a total program level of
$23,582,900,000 would be provided for the activities of the Federal
Highway Administration for fiscal year 1998.
The following table summarizes the fiscal year 1997 program levels,
the fiscal year 1998 budget estimates, the House allowance, and the
Committee's recommendations:
[In thousands of dollars]
Program Fiscal year 1997 program level Fiscal year 1998 budget
estimate Committee recommendations
Limitation on general operating expenses\1\ (521,114) (494,376)
(558,440)
Appalachian development highway system\2\
300,000
Federal-aid highways\3\ 18,933,630 20,170,000
21,800,000
Exempt Federal-aid obligations 2,023,000 1,510,331
1,390,600
Emergency relief appropriation 650,000,000
State infrastructure banks 150,000 150,000
Infrastructure credit 100,000
Right-of-way revolving fund 8,000
Motor carrier safety grants\4\ 78,225 100,000 84,300
Motor carrier safety\5\ (49,000) (52,765) (51,245)
-------------------------------- ----------------------------------
---------------------------
Total 21,834,855 22,030,331
23,582,900
\1\Excludes reductions pursuant to sections 321 and 346 of Public Law 104 205.
\2\The administration proposed $200,000,000 in contract authority for this program under
Federal-aid highways as part of ISTEA reauthorization.
\3\Obligation limitation on contract authority. Also includes estimated additional obligation
limitation pursuant to section 1002(f)(1) of Public Law 102 240. Excludes $46,561,000 for
research and technology, which is included in exempt obligations.
\4\Obligation limitation on contract authority.
\5\Included within limitation on general operating expenses.
LIMITATION ON GENERAL OPERATING EXPENSES
Appropriations, 1997\1\ $521,114,000
Budget estimate, 1998 494,376,000
Committee recommendation 558,440,000
\1\Excludes reductions for TASC and awards pursuant to sections
321 and 346 of Public Law 104 205.
The limitation on general operating expenses controls spending for
virtually all the salaries, expenses, and research and development
programs of the Federal Highway Administration.
The Committee recommends that a limitation of $558,440,000 be
provided for salaries and expenses of the Federal Highway
Administration.
The following table reflects the Committee's recommendation and that
requested by the administration.
[In thousands of dollars]
Program Fiscal year 1998 budget estimate Committee recommendation
Administrative expenses 261,258 261,258
Motor carrier safety 52,765 51,245
Contract programs: 73,903 62,737
Accountwide adjustment
---------------------------------- --------------------------
Total limitation 494,376 558,440
MOTOR CARRIER SAFETY OPERATIONS
The Committee recommends $51,245,000 for motor carrier safety
operations, not including the funding of $7,400,000 for research which
is included in the research, development, and technology line. This is
an increase of $2,245,000 above the 1997 enacted level, but $1,520,000
less than requested. The Committee's recommended funding level
represents the following changes to the administration's request:
Federal/industry training -$1,220,000
Outreach -300,000
Federal/industry training .--The Committee denies funding for the
new Federal/training initiative and notes that the Office of Motor
Carriers [OMC] has previously allocated funds for various training
initiatives within its base programmatic funds. FHWA staff formerly of
the ICC are available to train OMC field staff on regulations issued
pursuant to the Interstate Commerce Commission Termination Act of 1995.
FHWA's videoconferencing facilities are also available for this
training. When final regulations are issued to implement the results of
the zero-based review, the Committee will reconsider the need for
additional training materials, especially to assist small businesses.
The Committee has denied funding for industry training because it does
not want to duplicate similar training activities already conducted by
the private sector. The Committee directs the Associate Administrator
for Motor Carriers to ensure that none of the FTE reductions shall be
taken from the field staff, especially motor carrier safety specialist
positions. The Committee's allowance includes $500,000 for the OMC to
expand and improve its no-zone campaign and other activities intended to
reduce the contribution of the public to commercial vehicle crashes.
Outreach .--The Committee has not included funding for
reauthorization workshops which can be conducted as part of other motor
carrier conferences and meetings.
HIGHWAY RESEARCH, DEVELOPMENT, AND TECHNOLOGY
The Committee recommends a total of $62,737,000 to be distributed as
follows:
[In thousands of dollars]
Activity/program element Program level, 1997 Budget estimate, 1998
Committee recommendation
Highway research and development: 8,650 9,000 9,500
--------------------- ----------------------- --------------------------
Total, highway research and development 67,124 73,903
62,737
Safety .--The Committee recommends $9,500,000 for safety research
and development. The FHWA request continues safety research into a range
of areas. The Committee notes the increased focus by the FHWA on the
interactive highway safety design model. Within the driver module that
will contain profiles of a range of driver types to be combined with
various design vehicles, the Committee encourages the FHWA to draw on
the existing outside expertise and provide a demonstration of
technologies and practices to improve the driving performance of elderly
drivers and other distinct user groups identified in the module. An
additional $500,000 has been provided for this purpose.
Pavements .--The Committee recommends $11,150,000 for pavements
research and development.
Structures .--The Committee recommends $15,256,000 for structures
research and development.
The Committee recognizes that an estimated 42 percent of the Nation's
bridges are structurally deficient and the cost to correct these
deficiencies is in excess of $90,000,000,000. The Committee directs the
Federal Highway Administration to pursue research into high performance
materials and bridge systems which could be applied to improve safety,
function, durability, and renewability with minimal cost and
environmental impact; $1,200,000 has been included for this purpose.
The Committee believes a unique opportunity to conduct research
exists during the Interstate 15 reconstruction project and other
transportation projects in the Salt Lake Valley, UT. The research
performed during the reconstruction of Interstate 15 and other projects
will provide the country with a detailed analysis of the success of the
design/build process, seismic retrofitting, and many other valuable
areas of research. The Committee strongly recommends that FHWA work with
the Utah Transportation Center and give priority consideration to
applying research funds as may be necessary for these purposes.
Advanced Composites Materials Bridge Demonstration Program .--The
Committee is aware that the defense industry has developed a number of
advanced, high performance materials for use in various military systems
and that civil engineers have found practical applications of this
technology in transportation infrastructure as well.
These materials proved ideal for aerospace applications because the
strength-to-weight ratio is 5 to 10 times higher than aluminum or steel.
The motivation for using these advanced composites in bridge systems is
their strength and lightweight and resistance to corrosion or fatigue.
They are particularly well suited for seismic protection.
The Committee directs FHWA to work with an academic and industry-led
national consortium and fund with available balances an advanced
composite bridge project to demonstrate the applications of an
all-composite bridge for civil infrastructure purposes.
Environment .--The Committee is recommending $5,666,000 for
environment research and development. The San Joaquin Valley of
California and surrounding regions exceed both State and Federal clean
air standards for small particulate matter. The environment research
funds include $100,000 for FHWA's participation in the assessment of
methodologies needed for estimating emissions of particulate matter, the
sources and composition of particulate matter from roadway construction
and heavy truck activity.
Last year the Committee directed the Department to initiate a
research program to support a comprehensive noise prediction model
applicable to highway traffic, aircraft, and railroad noise. The
Committee further directed that a grant of $250,000 be made available to
the National Center for Physical Acoustics to identify scientific issues
which impede accurate noise prediction. The Committee notes that the
Department has worked with the National Center for Physical Acoustics to
define research priorities and initiate high-priority research toward a
multimodal noise prediction model. The Committee directs that this
cooperative program be continued in fiscal year 1998 at the same level.
Policy .--The Committee recommends $5,400,000 for policy research.
This funding is adequate to provide the States with information and
tools. Unnecessary data collection and conferences activities should be
eliminated.
Planning .--The Committee recommends $8,000,000 for planning
research. The Committee has included $2,000,000 for an assessment of the
Red River corridor transportation infrastructure of the five-State area
pursuant to the recommendations of the Northern Great Plains Rural
Development Commission established in ISTEA. This assessment will help
evaluate whether the corridor has the necessary infrastructure to
deliver good to the global marketplace. The assessment should consider
the developing trading relationships in the region and should be
developed collaboratively with the region's State departments of
transportation, metropolitan planning organizations, and representatives
of transportation and other business interests in the region.
Motor carrier research .--The Committee recommends $7,400,000 for
motor carrier research. Within the funds provided, the Committee
recommends $500,000 for a study to obtain an estimate of the prevalence
of sleep apnea in truckdrivers and to identify and evaluate remedial
measures, including screening and detection technologies, for use by
motor carriers. The Committee also directs that $500,000 of the funds
provided are for an operational test and validation of technological
aids to improve fatigue management among commercial truckdrivers. The
Committee directs OMC to work with the trucking industry to accomplish
these research objectives.
INTELLIGENT TRANSPORTATION SYSTEMS
The Committee recommends a total of $125,650,000 to be distributed as
follows:
[In thousands of dollars]
Program level, 1997 Budget estimate, 1998 Committee
recommendation
Intelligent vehicle highway systems: 28,455 33,000 33,000
--------------------- ----------------------- --------------------------
Total, ITS 120,358 54,000 125,650
Research and development .--The Committee recommends a total of
$33,000,000 for ITS research and development, consistent with the budget
request.
The Committee recommends $33,000,000 for continued research in
intelligent transportation systems. In addition to these funds, the
Department has requested in its surface transportation reauthorization
proposal another $196,000,000 in contract authority outside the
limitation on general operating expenses.
The Committee is aware of recent studies to document the benefits of
ITS and encourages the Joint Project Office to continue this work and to
submit a report to the Senate and House Committees on Appropriations
with the budget justification for fiscal year 1999.
The Committee recommends a total of $76,650,000 for operational
tests. The funds provided are for the following operational tests:
Committee
recommendation
Southeast Michigan snow and ice management [SEMSIM] $2,300,000
Utah intelligent transportation systems 7,000,000
Kansas City, MO, intermodal common communications techno- logy 2,000,000
Reno, NV, intelligent transportation systems 3,750,000
Yosemite Valley, CA, intelligent transportation system 500,000
Bozeman, MT, Western Transportation Institute 1,500,000
Barboursville-ONA, WV, traffic management 10,000,000
North Dakota State University advanced traffic analysis center 600,000
North Dakota advanced transportation weather information sys- tem 800,000
Sullivan County, NY, emergency weather system 1,000,000
Urban Transportation Safety Systems Center (Philadelphia) 250,000
New York City toll plaza scanners 2,100,000
Cleveland, OH, computer integrated transit maintenance environment project
2,000,000
Santa Teresa, NM, intermodal technology demonstration project\1\ 1,400,000
Operation Respond hazardous materials emergency response software 3,000,000
Washington State radio communication emergency call boxes 750,000
Washington statewide roadway weather information system 2,500,000
Texas DOT ITS research 400,000
Milwaukee MONITOR, and Wisconsin rural ITS 9,200,000
I 95 multistate corridor coalition 2,100,000
Colorado I 25 truck safety improvements 12,000,000
Tuscalosa, AL, traffic integration and flow control 2,200,000
Pennsylvania Turnpike Commission ITS 8,000,000
Alaska cold weather ITS sensing 1,300,000
76,650,000
\1\To be provided for the ATR Institute.
Automated highway system .--The budget requested that funding
provided for the automated highway systems and crash avoidance programs
be from contract authority rather than funds under the limitation on
general operating expenses. Accordingly, the Committee defers
consideration of this request to the appropriate legislative committees.
The Committee supports the action of the Joint Program Office to
commission a review of the AHS program and the results of that review
should be incorporated into a revised 5-year plan to be submitted to the
House and Senate Committees on Appropriations.
Evaluation .--The Committee recommends $7,000,000 for evaluation and
program assessment activities.
Mainstreaming .--The Committee has not provided the request of
$3,000,000 for mainstreaming. These funds are better spent on
operational testing and research and development activities. The
Committee defers consideration of the contract authority request to the
appropriate legislative committees.
A limited ITS mainstreaming program, including technical assistance
and outreach would benefit State and local governments. The Department
proposes, however, to spend $22,000,000 on such activities. Numerous ITS
benefits already are documented as a result of investing in more than 80
operational tests and 11 model deployment projects. These studies, as
well as the visits to ITS facilities by State officials already
supported by the FHWA, reduce the immediacy of the need for a
substantial increase in mainstreaming activities. In addition, the
funding requested for training raises questions about the appropriate
role of the FHWA vis-a-vis academic institutions and the proposed
scholarships to support international travel of non-Federal personnel is
not warranted.
TECHNOLOGY ASSESSMENT AND DEPLOYMENT
The Committee recommends $14,800,000 for technology assessment and
deployment.
LOCAL TECHNICAL ASSISTANCE PROGRAM
The Committee recommends $4,100,000 for the LTAP. These funds will
serve several purposes, including enhancing the participation of the
LTAP centers in such areas as improved data collection, traffic safety
audits, improved traffic and sign inventory management, improving the
technology transfer clearinghouse, facilitating the deployment of proven
SHRP technology at the local level, and addressing the technology gap at
the State level as compared to state-of-the-art highway technology
practices.
INTERNATIONAL TRANSPORTATION ACTIVITIES
The Committees recommends $2,300,000 for the International
Transportation Activities Program. Within the funds provided, the
Committee directs that a study be conducted on the potential for
establishing, the economic impacts, the potential trade relationships,
and the environmental impacts of establishing a roadlink from Wrangell,
AK, to the Canadian border along a proposed Bradfield Road alignment.
The Committee encourages FHWA to redouble its efforts to find
supplemental funding to help accomplish the objectives of this program.
The Committee has merged the technical assistance-Russia into the
international programs so the Russian program will compete for
resources.
national advanced driver simulator [nads]
The Committee recommends $14,250,000 for NADS.
HIGHWAY-RELATED SAFETY GRANTS
(liquidation of contract authorization)
(Highway trust fund)
Appropriations, 1997 ($2,049,000)
Budget estimate, 1998 (4,000,000)
Committee recommendation (4,000,000)
The Highway Related Safety Grant Program assists States and
localities in implementing highway safety standards administered by the
Federal Highway Administration. These standards cover traffic control
devices, highway surveillance, and highway-related aspects of pedestrian
safety.
APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM
The Committee is recommending $300,000,000 for construction of
unfinished segments of the Appalachian development highway system
[ADHS]. The ADHS connects largely rural, underdeveloped areas in 13
States. Its completion is critical to the economic development of these
often-ignored areas. In many cases, the unfinished segments of the ADHS
are high-accident locations in the Appalachian States, so the Committee
believes continued construction will have a high payoff in highway
safety benefits.
The Committee intends that the fiscal year 1998 funding for the ADHS
will be distributed among the States with unfinished ADHS segments in
proportion to each State's share of the remaining cost-to-complete the
system as determined by the Appalachian Regional Commission [ARC].
However, the Committee is concerned that this distribution may not
necessarily result in construction on the segments with the highest
accident experience first. Therefore, the Committee directs the ARC to
prepare a report on highway crash experience on the unfinished segments
of the ADHS, the extent to which completion of unfinished segments would
be likely to lower crash rates, and options for distributing ADHS funds
among Appalachian States that might result in a faster reduction of
highway-related crashes in these States.
The Committee is aware that legislation has been introduced in the
Senate and reported to the Committee on Environment and Public Works
that would provide sufficient contract authority over the life of the
next surface transportation bill to complete the unfinished segments of
the ADHS. The Committee on Environment and Public Works also has before
it the administration's proposed ISTEA reauthorization legislation, and
other legislative proposals, which would provide between $2,000,000,000
and $3,000,000,000 in contract authority over the next 6 years to assist
in the completion of the system. The Committee stands in strong support
of efforts to include the sums necessary to complete the ADHS as a
categorical program to receive contract authority through the
reauthorization of ISTEA. The $300,000,000 provided in this bill for the
ADHS should be viewed as an effort to expedite the completion of the
system and not as a substitute for sums appropriated in the Energy and
Water Appropriations Act for Fiscal Year 1998 or as a substitute for
sums which should be made available as contract authority in upcoming
ISTEA reauthorization legislation.
FEDERAL-AID HIGHWAYS
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1997
$19,800,000,000
Budget estimate, 1998
19,800,000,000
20,850,000,000
This activity comprises the majority of all federally aided programs
through which the States are financially and technically aided to
continue a national highway system that meets the transportation needs
of the Nation in terms of capacity and safety.
All programs included within the Federal-aid account are financed
from the highway trust fund. Authorizations in the form of contract
authority are enacted in substantive legislation. These authorizations
are apportioned and/or allocated to the States and generally remain
available for obligation over a 4-year period. Liquidating cash
appropriations are subsequently requested to fund outlays resulting from
obligations incurred under contract authority.
The Committee recommends a liquidating cash appropriation of
$20,850,000,000 for the Federal-aid highways program.
FEDERAL-AID HIGHWAYS
(Limitation on Obligations)
(Highway Trust Fund)
Appropriations, 1997
\1\$18,933,630,000
Budget estimate, 1998
20,170,000,000
Committee recommendation
21,800,000,000
\1\Excludes reductions for TASC and awards pursuant to sections
321 and 346 of Public Law 104 205. Includes limitation available
pursuant to section 310 of Public Law 104 205.
The administration's proposal of $20,170,000,000 includes previously
appropriated or authorized accounts other than emergency relief and
minimum allocation.
In addition to programs covered by the obligation ceiling, there are
activities that are exempt from the ceiling. Under the administration's
proposal, it is assumed that $1,510,331,000 is outside the limitation
which brings the administration's program total to $21,680,331,000.
The Committee recommends an obligation ceiling of $21,800,000,000 for
the regular Federal-aid formula program. In addition, the programs
outside the obligation ceiling are estimated at $1,390,600,000 for a
total program level of $23,190,600,000.
COMPARISON OF FEDERAL HIGHWAY TRUST FUND HIGHWAY ACCOUNT
RECEIPTS ATTRIBUTABLE TO THE STATES AND FEDERAL-AID APPORTIONMENTS
AND ALLOCATIONS FROM THE HIGHWAY ACCOUNT--FISCAL YEARS 1957 96\1\
[Dollars in thousands]
State Payments into the fund\2\ Apportionments and allocations
from the fund\3\ Ratio of apportionments and allocations to payments
Fiscal year 1996 Cumulated since July 1, 1956 Fiscal year 1996 Cumulated
since July 1, 1956 Fiscal year 1996 Cumulated since July 1, 1956
Alabama $490,909 $6,298,458 $316,382
$7,012,397 .64 1.11
Alaska 54,785 651,552 216,054 4,372,965
3,94 6.71
Arizona 374,857 4,529,518 246,553
5,431,193 .66 1.20
Arkansas\4\ 323,475 4,202,837 244,959
4,123,582 .76 .98
California 2,199,250 32,995,155 1,524,640
31,388,305 .69 .95
Colorado\4\ 275,808 4,099,483 227,438
5,433,106 .82 1.33
Connecticut 225,127 3,741,434 357,783
6,636,912 1.59 1.77
Delaware 64,854 948,933 77,613
1,421,581 1.20 1.50
District of Columbia 28,480 568,788 83,819
2,375,748 2.94 4.18
Florida\4\ 1,152,284 14,265,018 729,920
12,634,505 .63 .89
Georgia 874,372 10,316,962 484,351
9,525,763 .55 .92
Hawaii 58,505 822,840 117,986 3,160,606
2.02 3.84
Idaho 122,978 1,552,901 129,936
2,714,224 1.06 1.75
Illinois\4\ 780,121 13,283,342 700,176
14,776,961 .90 1.11
Indiana\4\ 579,993 8,664,317 391,694
7,491,417 .68 .86
Iowa 240,302 4,324,930 213,998 4,992,745
.89 1.15
Kansas 257,994 4,030,973 212,340
4,447,606 .82 1.10
Kentucky 430,912 5,519,944 248,566
5,837,444 .58 1.06
Louisiana 393,851 5,835,556 242,787
7,301,405 .62 1.25
Maine 117,523 1,742,058 119,283
1,978,394 1.01 1.14
Maryland 376,341 5,584,561 270,851
8,266,776 .72 1.48
Massachusetts\4\ 416,169 6,446,483 667,643
10,993,298 1.60 1.71
Michigan 775,551 11,824,298 486,328
10,580,301 .63 .89
Minnesota 270,499 5,567,477 292,046
7,141,040 1.08 1.28
Mississippi 296,925 4,054,149 190,305
4,034,289 .64 1.00
Missouri 573,654 8,287,960 380,213
7,887,481 .66 .95
Montana 107,069 1,549,726 166,251
3,707,949 1.55 2.39
Nebraska 173,648 2,595,434 138,715
3,000,203 .80 1.16
Nevada\4\ 139,554 1,619,737 133,843
2,526,690 .96 1.56
New Hampshire 92,132 1,241,184 95,641
1,755,548 1.04 1.41
New Jersey 583,330 9,309,786 498,402
9,536,603 .85 1.02
New Mexico\4\ 188,498 2,548,442 173,241
3,473,829 .92 1.36
New York 972,730 15,944,304 1,111,112
19,336,458 1.14 1.21
North Carolina 705,748 9,340,568 453,950
7,940,104 .64 .85
North Dakota 78,695 1,174,634 125,483
2,272,266 1.59 1.93
Ohio 799,378 14,133,108 611,090
13,044,990 .76 .92
Oklahoma 378,306 5,511,181 245,399
4,721,585 .65 .86
Oregon\4\ 292,450 4,200,078 344,001
5,074,565 1.18 1.21
Pennsylvania 912,823 14,584,905 836,714
16,728,859 .92 1.15
Rhode Island 62,043 1,025,615 107,781
2,284,140 1.74 2.23
South Carolina 396,711 5,008,927 232,438
4,391,876 .59 .88
South Dakota 74,618 1,239,920 131,593
2,436,921 1.76 1.97
Tennessee 560,320 7,440,407 329,857
7,361,303 .59 .99
Texas 1,705,426 24,629,267 1,012,253
20,874,751 .59 .85
Utah 191,866 2,255,867 135,519 3,686,132
.71 1.63
Vermont 65,697 795,810 75,435
1,713,797 1.15 2.15
Virginia 639,538 8,187,423 403,234
9,299,282 .63 1.14
Washington 431,813 5,830,648 438,897
9,174,921 1.02 1.57
West Virginia 180,544 2,611,755 212,956
5,220,120 1.18 2.00
Wisconsin 443,212 6,431,327 318,906
5,683,614 .72 .88
Wyoming 102,198 1,328,479 126,284
2,572,212 1.24 1.94
------------------ ------------------------------ ------------------
------------------------------ ------------------ ------------------------------
Total 22,033,866 320,698,459 17,632,659
359,778,762 .80 1.12
American Samoa 4,149 49,163
Guam 13,693 134,011
Northern Marianas 4,160 33,340
Puerto Rico 76,811 1,402,422
Virgin Islands 21,810 145,856
------------------ ------------------------------ ------------------
------------------------------ ------------------ ------------------------------
Grand total 22,033,866 320,698,459 17,753,282
361,543,554 .81 1.13
\1\Payments into the fund include only the net tax receipts deposited in the highway account of
the Federal highway trust fund. Excluded are motor fuel taxes transferred to the ``Mass transit''
account of the highway trust fund (1 cent per gallon from April 1, 1983, through November 30,
1990, 1.5 cents per gallon until September 30, 1995, and 2.0 cents per gallon thereafter); the 0.1
cent per gallon tax dedicated to the leaking underground storage tank trust fund beginning
January 1, 1987 and ending December 31, 1995; the tax designated for deficit reduction (2.5
cents per gallon from December 1, 1990, through September 30, 1993, 6.8 cents until September
30, 1995, and 4.3 cents thereafter); and the tax from motorboat use of gasoline transferred to the
aquatic resources trust fund and the land and water conservation fund.
\2\Total Federal highway trust fund receipts are reported by the U.S. Department of the Treasury.
Payments into the highway trust fund attributable to highway users in each State are estimated by
the Federal Highway Administration. Includes revenues from highway-user taxes only.
\3\Includes all funds apportioned or allocated from the highway trust fund except for the
following programs: Indian reservation roads, highway safety information, and local
transportation assistance. These programs are either administered by other Federal agencies or
are treated as administrative funds and cannot be easily attributed to individual States.
Obligations are used to represent allocations for alcohol safety incentive grants and the Woodrow
Wilson Bridge.
\4\Data for these States will be revised. Other States may also change, if revised data is provided
to FHWA.
BRIDGE DISCRETIONARY FUNDS
In the past, the Committee has directed the Secretary of
Transportation to give priority designation, consistent with existing
criteria, to several bridges that have extremely low rating factors and
which serve as major links for both intrastate and interstate commerce
and which directly impact the economic development of an area. Current
law reserves $60,500,000 for discretionary bridge projects.
The Committee directs FHWA to give priority consideration to the
bridge over the Missouri River at Yankton, SD; the Cooper River bridges
in Charleston, SC; bridges on I 15 in Utah; and the Kimball and Silver
Creek junctions on I 80 in Utah; and the Bill Emerson Memorial Bridge in
Cape Girardeau, MO.
TIMBER BRIDGE
Current law also reserves discretionary highway timber research and
demonstration program funding. Consistent with the criteria established
in section 1039 of Public Law 102 240, $1,000,000 is available for
research grants and information transfer and $7,500,000 is available for
construction grants. The Committee directs that, out of construction
grants, $2,000,000 be available for the covered bridge restoration
project in Vermont.
DISCRETIONARY INTERSTATE 4 R
Current law reserves $65,000,000 of national highway system funds for
discretionary allocation for projects to resurface, restore
rehabilitative, or reconstruct Interstate highway segments. The
Committee directs FHWA to give priority consideration to widening of I
15 in Nevada from I 215 to SR 146, I 15 reconstruction from 10800 south
to 600 north in Utah, the University Avenue/I 15 interchange
reconfiguration in Provo, UT, and the Sunset Way interchange on I 90 in
Issaquah, WA.
FEDERAL LANDS HIGHWAY PROGRAMS
Consistent with section 204 of title 23 United States Code, which
authorizes the Federal Lands Highways Program, the Committee directs
that priority consideration be given the following projects:
straightening of 18 miles of BIA Route 1281 (Snake Road) in Florida,
upgrading the SR 160/Pahrump Highway in Nevada, and construction of an
access road in Snowbasin within the Wasatch National Forest, UT.
The Committee is concerned about the fact that the distribution of
Federal lands funds among the States bears very little relationship to
the proportion of Federal lands within the States or regions of the
country.
The Committee is concerned about responsibility for maintaining the
38-mile portion of Beartooth Highway from the Montana-Wyoming border to
the northeast entrance of Yellowstone National Park. The road, which is
closed to travel in the winter months due to excessive snow conditions,
is completely surrounded by Custer and Shoshone National Forests. The
Committee is concerned about responsibility for snow removal in the
spring. Snow removal is a necessary maintenance requirement to open the
road prior to Memorial Day each year.
Although responsibility has historically been assumed by the National
Park Service, negotiations this year between Montana and Wyoming, the
Park Service, and the National Forest Service indicated that none of the
entities has the resources to assume snow removal responsibilities. The
Committee urges FHWA to work to resolve this issue among the parties to
ensure that this critical road is opened to traffic before Memorial Day
next year.
In addition, the Committee urges FHWA to work with the Department of
the Interior and the State of Montana to ensure that snow removal needs
on the Going-to-the-Sun Road in Glacier National Park, MT, are met.
INTERSTATE DISCRETIONARY
Under the ISTEA highway authorization, the final set-aside of funds
for the Interstate Discretionary Program occurred in fiscal year 1995.
As of February 28, 1997, $61,247,428 of these funds were available for
distribution which is expected to occur in fiscal year 1998.
FERRYBOAT AND FACILITIES
Current law provides $18,000,000 for ferryboat and facilities
construction. Within this amount, the Committee directs that $6,390,000
be available for the Hollis-Craig-Ketchikan ferry in light of the fact
that the Committee is recommending an earlier designation of FTA New
Start funds for this project be deleted since the project is more
appropriately funded in this account. The Committee further directs that
FHWA give priority consideration to the following projects: purchase of
a ferryboat for Taney County, MO; improvements to the North Carolina
State ferry system; rehabilitation of the multimodal ferry terminal in
Clinton, WA; and return to service of the Nobska ferry for operation
between New Bedford, MA, and Martha's Vineyard and Nantucket. With
respect to the Nobska project, the Committee urges FHWA to reconsider
the eligibility of the Nobska provided that it remain in service to the
public and that it remain governed by its previous agreement with the
Commonwealth.
SCENIC BYWAYS PROGRAM
Current law provides $14,000,000 for planning, design, and
development of State scenic byway programs. The Committee directs FHWA
to give priority consideration to the safety improvement program on
Highway 101 around the Olympic Peninsula in Washington State.
OTHER
Railroad/highway safety project--Lincoln County, MS .--For the
purpose of constructing an overpass to improve access and enhance
highway/rail safety and economic development at an industrial park site
in Brookhaven in Lincoln County, MS, the State of Mississippi may use
funds previously allocated to it under the transportation enhancements
program, provided that the State would otherwise be unable to use the
funds for transportation enhancement projects consistent with current
law.
RIGHT-OF-WAY REVOLVING FUND
(Limitation on Direct Loans)
(Highway Trust Fund)
Appropriations, 1996 ...........................
Appropriations, 1997 ...........................
Committee recommendation $8,000,000
The Federal-Aid Highway Act of 1968 authorized $300,000,000 for the
establishment of the right-of-way revolving fund. This fund is utilized
to make cash advances to the States for the purpose of purchasing
right-of-way parcels in advance of highway construction and thereby
preventing the inflation of land prices from causing a significant
increase in construction costs. When right-of-way acquisition has been
made and highway construction is initiated, the State becomes eligible
for Federal grants under the various Federal-aid highway authorizations.
At the point when progress payments are made to the State for
construction, the State in turn reimburses the revolving fund for
advances made to that State for right-of-way acquisition. Utilizing this
method of funding, all reimbursements made to the revolving fund may be
reallocated to other States requiring advances.
The administration requested a prohibition on further obligations for
1998. The Committee has included bill language to allow for the
obligation of net reimbursements, that is when repayments exceed other
costs. It is estimated that $8,000,000 is necessary to cover the subsidy
costs of the new, net loans.
MOTOR CARRIER SAFETY GRANTS
(liquidation of contract authorization)
(Highway Trust Fund)
Appropriations, 1997 $74,000,000
Budget estimate, 1998 90,000,000
Committee recommendation 85,000,000
This program was first authorized by the Surface Transportation
Assistance Act of 1982. It provides grants to States for improved
enforcement of Federal and State motor carrier safety rules. It has been
shown that added enforcement of truck safety rules reduces truck-related
accidents and fatalities. The major objective of this program is to
reduce the number and severity of accidents involving commercial motor
vehicles.
The Committee recommends a liquidating cash appropriation of
$85,000,000.
LIMITATION ON OBLIGATIONS
The Committee recommends a limitation on obligations of $84,300,000
for motor carrier safety grants. This is an increase of $6,075,000 over
the 1997 enacted level and a decrease of $15,700,000 below the budget
request. The Committee recommends the following changes to the budget
request:
Safety performance incentive grants -$3,500,000
State training and administration -200,000
Information systems and analysis -12,000,000
-15,700,000
Safety performance incentive grants .--The Committee favors a
performance-based allocation formula for the MCSAP which would provide
maximum flexibility to the States, while still maintaining the safety
achievements of the current program. To encourage the FHWA and the MCSAP
States to complete the necessary rulemaking and program changes to
achieve this objective, the Committee recommends $4,000,000 for safety
performance incentive grants. The Committee looks forward to reviewing a
final regulation amending the current allocation formula and program
structure of the MCSAP.
State training and administration .--The Committee has provided
$800,000 for State training and administration, which is $200,000 below
the administration's request. The Committee has increased the basic
grants to States, which will allow States to assume a larger role in
training their officers.
Information systems and analysis .--The Committee is aware that FHWA
is finding many examples where its information systems are lacking data
on crashes involving specific commercial motor carriers. This
information is of critical importance in targeting problem operators and
in reducing the number of unnecessary audits to compliant carriers. To
this end, the Committee has provided $1,000,000 to be used by the States
to improve accident reporting.
Commercial vehicle information system .--The Committee has provided
$3,000,000 to help the States implement the commercial vehicle
information system. The Committee has increased the amount provided for
this activity to respond to the increased number of States that want to
participate in this successful program. FHWA shall prepare a report to
both the House and Senate Committees on Appropriations before January 1,
1998, detailing the current costs and benefits of investments in the
CVIS program.
Driver program initiative .--The Committee has provided $1,000,000
to address various driver challenges affecting the driver licensing
component of commercial vehicle safety. These moneys can be used to
improve data systems regarding driver records, transmission of judicial
decisions needed by State licensing agencies, and State licensing and
testing processes. Moneys may also be used to assist the States in
meeting CDL regulatory requirements, and other program evaluation and
monitoring activities.
STATE INFRASTRUCTURE BANKS
(highway trust fund)
Appropriations, 1997 (general fund) $150,000,000
Budget estimate, 1998 (trust fund) 150,000,000
Committee recommendation ...........................
State infrastructure banks are a promising way of facilitating needed
infrastructure investment, especially when all levels of government are
facing constrained resources. State infrastructure banks are a means of
increasing and improving both public and private investment in
transportation.
The National Highway System Designation Act of 1995 modified by the
1997 Department of Transportation Appropriations Act authorized States
to test State infrastructure banks [SIB's] which would provide greater
flexibility to support the financing of projects by using Federal-aid
funds for revolving loans and other forms of nontraditional financial
assistance for both public and private entities developing eligible
transportation projects. States have shown significant interest in
exploring the infrastructure financing benefits offered by this concept.
Thirty-eight States are now participating in the SIB pilot program. This
program is new, and, while the great majority of States have shown
interest in the program, there is little evidence yet of its
effectiveness. The Committee does not propose to provide additional SIB
seed money in fiscal year 1998. If participating States find SIB's to be
an effective way to increase investment, they can use their regularly
apportioned Federal-aid funds to capitalize SIB's further. The Committee
proposes a major increase in the amount of Federal-aid highway funds
that would be available for obligation.
INFRASTRUCTURE CREDIT PROGRAM
Appropriations, 1997 ...........................
Budget estimate, 1998 (trust fund) $100,000,000
Committee recommendation ...........................
(Highway Trust Fund)
The administration proposes $100,000,000 for an infrastructure credit
enhancement program. This program is intended to address the funding gap
for large projects of national significance that due to their scale and
complexity cannot be adequately funded through a SIB. This new program
would supplement existing Federal programs and leverage private capital
investment.
This program has not yet been authorized, so the Committee proposes
no funding for fiscal year 1998.
NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The National Highway Traffic Safety Administration [NHTSA] was
established as a separate organizational entity in the Department of
Transportation in March 1970, to reduce the mounting number of deaths,
injuries, and economic costs resulting from traffic crashes on the
Nation's highways. The National Traffic and Motor Vehicle Safety Act
provides for the establishment and enforcement of Federal safety
standards for motor vehicles and associated equipment and research,
including the operation of required testing facilities and the National
Driver Register. The Motor Vehicle Information and Cost Savings Act
initially provided for the establishment of low-speed collision bumper
standards, consumer information activities, diagnostic inspection, and
odometer regulations and was later amended to incorporate responsibility
for the administration of Federal automotive fuel economy standards.
The Highway Safety Act provides for a coordinated highway safety
grant program to be carried out by the States, together with supporting
research, development, and demonstration programs. Under section 403 of
title 23, United States Code, technical assistance is provided to the
States in the conduct of their highway safety programs, and research and
demonstration projects are conducted to develop and show the
effectiveness of new techniques and countermeasures to address highway
safety problems including the Safe Communities Injury Control Program
initiated in 1996.
Grants are provided to the States under title 23, United States Code,
section 402 to assist in the establishment and improvement of highway
safety programs designed to reduce traffic crashes, deaths, and
injuries. Grants are funded as contract authority and apportioned by
formula to the States. Alcohol incentive grants are also allocated to
the States for driver impairment safety programs under title 23, United
States Code, section 410. In addition, some Federal-aid highway
apportionments may be transferred, pursuant to 23 U.S.C. 153, to States
that have not put safety belt use laws into effect.
The Committee recommends a total program level of $333,500,000 for
the activities and programs of the National Highway Traffic Safety
Administration for fiscal year 1998. This is $500,000 more than the
budget request.
The following table summarizes the Committee recommendations:
Program Fiscal year 1997 enacted\1\ Fiscal year 1998 estimate Committee
recommendation
Operations and research $132,612,000 $147,500,000 $146,500,000
General funds (80,900,000) (74,760,000)
Highway trust funds (51,712,000) (147,500,000) (71,740,000)
Highway traffic safety grants\2\ \3\168,100,000 \3\185,500,000
\3\187,000,000
----------------------------- --------------------------- --------------------------
Total \4\300,712,000 333,000,000 333,500,000
\1\Excludes reductions for TASC and awards pursuant to sections 321 and 346 of Public Law
104 205.
\2\Limitation on obligations.
\3\Includes highway-related safety grants program previously funded in FHWA.
\4\Excludes $3,000,000 in contract authorization provided in Public Law 105 18.
OPERATIONS AND RESEARCH
(Including Highway Trust Fund)
Appropriations, 1997\1\ $132,612,000
Budget estimate, 1998 147,500,000
Committee recommendation 146,500,000
\1\Excludes reduction of $629,812 for TASC and awards pursuant
to sections 321 and 346 of Public Law 104 205.
The bill includes an appropriation of $146,500,000 for operations and
research, which is $1,000,000 less than the budget request.
This level of funding provides for 660 full-time permanent positions.
The amount appropriated is to be distributed as follows:
[Dollar amounts in thousands]
Program Fiscal year 1997 appropriation level Fiscal year 1998 budget
estimate Committee recommendation
Safety performance $12,226 $13,124
$13,124
Safety assurance $18,966 $19,923
$19,348
Highway safety $44,465 $49,665
$48,920
Research and analysis $50,387 $57,411
$57,411
Office of the Administrator $3,728 $4,116
$4,116
General administration $8,568 $9,419
$9,419
Grant administration reimbursement -$6,358 -$6,158
-$5,838
Accountwide adjustments ----------------------------------
--------------------------
--------------------------------------
Total $131,982 $147,500
$146,500
(Positions) (664) (664)
(660)
\1\Excludes reductions for TASC and awards pursuant to sections 321 and 346 of Public Law
104 205.
Adjustments have been made to the administration's requested level in
the following accounts:
Safety assurance:
-$500,000
-75,000
Highway safety:
+413,000
+1,066,000
-204,000
-2,000,000
+300,000
-320,000
SAFETY PERFORMANCE STANDARDS
Airbag deactivation rule .--While NHTSA estimates that thousands of
lives have been saved as a result of airbags since 1990, more than 60
people have been killed by airbags in crashes that, without the airbag,
were unlikely to cause injury. Most of these victims have been
small-statured adults and children. The Committee is aware of the
substantial public concern regarding the potential dangers of airbags.
Many parents are not able to fit all of their children in the back seat
of a car, and many families carpool, which often requires children to
ride in the front seat. The Committee directs NHTSA by December 31,
1997, to make a determination with regard to its pending rulemaking on
airbag deactivation. The Committee also directs NHTSA to continue to
make available to parents and other individuals accurate information on
the safety benefits and risks of airbags and on the correct use of
airbags.
Uniform tire quality grading standards .--The Committee has included
a prohibition that has been included in previous appropriations acts, on
any rulemaking which would require that passenger car tires be labeled
to indicate their low rolling resistance, or fuel economy
characteristics. The Committee has included this provision because the
need for such labels has not been adequately justified and the
additional costs associated with this proposal would likely be
prohibitive.
SAFETY ASSURANCE
Auto safety hotline .--The Committee recommends $953,000 to continue
present operations of the auto safety hotline. In fiscal year 1997,
funding for this program increased 125 percent to $1,483,000. One of the
reasons for this dramatic increase was to expand computer and telephone
equipment to handle a greater volume of calls. This equipment upgrade
has largely been accomplished, and therefore, such a high level of
funding should not be needed. The Committee's level of $953,000
represents a 45-percent increase over the fiscal year 1996 level.
Moreover, the Committee urges NHTSA to maximize the use of the internet
both to improve access to safety reports and brochures and to receive
information on possible vehicle defects.
Odometer fraud program. --The Committee has provided a total of
$135,000 for the odometer fraud program, which is $75,000 more than the
fiscal year 1997 level and $75,000 less than the administration's
request.
HIGHWAY SAFETY PROGRAMS
Alcohol, drugs, and State programs .--The Committee has provided
$10,209,000, the same amount appropriated for fiscal year 1997 and
$1,066,000 more than the administration's request. Alcohol was involved
in more than 17,000 traffic fatalities in 1996, accounting for more than
41 percent of all traffic fatalities. Furthermore, the number of
alcohol-related traffic fatalities increased in 1996 for the first time
in many years. To address this challenge, it is important that at least
the fiscal year 1997 level of alcohol countermeasure funding be
maintained.
National Occupant Protection Program .--The Committee has provided
$7,023,000, which is $413,000 above the administration's requested
level, in order to enhance NHTSA's effort to meet the national goal of
85 percent belt use rate throughout the United States. There is
overwhelming evidence that increased seatbelt use is the most effective
mechanism in preventing traffic-related injuries and fatalities.
Increasing belt use to 85 percent is expected to prevent almost 4,200
fatalities and 102,000 injuries and is estimated to save the Nation
$6,700,000,000 annually in medical expenses and losses in economic
productivity. Within the funds provided, the Committee has included
$1,000,000 in State grants for a new pilot program for States to
experiment with alternative safety restraint bar devices on schoolbuses.
The Committee is encouraged by new technologies which would improve
safety restraint usage rates on schoolbuses. NHTSA shall report back to
the Committee no later than December 31, 1997, on the implementation of
this program.
Enforcement and emergency services .--The Committee has provided
$3,196,000, $811,000 more than the fiscal year 1997 level and $204,000
less than the administration's request. The Committee has not included
funding for a new Federal study to demonstrate that traffic enforcement
can lead to criminal apprehension. The link between traffic enforcement
and criminal activity is apparent and has already been documented by
NHTSA, and does not necessitate a new Federal study.
Automatic external defibrillators .--The Committee believes that the
use of automatic external defibrillators [AED's] by emergency responders
can significantly improve cardiac arrest survival rates. To ensure that
training standards for use of AED's are not unnecessarily burdensome and
are consistent with new easy-to-use AED technology, the Committee
encourages the Secretary to work with State departments of
transportation and other appropriate State agencies to review their
defibrillator training requirements and to modify these requirements
where appropriate.
Driving, drugs, and youth initiative .--The Committee has not
provided any funds for this initiative. It is doubtful that prelicensor
drug testing, which is more of an intelligence test than a safety
countermeasure, would have any measurable impact on teen drug use or on
traffic safety problems caused by younger drivers. This 4-year
demonstration program would cost at least $16,000,000 during the next 3
years and would detract from the amount of funds available for many
critical highway safety initiatives, such as reducing alcohol-impaired
driving, increasing seatbelt use, reducing drug-impaired driving, and
programs to improve youth driving skills. This initiative is designed to
be a demonstration program for other States to model, but most States
will be discouraged from repeating this program because of the serious
constitutional, legal, and privacy issues raised by this program, and
the enormous startup costs States would incur without Federal
assistance. The Committee notes that the National Association of
Governors' Highway Safety Representatives opposes this program.
Head injury management .--The Committee has included $300,000 for
the purpose of improving prehospital care for head-injured patients.
Each year, 500,000 people are hospitalized due to head injuries, the
majority of which are caused by motor vehicle accidents. The economic
impact of traumatic brain injury is estimated at more than
$40,000,000,000 annually. The American Association of Neurological
Surgeons [AANS], the Congress of Neurosurgeons [CNS], and the World
Health Organization Committee on Neurotrauma have recently endorsed a
single set of scientifically based ``Guidelines for the Management of
Severe Head Injury.'' In 1996, the guidelines were published and
distributed to neurosurgeons, neurologists, critical care physicians,
and emergency room physicians throughout the United States. However,
although one-third of the guidelines address prehospital resuscitation
and care, to date no direct effort has been made to get the guidelines,
and the protocol spelled out within them, to the emergency medical
service medical directors or the emergency medical service personnel in
the ambulances and helicopters. The Committee has provided $300,000 so
that the scientific guidelines may be translated into a useful document
for EMS personnel, including the development of new patient management
protocol, algorithms, and training support materials. The Committee
encourages NHTSA to work with the Aitken Neuroscience Institute to
accomplish this objective.
FTE reduction .--The administration has given States considerably
more flexibility under the section 402 State Highway Safety Grant
Program and reduced the level of Federal management of this program.
NHTSA should not need as many employees to administer this program.
Therefore, the Committee is reducing the FTE level and transferring the
corresponding funds into the State grant program.
RESEARCH AND ANALYSIS
Special crash investigations .--The Committee has provided the
requested increase in funding to analyze airbag-related crashes which
involve serious injuries or fatalities. Following the March 1997 NHTSA
rule which allows automobile manufacturers to depower their airbags,
many manufacturers have announced that all, or most, of their 1998 model
year vehicles will incorporate depowered bags. Therefore, the Committee
directs NHTSA to ensure that sufficient emphasis is placed on
quantifying the safety benefits and costs associated with depowering
airbags. Specifically, NHTSA should investigate crashes involving
vehicles with depowered airbags in which there was a front-seat occupant
fatality or serious injury and compare the effectiveness of depowered
airbags with that of full-powered airbags for: (1) vulnerable occupants
such as small-statured adults and children; (2) all unbelted occupants;
and (3) fatalities and injuries for all occupants.
Biomechanics .--The Committee recommends $10,587,000, the amount
requested in the budget. This appropriation continues funding for
hospital-based, indepth crash injury studies at four trauma centers.
Currently, these centers are located at the William Lehman Injury
Research Center at Jackson Memorial Hospital, Miami; the National Study
Center for Trauma and EMS, Baltimore; the University of Medicine and
Dentistry, New Jersey; and the Children's National Medical Center,
Washington, DC.
HIGHWAY TRAFFIC SAFETY GRANTS
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1997 ($168,100,000)
Budget estimate, 1998 (185,000,000)
Committee recommendation (186,000,000)
The budget provides for the continuation of the safety formula grant
program. Grant allocations are determined on the basis of a statutory
formula established under 23 U.S.C. 402. The budget proposes
consolidating grant programs into a State and community formula grant
program. Individual States use this funding in national priority areas
established by Congress which have the greatest potential for achieving
safety improvements and reducing traffic crashes, fatalities, and
injuries. The alcohol incentive grant program encourages States to enact
stiffer laws and implement stronger programs to detect and remove
impaired drivers from the roads. The proposed occupant protection
program encourages States to promote and strengthen occupant protection
initiatives.
The Committee recommends an appropriation for liquidation of contract
authorization of $186,000,000 for the payment of obligations incurred in
carrying out provisions of the State and Community Highway Safety
Program (sec. 402) and the Impaired Driving Countermeasures Incentive
Grant Program (sec. 410).
The Committee has included a provision prohibiting the use of section
402 funds for construction, rehabilitation or remodeling costs, or for
office furnishings and fixtures for State, local, or private buildings
or structures.
LIMITATION ON OBLIGATIONS
The bill includes language limiting the obligations to be incurred
under the various highway traffic safety grants programs, as requested
in the budget. Separate obligation limitations are included in the bill
with the following funding allocations:
Fiscal year 1997 enacted Fiscal year 1998 estimate Committee
recommendation
State and community grants\1\ $140,200,000 $140,200,000
$150,700,000
Alcohol incentive grants 25,500,000 34,000,000
34,000,000
Occupant protection incentive grants 9,000,000
National Driver Register 2,400,000 2,300,000
2,300,000
-------------------------- --------------------------- --------------------------
Total 168,100,000 185,500,000
187,000,000
\1\Merges FHWA's and NHTSA's section 402 formula grant programs.
The Committee has included an obligation limitation of $150,700,000
for the section 402 program, which is $10,500,000 more than the budget
request. This limitation includes $138,700,000 for NHTSA's section 402
grant program and $12,000,000 for FHWA's section 402 grant program.
Language is included in the bill limiting funds available for Federal
grants administration to $4,948,000. A reduction of four FTE's of NHTSA
personnel in the field is recommended with the savings being transferred
to the States to help design their own safety programs after careful
evaluation of their safety problems and resources.
Within the moneys allowed for the section 402 program, the Committee
has included $9,000,000 to expedite the efforts of the States to
increase seatbelt use. The Committee intends that these funds will be
used for occupant protection activities beyond the estimated amount that
each State spent in this area in fiscal year 1997.
The Committee has provided additional funds beyond the amount
requested for the basic section 402 program to support the States'
efforts to prepare performance-based highway safety plans. As a result
of interim final regulations issued by NHTSA and FHWA, all States will
be required to prepare performance-based plans during fiscal year 1998
to receive section 402 moneys. The preparation of these documents will
require improved data analysis and information systems and program
evaluation. To defer these additional costs, the Committee has
recommended $1,500,000 above the administration's request.
FORMULA GRANTS (SEC. 410)
The Committee proposes a total limitation of $34,000,000 for
obligations to be incurred under the section 410 Alcohol-Impaired
Driving Countermeasures Program authorized under the Intermodal Surface
Transportation Efficiency Act of 1991. The section 410 program has
provided incentives to States to implement innovative strategies to
reduce drunk and drugged driving, and constitutes an essential part of
the goal to reduce alcohol-related traffic deaths. To receive grants
under the section 410 program, States must satisfy certain basic
criteria established by Congress, including prompt license suspension,
legal blood-alcohol content levels, sobriety checkpoints,
self-sustaining community alcohol programs, mandatory sentencing, and
control of access to alcohol by youth. Supplemental grant funding is
available to States that meet additional criteria, including .02 BAC
zero tolerance laws for drivers under age 21, open container laws,
strict drugged driving prevention programs, and mandatory BAC testing
programs. Section 410 grants funds may be used only to support programs
to reduce impaired driving.
The bill includes language, as requested, providing that $500,000 of
the section 410 moneys shall be used for technical assistance.
NATIONAL DRIVER REGISTER
The National Driver Register [NDR] is a central repository of
information on individuals whose licenses to operate a motor vehicle
have been revoked, suspended, canceled, or denied. As authorized by
Congress, the NDR is transitioning to an electronic problem driver
pointer system to facilitate the decisionmaking by State driver
licensing officials. NHTSA is preparing for transfer of certain NDR
activities to a non-Federal entity. The NDR also contains information on
persons who have been convicted of serious traffic-related violations
such as driving while impaired by alcohol or other drugs. State driver
licensing officials query the NDR when individuals apply for a license,
for the purpose of determining whether driving privileges have been
withdrawn by other States. Other organizations such as the Federal
Aviation Administration and the Federal Railroad Administration also use
NDR license data in hiring and certification decisions in overall U.S.
transportation operations.
The bill includes an obligation limitation of $2,300,000 for the NDR,
which is the same as the administration's request.
FEDERAL RAILROAD ADMINISTRATION
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The Federal Railroad Administration [FRA] became an operating
administration within the Department of Transportation on April 1, 1967.
It incorporated the Bureau of Railroad Safety from the Interstate
Commerce Commission, the Office of High Speed Ground Transportation from
the Department of Commerce, and the Alaska Railroad from the Department
of the Interior. The Federal Railroad Administration is responsible for
planning, developing, and administering programs to achieve safe
operating and mechanical practices in the railroad industry. Grants to
the National Railroad Passenger Corporation (Amtrak) and other financial
assistance programs to rehabilitate and improve the railroad industry's
physical plant are also administered by the Federal Railroad
Administration.
The Committee recommends new appropriations and obligation
limitations totaling $618,223,000 for the activities of the Federal
Railroad Administration for fiscal year 1998. This is $278,086,000 less
than the budget request.
The following table summarizes the Committee recommendations:
Program Fiscal year 1997 enacted\1\ Fiscal year 1998
budget estimate Committee recommendation
Office of the Administrator $16,739,000
$20,559,000 $19,800,000
Railroad safety 51,407,000
57,067,000 57,067,000
Railroad research and development 20,100,000
21,638,000 24,906,000
Northeast Corridor Improvement Program 175,000,000
273,450,000
Railroad Rehabilitation and Improvement Program
High-speed rail trainsets and facilities 80,000,000
Next generation high-speed rail 24,757,000
19,595,000 26,000,000
Alaska railroad rehabilitation 10,000,000
17,000,000
Rhode Island rail development 7,000,000
10,000,000 10,000,000
Direct Loan Financing Program 58,680,000
Grants to National Railroad Passenger Corpora- tion\2\ 587,950,000
344,000,000
Capital grants to National Railroad Passenger Corporation (HTF)
445,450,00
Operating grants to National Railroad Passenger Corporation (HTF)
344,000,000
----------------------------- ----------------------------------
--------------------------
\1\Excludes reductions for TASC and awards pursuant to sections 321 and 346 of Public Law
104 205; also excludes $18,900,000 in emergency railroad rehabilitation and repair.
\2\Includes mandatory passenger rail service payments.
OFFICE OF THE ADMINISTRATOR
Appropriations, 1997\1\ $16,739,000
Budget estimate, 1998 20,559,000
Committee recommendation 19,800,000
\1\Excludes reductions for TASC and awards pursuant to sections
321 and 346 of Public Law 104 205.
The Office of the Administrator provides support and guidance on
issues concerning the railroad industry and the day-to-day operations of
the Federal Railroad Administration. The appropriation includes budget
activities related to executive direction and administration and policy
support aimed at resolving problems facing the railroad industry. For
the Office of the Administrator, the Committee provides $19,800,000. The
amount provided is $759,000 less than the administration's request.
COMMITTEE RECOMMENDATION
The Committee recommends the following adjustments to the budget
request:
Limit growth in technical assistance and policy support -$50,000
Limit growth in support services -85,000
Limit growth in information technology -146,000
Reduce costs for GSA rent -442,000
Chief Counsel staffing ( -1 FTE) -36,000
Technical assistance and policy support .--The Committee recommends
$50,000 for contract support, which is $50,000 less than the amount
requested. The additional funds provided will allow FRA to improve the
analytical tools used by the States to decide whether to invest in
rail-related projects. The Committee has not provided the amount
requested because of budgetary limitations and the availability of more
than 20 staff in the Office of Policy and Program Development to conduct
much of the analysis needed to support its mission.
Support services .--Because of budgetary limitations, the Committee
is recommending $40,000, which is $85,000 below the request. This
reduction shall not affect travel in the Northeast corridor to maintain
adequate Amtrak oversight.
Information technology .--Because of budgetary limitations and the
need to reduce the rate of funding increase in this area, the Committee
is recommending $146,000, which is $146,000 below the request.
GSA rent .--The Committee is concerned that FRA is incurring higher
rental costs at its headquarters offices in downtown Washington than it
would at the Nassif Building, where other departmental agencies are
located. The Committee, therefore, recommends a GSA rent funding level
of $2,513,000, a reduction of $442,000 below the administration's
request. It is the Committee's strong preference that FRA return its
headquarters staff to the Nassif Building where the agency is more fully
integrated within the departmental community.
Chief Counsel staffing .--It is the Committee's opinion that the
additional position requested to assist the Chief Counsel's office with
regulatory issues is not necessary at this time.
Operation Respond .--Operation Respond is a project designed to
improve information available to first responders at hazardous materials
and passenger train incidents. Through software and training developed
by this joint industry/government partnership, fire and law enforcement
dispatch centers have increased capability to determine quickly and
accurately the contents of a hazardous material railcar or truck trailer
involved in an accident. Currently there are approximately 104
installations using this technology in 17 States. Work has resulted in
the development and demonstration of a CD ROM that includes diagrams and
photographs of rail equipment, suggested extrication points, rescue
guidelines, emergency/handicapped features of railcars as well as full
motion video and audio procedures for removal of passenger car windows
and doors. The Federal investment in this program has successfully
generated commensurate investments from rail and commercial motor
vehicle carriers. The Committee sees benefit in supporting this program
to include regional and shortline railroads as well as continuing
refinements in the area of passenger rail. The Committee's allowance
includes $50,000, as requested, to support this important program.
Additional funds for Operation Respond are included in the Intelligent
Transportation Systems Program within the Federal Highway Administration
section of this report.
RAILROAD SAFETY
Appropriations, 1997\1\ $51,407,000
Budget estimate, 1998 57,067,000
Committee recommendation 57,067,000
\1\Excludes reductions for TASC and awards pursuant to sections
321 and 346 of Public Law 104 205.
This appropriation finances the development, administration, and
enforcement of programs designed to achieve safe operating and
mechanical practices in the railroad industry.
The Committee recommends a $57,067,000 program level for the Railroad
Safety Program, the same amount requested by the administration.
COMMITTEE RECOMMENDATION
The Committee recommends the following adjustments to the budget
request:
Limit staff increase and associated personnel costs ( -2 FTE's) -$72,000
Limit growth in technology systems -77,000
Rail safety advisory committee -100,000
Administrative reduction -40,000
Automated track inspection vehicle -111,000
Grade crossing safety activities +400,000
FRA-wide technology systems .--Because of budgetary limitations, the
Committee recommends a reduction of $77,000 for FRA-wide technology
systems. FRA is provided the flexibility to find necessary cost savings
within the budget of the Office of Safety to pay for video conferencing
and imaging systems.
Railroad Safety Advisory Committee [RSAC] .--The cooperative work of
rail industry, labor, government, and other concerned parties assembled
under the auspices of the Railroad Safety Advisory Committee, has been
rather successful. The quality of proposed regulations has improved.
Neither rail labor nor management have voiced any concerns to the
Committee regarding this process, and the overall costs of regulatory
formulation have decreased. The Committee commends this process and
praises the voluntary contributions of all those individuals involved.
Because of the success of this effort and the need for continued
progress in FRA's regulatory process, the Committee recommends an
increase of $50,000 over the enacted level to support the RSAC. Because
of budgetary limitations and the longstanding interest of reducing
expenses of the Department's Federal advisory committees, the Committee
is unable to provide the entire amount requested. The Committee also
notes that other modal administrations use negotiated rulemaking
processes without requesting substantial increases in their operating
budgets.
Administrative reduction .--The Office of Safety is provided the
administrative flexibility to find $40,000 in savings from travel,
permanent change of station costs, bonuses, or other administrative
expenses.
Automated track inspection vehicle [ATIP] .--The Committee strongly
supports FRA's efforts to replace the T 10 track geometry inspection
vehicle. ATIP provides a means of detecting geometry defects in track
that help direct critical repairs and prevent track-related accidents,
and also assists FRA safety inspectors in planning their inspections
based on historical trends. The current vehicle is 16 years old, and has
become more difficult to use due to nonavailability of parts and lack of
expertise to repair. However, the Committee is confident that reducing
the $3,000,000 requested funding for ATIP by $111,000 will not delay the
design, integration, installation, and delivery of the new vehicle
beyond the 18-month schedule estimated by the agency.
Grade crossing safety .--The Committee recommends that not less than
$600,000 shall be allocated for activities to improve grade crossing
safety. This represents an increase of $400,000 above the base program
level of $200,000. FRA's grade crossing program will include:
encouraging the safe consolidation and closing of crossings consistent
with State and local objectives; working with State and local government
safety officials to reduce the risk of crashes; promoting the use of
technology to improve compliance with traffic signals and signs; and
providing outreach and educational materials to the judicial and
enforcement community. These funds are in addition to those provided for
information analysis and collection.
Significant improvements in grade crossing safety have been realized,
especially since 1994. Continued reductions in the number of grade
crossing fatalities and injuries will require sustained efforts by the
traffic safety community, industry, and the FRA. The Committee supports
FRA's longstanding commitment that its field staff dedicate a portion of
their time to Operation Lifesaver activities. Unfortunately, FRA's
commitment to this objective has apparently diminished. Although there
are other workload demands on FRA's inspectors, these demands should be
balanced with the need to address the major causal factor of death and
injury associated with rail transportation: namely, failure to comply
with grade crossing signs and signals and railroad property rights.
Consequently, the Committee requests the Administrator to reinstitute
and adhere to the goal of ensuring that most FRA inspectors play a
definitive role in promoting the public educational aspects of grade
crossing safety and preventing trespassing on railroad properties. The
Committee directs FRA to prepare a letter to the House and Senate
Appropriations Committees detailing significantly increased inspector
time allocated toward Operation Lifesaver activities. The letter, to be
submitted by May 1, 1998, shall include information of the increased
frequency of Operation Lifesaver contacts and copies of memoranda to the
field staff demonstrating FRA's commitment to the goal of active FRA
participation in Operation Lifesaver activities. The Committee
encourages FRA to increase the percentage of safety inspectors who are
certified to be Operation Lifesaver presenters from the current level of
60 percent to 80 percent.
RAILROAD RESEARCH AND DEVELOPMENT
Appropriations, 1997\1\ $20,100,000
Budget estimate, 1998 21,638,000
Committee recommendation 24,906,000
\1\Excludes reductions for TASC pursuant to section 321 of
Public Law 104 205.
The Federal Railroad Administration's Railroad Research and
Development Program provides for research in the development of safety
and performance standards for high speed rail and the evaluation of
their role in the Nation's transportation infrastructure. The program
also provides support for the Deputy Associate Administrator for
Technology Development and the staff of the Office of Research and
Development. The Committee recommends an appropriation of $24,906,000
for railroad research and development.
COMMITTEE RECOMMENDATION
The Committee recommends the following changes to the
administration's budget submission:
Equipment, operations, and hazardous materials +$250,000
Track, structures, and train control +3,500,000
Safety of high-speed ground transportation -600,000
Research and development facilities -80,000
Administration -102,000
Transportation research board study +300,000
Equipment, operations, and hazardous materials .--The Committee
recommends a funding level of $5,759,000 for this budget activity, an
increase of $250,000 above the requested level. Within this funding, the
Committee has deleted $100,000 associated with the diesel multiple units
and light rail vehicle project element, and a reduction of $50,000 from
equipment-related research.
Operation Lifesaver .--Within the equipment, operations, and
hazardous materials budget activity, the Committee recommends $600,000
to support Operation Lifesaver activities, which is $200,000 more than
requested in the budget. This increase is necessary to ensure adequate
assistance and support to the 49 State Operation Lifesaver programs.
These moneys will be used for: providing appropriate and ongoing
training and advisory services for State and regional coordinators,
trainers, and presenters; developing and distributing generic public
education materials and public service campaign materials for radio and
print media; supporting State and community outreach, including
materials for commercial drivers, law enforcement personnel, prosecutors
and judges, and encouraging development of State and community trespass
prevention programs.
1 800 emergency notification system .--The Committee maintains that
FRA should proceed expeditiously with the development and evaluation of
computer-based emergency response systems that will expedite
notification of malfunctioning grade crossing signals, or track
obstacles, such as trucks that have become hung-up on high-profile rail
crossings. Such statewide systems are recommended by the National
Transportation Safety Board as a means to warn railroads and local law
enforcement of such problems, before they contribute to an accident. The
$200,000 included by the Committee for this initiative within the
equipment, operations, and hazardous materials budget activity will
allow FRA to expand this project to allow participation of three States.
Before the fiscal year 1999 budget is submitted to Congress, the
Administrator shall provide the House and Senate Committees on
Appropriations a research and technology transfer plan with definitive
schedules delineating the process and timetable that will be used to
complete this project and promote State investment in this approach to
improve grade crossing safety.
Track, structures, and train control .--The Committee has provided a
funding level of $11,246,000 for the track, structures, and train
control budget activity, an increase of $3,500,000 above the
administration's request. The Committee has not provided the $500,000
requested for replacement and upgrade of the T 6 inspection railcar, but
will consider without prejudice any proposed reprogramming action to
provide the necessary funds within FRA's research and development office
for this new equipment.
Alaska Railroad positive train control demonstration project .--The
Committee has provided $4,000,000 for a positive train control
demonstration [PTC] project on the Alaska Railroad. The focus of the
project should be on positive train separation and the protection of
track crews and inspectors, as well as improved train performance and
eliminating the need for construction of additional sidings. The
Committee understands that the Alaska Railroad presents a uniquely
suitable demonstration staging area, because it is simpler to implement
PTC on the Alaska Railroad than on any other American rail system. The
Alaska Railroad does not have any signaling system in place today--only
grade crossing signals, and dispatching of trains is done exclusively
with voice radio transmission of track warrants. Consequently, there is
no debate on what the correct strategy to convert from current
conventional signaling to PTC signaling. In addition, the Alaska
Railroad already has a microwave communications system in place, and the
State of Alaska Highway Department and the railroad have coordinated and
integrated their respective microwave communications systems so that a
failure at any one site on either will not interrupt the flow of
messages. This redundancy increases the reliability of both systems and
will assist the successful implementation of PTC.
The Alaska Railroad PTC project will be the first regionwide
installation of positive train control equipment, and the Alaska
Railroad will be the first railroad totally PTC equipped. The project
will be more than a demonstration--it will be a fully operational PTC
system, providing the agency an invaluable baseline reference for other
national positive train control system development projects. The
$4,000,000 provided in the Senate mark will allow FRA and the railroad
to develop and install computer-aided dispatching, which is phase 1 of
the four-phase project.
Safety of high-speed ground transportation .--This budget activity
is increased by $50,000 above the fiscal year 1997 baseline. The
Committee has deleted $500,000 associated with maglev systems
cooperative research and $100,000 associated with environmental
issues/impact analyses.
Research and development facilities .--The Committee supports the
agency's request to restore the FRA Transportation Technology Center
[TTC] in Pueblo, CO, and has included the $350,000 requested to purchase
or upgrade heavy equipment, laboratory instrumentation, and emergency
support equipment at the TTC. The $80,000 for preliminary design for a
project maintenance facility building is not included.
Administration .--The administrative costs of the research and
development program have grown significantly during the last 2 years.
For example, fiscal year 1996 costs were $1,695,000; fiscal year 1997
costs are estimated at $2,181,000. In order to eliminate further growth
in this area, the Committee is providing administration funding at the
enacted level, $2,181,000, which is $102,000 below the amount requested.
Transportation Research Board review .--The Transportation Research
Board [TRB] Committee for an Assessment of Federal High Speed Ground
Transportation R&D has provided useful recommendations on the Next
Generation of High Speed Rail Program. Discussions with FRA indicate
that TRB's advice has been welcome, appreciated, and useful. FRA should
continue to adjust its budget submission to respond to the
recommendations of the TRB panel.
The Committee maintains that it would be beneficial to expand the
purpose of the current TRB review to include a systematic analysis of
the entire FRA research and development program. A reconstituted panel
should also analyze the research and development management structure
and approach and the current direction and allocation of moneys devoted
to the various program areas. The questions of whether there is an
appropriate balance of Federal, State, and private sector input and cost
sharing and whether the directions and objectives outlined in FRA's
5-year strategic R&D plan are appropriate should be explored.
Furthermore, the TRB panel should evaluate whether it is of critical
importance to establish a Railroad Safety Institute, and whether such an
institute would be duplicative of current research efforts. A focal
point of this review should be to ascertain how the FRA research and
development program could better serve the safety mission of the agency.
The Committee maintains that periodic reports to FRA and to the
Committee prior to markup would be especially useful. The Committee
recommends $300,000 to support this initiative.
NORTHEAST CORRIDOR IMPROVEMENT PROGRAM
Appropriations, 1997 $175,000,000
Budget estimate, 1998 (\1\)
Committee recommendation 273,450,000
\1\Requested funding of $200,000,000 for NECIP and $23,450,000
for Pennsylvania Station redevelopment is included in the proposed
capital grants to the ``National Railroad Passengers Corporation
(highway trust fund)'' appropriation.
Title VII of the Railroad Revitalization and Regulatory Reform Act of
1976, as amended, created the Northeast corridor improvement project
[NECIP] to upgrade and modernize the rail corridor between Washington,
DC, and Boston, MA, the most heavily used rail passenger corridor in the
Nation.
Since 1976, some $3,775,000,000 has been invested by the Federal
Government in the Northeast corridor. Amtrak is responsible for
implementing the goals of NECIP, defined as regularly scheduled service
between New York and Washington in under 3 hours and between New York
and Boston in 3 hours. Over 200 million intercity and commuter rail
passengers travel on some portions of the Northeast corridor rail line
each year.
Since 1991, funding for the project has focused on two areas:
reduction in trip time between New York and Boston; and
state-of-good-repair recapitalization of the railroad between New York
and Washington. The New York-Boston project is scheduled to be completed
by October 1999, following construction of the new electrification
system between New Haven and Boston and the delivery of the first of 18
new high-speed trainsets. Many of the infrastructure improvements,
necessary to permit up to 150-miles-per-hour speeds and facilitate
increased growth on the rail line, have been designed and installed.
Electrification construction work began on July 1, 1996, and is
scheduled to be complete by the end of calendar year 1999.
Amtrak projects that the operation of high-speed rail service on the
Northeast corridor, made possible through the NECIP improvements, will
enable it to generate net incremental revenues (after expenses and debt
service) in excess of $168,000,000 in the year 2000. By 2001, Amtrak
projects that ridership on the Northeast corridor will grow from the
current level of 11,100,000 passengers per year to 14,700,000 passengers
annually. Amtrak estimates that an additional $1,400,000,000 will be
needed to finish the high-speed rail project between New York and
Boston.
COMMITTEE RECOMMENDATION
The Committee has provided $273,450,000 for the Northeast corridor
improvement project, which includes $23,450,000 to complete the Federal
share of funding for the Pennsylvania Station redevelopment project in
New York City. This is $50,000,000 more for corridor improvements than
requested by the administration.
Pennsylvania Station redevelopment .--This redevelopment project
makes safety and service improvements at the existing Pennsylvania
Station, the Nation's busiest train station; and will convert a portion
of the James A. Farley Post Office Building to be used as an intermodal
station. This will greatly improve safety and circulation, and will
provide significant new platform access, which will be necessary for
both rail and transit passengers when the additional ridership generated
by the new high-speed service is realized beginning in 1999. City,
State, and private resources are being utilized in this cooperative
redevelopment effort. The total cost of the project is estimated to be
$315,000,000. The $23,450,000 provided by the Committee completes the
Federal share of $100,000,000.
On July 10, 1997, the Pennsylvania Station Redevelopment Corp.'s
[PSRC] board voted unanimously to ratify funding agreements with all the
project's funding partners: the New York City Economic Development
Corp.; the New York State Department of Transportation; and the Federal
Railroad Administration. In addition, funding has been provided to the
PSRC by the Empire State Development Corp. At the PSRC board meeting, a
revised project budget and schedule was also ratified, with construction
(of early-action items such as the platform underneath the Farley
Building) commencing in third quarter 1998, and completion of the entire
construction project scheduled before the end of calendar year 2002. The
Committee is confident that this new schedule and budget--as well as the
clear separation of responsibilities between the PSRC, which is in
charge of work at the Farley Building and Amtrak, which is in charge of
the work in the existing Penn Station and all platform work--will help
expedite the completion of the Pennsylvania Station redevelopment
project.
High-speed trainset safety and crashworthiness .--The Committee
assigns the highest priority to passenger and crew safety and the
crashworthiness of the trains to be used in the Northeast corridor
high-speed rail project. Accordingly, the Committee expects that the
equipment placed into service for this project meets or exceeds all of
the safety and crashworthiness specification requirements, explicit or
implicit.
RAILROAD REHABILITATION AND IMPROVEMENT PROGRAM
Section 511 of Public Law 94 210, as amended authorizes obligation
guarantees for meeting the long-term capital needs of private railroads.
Railroads utilize this funding mechanism to finance major new facilities
and rehabilitation or consolidation of current facilities. No
appropriations or new loan guarantee commitments are proposed in fiscal
year 1998 consistent with the budget request.
NEXT GENERATION HIGH-SPEED RAIL
Appropriations, 1997\1\ $24,757,000
Budget estimate, 1998 19,595,000
Committee recommendation 26,000,000
\1\Excludes reduction for TASC pursuant to section 321 of
Public Law 104 205.
The Committee has provided $26,000,000 in general fund appropriations
for the high-speed ground transportation [HSGT] program. The amount
provided is $6,405,000 more than the administration's request.
The Committee first provided funding for the Next Generation
High-Speed Rail Program in fiscal year 1995. The program is authorized
by section 1036(a) of ISTEA and by the Swift Rail Development Act of
1994. The program funds HSGT research, development, and technology
demonstration programs, as well as planning and analysis required to
evaluate technology proposals under the program.
The Committee has made the following adjustments to the
administration's next generation high-speed rail programs:
High-speed positive train control -$1,250,000
High-speed nonelectric locomotives +4,500,000
Grade crossing and innovative technologies +3,000,000
Track and structure technology -350,000
Planning technology +500,000
Administration +5,000
Within these program levels, the Committee recommends the following
allocations:
Flexible block control .--The Committee has reduced the
administration's request for train control programs using flexible block
control by $1,250,000, due to concerns that these funds might not
readily be utilized by any of the existing or potential high-speed rail
corridors. Much of the requested funding was to be used by the State of
Illinois on the Chicago-St. Louis corridor for flexible block
centralized control command systems demonstration. Due to recent freight
rail mergers affecting the original corridor's route, the State is now
negotiating with Chicago METRA to relocate the demonstration project.
This may delay the project and the obligation of funds.
ALPS hybrid flywheel-turbine .--The sum of $3,000,000 is provided
for the design and development of a commercial locomotive prototype
compatible with the flywheel propulsion system. The advanced locomotive
propulsion system [ALPS] would permit more rapid acceleration of
nonelectric locomotives, overcoming one of their major shortcomings. The
ALPS hybrid flywheel-turbine project is a classic public sector research
and development effort, incorporating the cooperation and expertise of
the Federal Government, private industry, and academia. The project
currently has a full-size rotor construction underway, and in May 1997,
successfully tested a one-third scale rotor prototype.
Prototype nonelectric high-speed locomotive .--The Committee
recommends that FRA utilize the remaining $4,500,000 in the high-speed
nonelectric locomotive activity on the design, development, and testing
of different commercial nonelectric locomotive concepts that integrate
to the greatest extent possible the best technologies currently being
developed with those technologies under current development in the NGHSR
Program, such as the flywheel motor/generator and power conversion
system.
RTL 3 turbo trains, State of New York .--The sum of $5,000,000 is
provided to expedite the development, design, modernization and testing
of next generation high-speed, lightweight trainsets for nonelectric
corridors. Currently, one upgraded turboliner trainset is in revenue
service on Amtrak's Empire corridor, which runs through the State from
New York City to Buffalo. New York State DOT is seeking financing of up
to $40,000,000 to upgrade the remainder of its fleet of seven turboliner
trains, and the Committee anticipates that the funds provided herein
will enable the State DOT to successfully leverage private financing for
the balance of the necessary funds. These upgraded trainsets will safely
and economically provide regular high-speed service at speeds of 110 to
125 miles per hour.
Sealed corridor initiative .--Within the $7,500,000 funding level
for the grade crossing and innovative technology activity, $4,000,000 is
provided for the sealed corridor initiative, an ongoing project
addressing the 130 grade crossings in the 92-mile Charlotte to
Greensboro segment of North Carolina's proposed high-speed rail corridor
between Charlotte and Raleigh. Of the remaining funds, the Committee
believes that $1,000,000 should go toward the continuation of FRA's
broad agency announcement approach to solicit a wide range of low cost,
innovative high-speed rail grade crossing technologies.
Planning technology .--The administration is directed to provide
$500,000 to a State department of transportation to establish a
consortium of States and other participants that would assist the FRA in
advancing high-speed rail. Consistent with the recommendation of a panel
of the Transportation Research Board, this forum would provide the
States with a mechanism on a continuing basis to: (1) develop a
strategic plan for research, development, demonstration, and deployment
of high-speed rail technology; (2) conduct a peer review of the FRA's
research and development program to provide direction on research
subject areas and also program and project oversight; and (3) provide a
means for advancing the States' common requirements for compatible and
interoperable equipment and systems. The consortium should work toward
creating a common market opportunity to meet the high-speed rail needs
of the States and coordinating the planning process for high-speed rail
deployment.
ALASKA RAILROAD REHABILITATION
Appropriations, 1997 $10,000,000
Budget estimate, 1998 ...........................
Committee recommendation 17,000,000
The Committee has included a total of $17,000,000 for rail safety and
infrastructure improvements benefiting passenger operations of the
Alaska railroad. This railroad extends 470 miles from Seward through
Anchorage, the largest city in Alaska, to the interior town of
Fairbanks. It carries both passengers and freight, and provides a
critical transportation link for passengers and cargo traveling through
difficult terrain and harsh climatic conditions. Within the funds
provided, $7,000,000 will be utilized to expand and improve the Seward
Dock, the southernmost terminus of the railroad and an important
intermodal transfer point on the Alaska Marine Highway System. The State
of Alaska, the city of Seward, the Alaska Railroad, and cruise ship
lines that utilize the port will provide significant cost-share funding
toward completion of the project this fiscal year. The remaining
$10,000,000 will go toward general upgrade and maintenance of the
railroad's track, equipment, railbed and rolling stock.
RHODE ISLAND RAIL DEVELOPMENT
Appropriations, 1997 $7,000,000
Budget estimate, 1998 10,000,000
Committee recommendation 10,000,000
For fiscal year 1997, Congress appropriated $7,000,000 to fund
construction of a third track on the Northeast corridor between
Davisville and Central Falls, RI, with sufficient clearance to
accommodate double stack freight cars. The appropriation act stipulated
that the State of Rhode Island or its designee provide matching funds on
a dollar-for-dollar basis, and that the Providence & Worcester [P&W]
Railroad, which would benefit from the third track, enter into an
agreement with the Secretary to reimburse Amtrak and/or FRA up to
$13,000,000 for damages stemming from certain potential legal actions
brought by the P&W.
For fiscal year 1998, the administration proposes to continue funding
this project, with a dollar-for-dollar matching requirement of the State
of Rhode Island or its designee and a requirement that the P&W enter
into an agreement with the Secretary to reimburse Amtrak and/or FRA up
to $13,000,000 for damages stemming from certain potential legal actions
brought by the P&W. The Committee is providing $10,000,000 to continue
the Rhode Island rail development project, the same amount as requested
by the administration. Fiscal year 1998 will be the fourth year that
Federal funds are appropriated for the Rhode Island rail development
project. The total amount in Federal funds received thus far is
$13,000,000. Total cost of the project over the planned 6-year schedule
is somewhere between $110,000,000 and $120,000,000, with a required 50
percent match of Federal funds. In November 1996, the State of Rhode
Island passed a $62,000,000 bond referendum, of which $50,000,000 is
guaranteed for the rail redevelopment project. The major components of
the project include rehabilitation/construction of a freight-dedicated
third track, and modification of bridges and other structures to provide
sufficient vertical clearance to accommodate modern freight equipment,
and horizontal clearance to accommodate the freight-dedicated track.
DIRECT LOAN FINANCING PROGRAM
Loan subsidy appropriation Limitation on direct loans
Appropriations, 1997 $58,680,000
Budget estimate, 1998
Committee recommendation
The administration has not requested any funds under section 505 of
the Rail Revitalization and Regulatory Reform Act of 1976 as all funds
to complete the project were provided in 1997. This project involves the
elimination of over 200 at-grade-highway crossings along a 20-mile rail
corridor in order to improve access to the Ports of Los Angeles and Long
Beach.
GRANTS TO NATIONAL RAILROAD PASSENGER CORPORATION
(AMTRAK)
Appropriations, 1997\1\ $587,950,000
Budget estimate, 1998\1\ \2\789,450,000
Committee recommendation 344,000,000
\1\Includes $142,000,000 for mandatory passenger rail payments
in fiscal year 1997 and $142,000,000 in fiscal year 1998.
\2\1998 funding to be derived from the highway trust fund.
The National Railroad Passenger Corporation (Amtrak) was established
in 1971 to preserve and improve the Nation's intercity rail passenger
system. Since the passage of the Rail Passenger Service Act in 1971,
Amtrak and Amtrak-related accounts have been appropriated
$20,305,800,000 in Federal funds. Since the beginning, Amtrak has been
directed to maximize its revenues and minimize Government subsidies. The
Corporation has consistently reported to Congress that it is moving
toward self-sufficiency and zero Federal operating support. However, in
the 26 years Amtrak has been in existence, the railroad has never once
generated an annual profit. In fact, only one route on Amtrak's
system--the Metroliner, which runs from Union Station in Washington, DC,
to Pennsylvania Station in New York City--generates more revenue than it
costs to operate.
For fiscal year 1998, Amtrak has requested a total of $1,138,000,000
in Federal funds. Of this amount, $751,000,000 is requested for capital
expenses (including an unspecified amount for the Northeast Corridor
Improvement Program), and $387,000,000 is requested for operating
expenses and railroad retirement expenses. Since the railroad received a
total of $364,500,000 in fiscal year 1997 operating expenses, it is
difficult for the Committee to understand how this proposed increase
reflects a step forward on Amtrak's glidepath to self-sufficiency.
The administration has requested a total of $789,450,000 for Amtrak
in fiscal year 1998. Of this amount, $445,450,000 is requested for
capital expenses (including $200,000,000 for the Northeast Corridor
Improvement Program and $23,450,000 to complete the Federal portion of
the Pennsylvania Station redevelopment project). A discussion of the
Committee's funding recommendations for NECIP and Penn Station are
included under the Northeast Corridor Improvement Program header. For
operating expenses, the administration requests $344,000,000. For fiscal
year 1998, the administration has requested that Amtrak operating and
capital funds be appropriated from the highway trust fund. There is no
current authorization to fund Amtrak from the highway trust fund, and
the Committee asserts that it would not be appropriate to pay for
passenger rail costs out of a fund which is comprised of automobile
gasoline tax receipts and other motor vehicle excise taxes.
The Committee has provided a total funding level of $344,000,000 for
Amtrak operating expenses, with the assumption that capital funding for
Amtrak will be provided through a new separate account.
The Committee is concerned that the Amtrak Federal grant request and
the Federal Railroad Administration's budget justification for Amtrak do
not provide sufficient information for the Committee to have a clear
understanding of the railroad's budget request. The Committee will work
with OMB, DOT, Amtrak, and the House Appropriations Committee to develop
a clearer, more informative, and more accurate depiction of Amtrak
operating needs for the fiscal year 1999 budget cycle.
Needed reforms .--Amtrak is struggling under a huge debt load. In
1996, the combined debt and capital lease obligations for which the
company was responsible totaled $986,900,000. Servicing this debt is
taken off the top of Amtrak's operating revenues--in 1996, the interest
paid on the Corporation's debts was $60,200,000. The Committee is
concerned that, as Amtrak assumes more debt as the railroad acquires
more capital equipment, the total debt load and level of interest
expense will continue to rise dramatically. The Committee is also
concerned that Amtrak has transferred Federal capital appropriations to
pay these interest expenses. This practice is contrary to accepted
financial standards, and appears inconsistent with Amtrak's own
statements that capital investment is of paramount importance to the
railroad's future. It appears to the Committee that Amtrak is digging a
hole for itself and the American taxpayers, and the hole is getting
deeper every year.
In addition to the problems of the Corporation's solvency and the
presentation of mandatory passenger rail payments, Amtrak is subject to
labor provisions that affect only railroads and their employees. These
legislative labor provisions include the Federal Employer's Liability
Act, which is a fault-based workers' compensation system governing
compensation for employee on-duty injuries; the Railway Labor Act (which
also applies to airlines), governing labor relations issues of employee
representation, dispute resolution, and negotiation of contracts; the
Railroad Retirement Act, governing railroad employee retirement; and
Rail Passenger Service Act provisions governing employee protective
conditions and restricting Amtrak's ability to contract out services. It
is the Committee's strongly held position that, although members differ
on what reforms should be made, these issues must be addressed this year
because, according to Amtrak's own testimony, it is unlikely that the
railroad will survive through fiscal year 1998, even if funded at the
administration's requested level. And even more importantly, while we
cannot recover the more than $20,000,000,000 in appropriated funds that
have already been lost while waiting for Amtrak to turn itself around,
it is imperative that these difficult and complex issues be squarely
faced now, so that we do not further compound the taxpayers' losses.
There are currently many different legislative proposals to reform
and restructure Amtrak, and to make the railroad more accountable. The
House Transportation and Infrastructure Committee formed a working group
on Amtrak, or a blue ribbon panel, that recently announced its
recommendations. The Senate Commerce Committee reported out its
reauthorization bill, Senate bill 738, the Amtrak Reform and
Accountability Act of 1997, on June 26. The House Transportation and
Infrastructure Committee Subcommittee on Railroads is working on its
Amtrak reauthorization proposal, as well. And the House Appropriations
Committee included a provision in their fiscal year 1998 Transportation
appropriations bill that establishes an independent commission to
conduct an economic analysis of the entire Amtrak system and make
recommendations on route closings and realignments.
The Committee commends the good-faith efforts of the Finance, Budget,
and authorizing committees in both the House and Senate to address the
many serious problems facing Amtrak. The Committee cannot endorse all of
the proposals being put forward, but seeks to aggressively pursue real,
workable solutions for the future of Amtrak that are realistic and make
economic sense.
AEmdbo AF AEmdnm AFCapital expenses. AEmdbo AF AEmdnm AF--The
Committee has not provided any funds for Amtrak capital expenses. On
June 27, 1997, the Senate approved a $2,300,000,000 intercity passenger
rail reserve fund during consideration of Senate bill 949, the Revenue
Reconciliation Act of 1997. Subtitle L--``Intercity Passenger Rail
Fund'', in title VII of Senate bill 949 establishes a fund, subject to
appropriations, that is designed to be equivalent to the amount
generated by one-half cent of revenues from the gasoline tax. If the
rail reserve fund mechanism is retained through conference and enacted,
and the funds are subsequently appropriated, the fiscal year 1998
reserve fund allocation will be $641,000,000, available for Amtrak
capital expenses. In light of the strength of the Senate vote on this
issue, it appears that the Senate conferees have a mandate to
strenuously advocate retaining the reserve fund in reconciliation.
The Committee has included legislative language that provides for the
release of these reserve funds to Amtrak, contingent upon (1) inclusion
of the above-specified intercity passenger rail reserve in the enacted
version of the Revenue Reconciliation Act, and (2) the subsequent
increase of the transportation subcommittee's discretionary allocation
in both budget authority and associated outlays for all fiscal year 1998
costs associated with the $641,000,000 in capital grants. The Secretary
of Transportation will release these funds to Amtrak, whereupon they may
be used for capital purposes, including: the acquisition of equipment,
rolling stock, and other capital improvements; the upgrade of
maintenance facilities; and the maintenance of existing equipment
currently in intercity passenger rail service. In addition, these
capital funds may be used for the payment of interest and principal on
obligations incurred for these new capital investments.
FEDERAL TRANSIT ADMINISTRATION
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The Federal Transit Administration was established as a component of
the Department of Transportation by Reorganization Plan No. 2 of 1968,
effective July 1, 1968, which transferred most of the functions and
programs under the Federal Transit Act of 1964, as amended (78 Stat.
302; 49 U.S.C. 1601 et seq.), from the Department of Housing and Urban
Development.
The missions of the Federal Transit Administration are: to assist in
the development of improved mass transportation facilities, equipment,
techniques, and methods; to encourage the planning and establishment of
urban mass transportation services needed for economical and desirable
urban development; to provide mobility for transit dependents; to
maximize productivity of urban transportation systems; and to provide
assistance to State and local governments and their instrumentalities in
financing such services and systems.
The current authorization for many of the programs funded by the
Federal Transit Administration is contained in the Intermodal Surface
Transportation Efficiency Act, which expires at the end of fiscal year
1997. The Committee's recommendation is based on current law. The
Committee encourages the appropriate legislative committees to
reauthorize the transit programs before the end of the fiscal year to
avoid unnecessary interruption in providing assistance to transit
systems across the Nation.
Funding for the Washington Metropolitan Area Transit Authority is
authorized under Public Law 101 551. Direct appropriations are required
for the Washington Metropolitan Area Transit Authority.
Under the Committee recommendation, a total program level of
$4,684,747,000 would be provided for the programs of the Federal Transit
Administration for fiscal year 1998. This is $101,429,000 more than the
budget request.
The following table summarizes the Committee's recommendations
compared to fiscal year 1997 and the administration's request:
[In thousands of dollars]
Program 1997 enacted\1\ 1998 estimate Committee recommendation
Administrative expenses \2\41,497 47,018 41,497
Formula grants\3\ 2,149,185 3,498,500 2,400,000
Discretionary grants\4\ 1,900,000 650,000 2,000,000
Transit planning and research 85,500 91,800 77,250
University transportation centers 6,000 6,000
Washington Metro 200,000 200,000 160,000
----------------- --------------- --------------------------
Total 4,382,182 4,487,318 4,684,747
\1\Excludes reductions for TASC and awards pursuant to sections 321 and 346 of Public Law
104 205.
\2\An additional $780,000 was made available from formula grants balances.
\3\Includes limitation on obligations of $1,659,185,000 in fiscal year 1997, $3,409,500,000 in
fiscal year 1998 estimate, and $1,910,000,000 in Committee recommendation.
\4\Limitation on obligations.
ADMINISTRATIVE EXPENSES
Appropriations, 1997 \1\$41,497,000
Budget estimate, 1998 47,018,000
Committee recommendation 41,497,000
\1\Excludes reductions for TASC and awards pursuant to sections
321 and 346 of Public Law 104 205. An additional $780,000 was made
available from formula grants balances.
The Committee recommends a total of $41,497,000 in general funds for
administrative expenses. The administration's request funded
administrative expenses from the ``Mass transit'' account of the highway
trust fund beginning in fiscal year 1998.
Project management oversight activities, section 23 .--The Committee
has included bill language that limits to $15,000,000 the amount of
funds that may be withheld from transit capital grants to conduct
oversight activities in fiscal year 1998. The FTA's Project Management
Oversight Program is intended to inform and assist FTA management and
FTA grantees in carrying out their individual responsibilities as
stewards of public funds under the Federal transit law. The Project
Management Oversight Program encompasses project management oversight of
major capital projects, and safety, procurement, management, and
financial compliance reviews and audits of FTA grantees. A recent
inspector general's audit has revealed, however, that the FTA has
allocated significant resources of section 23 funds for numerous
management initiatives which are not eligible for section 23 funding. In
addition, the inspector general's audit determined that available
section 23 funds were significantly underutilized because FTA annually
apportions the maximum section 23 funds allowed by law but obligates
significantly less than the total available funds. The Committee's
action to limit the amount of withheld project management oversight
funds to $15,000,000 in fiscal year 1998 will help to ensure that
section 23 funds are used only for purposes intended by Congress.
Further, the Committee's action will ensure that capital grants are more
fully applied to capital, operating, and planning assistance while
ensuring that critical project management oversight and financial
reviews of FTA's grantees are performed. Further, the Committee directs
that the FTA submit with its annual budget submission a detailed program
plan by activity and detailed justification of its oversight program,
similar to the format of the Department's ITS justifications.
TOTAL FORMULA AND DISCRETIONARY TRANSIT FUNDS, BY STATE
The following table shows a complete display of formula and
discretionary transit funds, broken out by State, under the Committee's
funding recommendations.
FEDERAL TRANSIT ADMINISTRATION FISCAL YEAR 1998
APPORTIONMENTS FOR FORMULA PROGRAMS AND DISCRETIONARY PROGRAMS
(BY STATE)
State Section 5307 urbanized area formula apportionment Section 5311
nonurbanized formula apportionment Section 5320 elderly and persons with disabilities
apportionment Section 5309 fixed guideway modernization apportionment
Section 5338-- Total
Discretionary grants bus and bus
facilities Discretionary grants--new systems
Alabama $10,788,162 $3,073,404
$1,050,450
$39,000,000 $53,912,016
Alaska 1,740,780 458,311
179,394
2,378,485
America Samoa 65,324
52,142
117,466
Arizona 24,730,174 1,345,455
928,131 $711,445
27,715,205
Arkansas 3,837,824 2,457,059
738,975
7,033,858
California 346,548,067 5,996,879
5,617,284 70,552,284
17,700,000 $105,800,000 552,214,514
Colorado 25,907,108 1,280,094
723,634 827,504
11,000,000 32,000,000 71,738,340
Connecticut 34,799,726 1,161,166
826,776 32,745,354
7,500,000 2,000,000 79,033,022
Delaware 4,382,795 289,683
262,309 351,119
5,285,905
District of Columbia 20,723,986
260,487 19,324,579
4,000,000 44,309,052
Florida 107,021,219 3,855,059
3,795,947 5,939,122
14,000,000 43,800,000 178,411,347
Georgia 38,843,522 4,493,643
1,357,175 7,991,349
5,000,000 44,600,000 102,285,690
Guam 185,961
132,123
318,084
Hawaii 18,425,436 504,343
329,148 284,897
10,000,000 29,543,824
Idaho 2,277,192 1,017,497
336,450
3,631,139
Illinois 156,418,110 4,122,667
2,459,693 99,427,493
30,000,000 292,427,964
Indiana 24,528,307 3,982,403
1,298,444 6,673,769
4,000,000 7,500,000 47,982,923
Iowa 6,472,783 2,561,521
793,176
8,000,000 17,827,480
Kansas 6,012,057 2,037,609
667,649
2,000,000 10,717,315
Kentucky 12,242,080 3,363,647
1,007,405
16,613,132
Louisiana 20,420,754 2,781,979
1,010,609 2,158,866
8,000,000 34,372,208
Maine 1,633,570 1,342,414
416,501
3,392,485
Maryland 57,315,126 1,675,939
1,015,310 16,121,771
10,000,000 35,000,000 121,128,145
Massachusetts 83,983,722 1,796,097
1,455,067 53,675,525
4,000,000 48,200,000 193,110,411
Michigan 45,575,278 4,864,138
2,106,852 144,843
52,691,111
Minnesota 21,753,220 2,799,031
1,029,391 2,042,096
3,000,000 30,623,738
Mississippi 3,510,335 2,731,491
718,402
4,000,000 3,000,000 13,960,228
Missouri 25,168,250 3,260,150
1,316,530 1,410,305
32,000,000 500,000 63,655,235
Montana 1,723,154 824,253
310,060
2,857,467
Nebraska 6,241,561 1,243,693
475,643
7,960,897
Nevada 11,088,102 406,047
358,126
8,000,000 5,000,000 24,852,275
New Hampshire 2,414,281 1,075,106
339,246
3,828,633
New Jersey 131,820,444 1,537,173
1,743,557 68,717,902
12,000,000 91,000,000 306,819,077
New Mexico 5,167,051 1,208,451
420,326
11,800,000 18,595,828
New York 395,861,766 5,411,034
4,018,203 268,706,682
47,050,000 50,500,000 771,547,685
North Carolina 19,356,066 5,748,117
1,541,198
8,600,000 14,000,000 49,245,381
North Dakota 1,679,747 609,572
266,417
2,555,736
Northern Marianas 60,536
51,956
112,492
Ohio 63,172,942 5,851,983
2,566,250 12,520,503
12,500,000 800,000 97,411,678
Oklahoma 8,224,811 2,501,662
871,636
2,000,000 13,598,109
Oregon 18,896,137 1,986,342
811,526 1,228,479
2,000,000 63,400,000 88,322,484
Pennsylvania 108,969,938 6,527,948
3,073,497 89,771,005
15,000,000 8,000,000 231,342,388
Puerto Rico 35,234,014 1,950,756
770,699 737,398
38,692,867
Rhode Island 7,327,945 249,895
372,551 1,006,505
8,956,896
South Carolina 8,757,317 2,876,961
843,089
11,000,000 3,000,000 26,477,367
South Dakota 1,211,718 743,020
286,367
4,500,000 6,741,105
Tennessee 16,250,512 3,713,828
1,237,314 31,152
15,000,000 1,000,000 37,232,807
Texas 115,479,885 7,840,921
3,173,722 2,882,642
23,900,000 70,100,000 223,377,171
Utah 15,324,387 563,250
392,833
13,400,000 92,000,000 121,680,470
Vermont 608,974 664,324
239,619
4,750,000 8,000,000 14,262,917
Virgin Islands 142,187
134,045
276,232
Virginia 43,600,229 3,292,668
1,286,505 487,388
2,000,000 50,666,790
Washington 58,118,297 2,307,131
1,155,525 7,409,848
22,000,000 24,000,000 114,990,801
West Virginia 2,935,925 1,961,727
620,551
28,000,000 33,518,203
Wisconsin 25,336,924 3,389,634
1,179,382 268,174
15,000,000 45,174,114
Wyoming 841,417 474,078
206,313
1,521,808
-------------------------------------------------- ------------------------------------------------
-----------------------------------------------------------------
-------------------------------------------------------- ---------------------------------------------
----------------------------------- ---------------
Subtotal 2,210,703,129 128,665,261
60,631,610 774,150,000
440,000,000 780,000,000 4,399,050,000
Section 23 set-aside 10,121,004 589,053
5,850,000
16,560,057
-------------------------------------------------- ------------------------------------------------
-----------------------------------------------------------------
-------------------------------------------------------- ---------------------------------------------
----------------------------------- ---------------
Total 2,220,824,133 129,254,314
60,631,610 780,000,000
440,000,000 780,000,000 4,415,610,057
FORMULA GRANTS
Appropriation (general fund) Limitation (trust fund)
Appropriations, 1997 $490,000,000 $1,659,185,000
Budget estimate, 1998 3,409,500,000
Committee recommendation 90,000,000 2,310,000,000
The Formula Grant Program has funded sections 5307, 5310(a)2, 5311,
and 5336, providing grants on the basis of a formula to State and local
agencies for mass transportation operating and capital expenses.
The Committee recommends $2,400,000,000 for continuation of the
Formula Grant Program including $128,665,261 for the section 5311
Nonurban Formula Program; $60,631,610 for the section 5310 Elderly and
Disabled Program, and $2,210,703,129 for the section 5307, Urban Formula
Grants Program.
The administration's request proposes to fund formula programs from
the ``Mass transit'' account of the highway trust fund and to combine
funding for bus and bus-related activities and fixed guideway
modernization into formula programs, with funds made available for fixed
guideway modernization to be distributed by the current statutory
formula.
In addition, the administration request would move the rural transit
assistance program funding to the ``Formula programs'' account from the
``Transit planning and research'' account.
Both the Committee's and the administration's requests propose to
allow preventive maintenance and other activities to be funded as a
capital expense. Operating assistance would no longer be an eligible
expense in areas greater than 200,000 in population. However, in smaller
areas under 200,000 in population, all formula assistance could be used
for any eligible transit purpose, including capital, planning and
operating costs.
Paratransit requirements under the Americans with Disabilities Act
[ADA] .--The Americans with Disabilities Act [ADA] requires that transit
operators offer paratransit service, as well as accessible fixed route
service, to persons with disabilities. The requirement to provide
paratransit services to those passengers unable to use fixed-route
transit service becomes effective January 26, 1997.
The legislative intent of the ADA that fixed route public transit
operators provide complementary paratransit services for eligible
persons with disabilities did not assume the transfer to public transit
operators of the financial burden of carrying persons with disabilities
whose transportation costs have traditionally been funded by Department
of Health and Human Services [DHHS] programs. Therefore, the Committee
has an interest in ensuring that the existing human services
transportation programs funded through DHHS not be eliminated or
consolidated without an adequate and ongoing financial commitment by
DHHS to pay for the transportation costs of their clients whether such
transportation is provided by traditional human services transportation
networks or by ADA complementary paratransit services.
The Committee reiterates its position that, in order to most
effectively implement the paratransit requirements of the ADA, the
Department of Transportation should closely coordinate its efforts with
those of the Department of Health and Human Services. The Committee
believes that coordination of transportation for persons with
disabilities, seniors, and others funded by DHHS programs or by public
transit operators under their ADA complementary paratransit obligations
must be planned and implemented at the State and regional levels in
order to ensure cost-effective service delivery and improve access to
DHHS program services. Federal guidelines to facilitate such
coordination planning will provide assistance to public transit
operators, community transportation providers, and human service
transportation providers to achieve coordination objectives. In
addition, a uniform cost accounting system is key to fostering
coordination among the myriad Federal programs which fund transportation
in order to streamline the payment for the administration of services
funded by each program.
The Committee directs the Secretary of Transportation, working with
the Secretary of Health and Human Services through the DOT/DHHS
Coordinating Council, to develop these guidelines for State and regional
planning to achieve specific transportation coordination objectives
including, but not limited to: joint identification of human service
client transportation needs and the appropriate mix of transportation
services to meet those needs; the expanded use of public transit
services to deliver human services program transportation; and
cost-sharing arrangements for DHHS program clients transported by ADA
paratransit systems based on a uniform accounting system.
UNIVERSITY TRANSPORTATION CENTERS
Appropriations, 1997 $6,000,000
Budget estimate, 1998 ...........................
Committee recommendation 6,000,000
Section 5317(b) of title 49 U.S.C. provides for the university
transportation centers program. The purpose of the university
transportation centers program is to become a national resource and
focal point for the support and conduct of research and training
concerning the transportation of passengers and property. The
administration's request proposes to fund university transportation
centers under the ``Transit planning and research'' account.
The Committee has approved $6,000,000 for the university
transportation centers program, the same level as provided in fiscal
year 1997.
TRANSIT PLANNING AND RESEARCH
Appropriations, 1997 $85,500,000
Budget estimate, 1998 91,800,000
Committee recommendation 77,250,000
The Committee has recommended $77,250,000 for transit planning and
research. The bill contains language specifying that $39,500,000 shall
be available for the metropolitan planning program; $4,500,000 for the
rural transit assistance program; $22,000,000 for the national program;
$8,250,000 for the State program; and $3,000,000 for the National
Transit Institute. Under the national component of the program, the
Federal Transit Administration is a catalyst in the research,
development, and deployment of transportation methods and technologies
addressing such issues as accessibility for the disabled, air quality,
and traffic congestion service and operational improvements. Funds for
the State and local component of the program will ensure that all
localities have sufficient funds to improve the State and local planning
process and to participate in research efforts with regional
applications. The administration's request proposes to fund the rural
transit assistance program under formula programs and include university
transportation centers under this ``Transit planning and research''
account.
The following table summarizes the Committee recommendation:
Fiscal year 1997 program level Fiscal year 1998 budget estimate
Committee recommendation
Metropolitan planning $39,500,000 $39,500,000
$39,500,000
Rural transit assistance program 4,500,000
4,500,000
State planning and research program 8,250,000 8,250,000
8,250,000
Transit cooperative research program 8,250,000 8,250,000
National Transit Institute 3,000,000 3,000,000
3,000,000
National planning and research program 22,000,000 26,800,000
22,000,000
University transportation centers 6,000,000
-------------------------------- ----------------------------------
--------------------------
Total 85,500,000 91,800,000
77,250,000
The Committee has provided funding for a number of important
initiatives in fiscal year 1997. They are as follows:
Fuel Cell Transit Bus Program .--The Committee directs the FTA to
provide $4,000,000 to continue the advancement of the Fuel Cell Transit
Bus Program.
Project ACTION .--The Committee provides $2,000,000 to continue
Project ACTION (accessible community transportation in our Nation),
which is administered by the National Easter Seal Society through a
cooperative agreement with the FTA.
Zinc-air battery .--The Committee provides $2,000,000 for zinc-air
research and for a demonstration of zinc-air battery applications in
heavy-duty vehicles.
Low-speed magnetic levitation. --The Committee directs the FTA to
provide $1,000,000 for the continued development of low-speed magnetic
levitation technology for a downtown urban area shuttle in Pittsburgh,
PA.
Honolulu congestion study .--The Committee is aware of the island of
Oahu's severe traffic congestion and the urgent need to explore
transportation alternatives. The Committee supports Federal funding for
a 2-year effort by the city and county of Honolulu to undertake a
comprehensive transportation investment analysis to develop and evaluate
mobility alternatives for Honolulu's primary urban corridor from Ewa to
east Honolulu.
TRUST FUND SHARE OF TRANSIT PROGRAMS
(Liquidation of Contract Authorization)
(highway trust fund)
Appropriations, 1997 ($1,920,000,000)
Budget estimate, 1998 ...........................06
Committee recommendation (2,310,000,000)
Under ISTEA, Public Law 102 240, four transit accounts can be funded
from the mass transit account of the highway trust fund, the general
fund, or a mix of the two. Consistent with current law, the Committee
proposes funding only formula grants with both trust and general funds.
Administrative expenses, university transportation centers, and planning
and research will be funded only with general funding.
DISCRETIONARY GRANTS
(Limitation on Obligations)
(Highway Trust Fund)
Appropriations, 1997 ($1,900,000,000)
Budget estimate, 1998 (650,000,000)
Committee recommendation (2,000,000,000)
Section 5338(b) of 49 U.S.C. authorizes discretionary grants or loans
to States and local public bodies and agencies thereof to be used in
financing mass transportation investments. Under the Intermodal Surface
Transportation Efficiency Act of 1991, Public Law 102 240, investments
may include construction of new fixed guideway systems; extensions to
existing guideway systems; major bus fleet expansions; and fixed
guideway expenditures for existing older systems. The administration's
request proposes to combine the funding for bus and bus-related
activities and fixed guideway modernization with the formula programs.
Therefore, only new fixed guideway systems or extensions--major capital
investments--would be funded in this account.
The Committee recommends a level of $2,000,000,000. The following
table summarizes the Committee recommendations:
[In thousands of dollars]
1997 program level Fiscal year 1998 budget estimate Committee
recommendations
Bus and bus facilities 380,000 440,000
Fixed guideway modernization 760,000 780,000
New systems and new extensions 760,000 650,000
780,000
-------------------- ---------------------------------- ---------------------------
Total 1,900,000 650,000 2,000,000
Three-year availability of section 3 discretionary funds .--The
Committee has redistributed unallocated discretionary bus and new starts
funds from projects which were funded in the fiscal year 1995
Transportation appropriations bill (Public Law 103 331) and previous
acts making these funds available for reallocation in fiscal year 1998.
As in previous years, a general provision (sec. 316) is included which
limits funding availability for these fiscal year 1998 discretionary
funds to 3 years from enactment.
BUS AND BUS FACILITIES
Due to budget constraints, the Committee is unable to fund many
meritorious bus and bus facilities projects. This action was taken
without prejudice. The Committee expects to give full consideration to
all projects mentioned in the House and Senate reports during conference
committee deliberations on the Fiscal Year 1998 Transportation
Appropriations Act.
Alternative fueled buses .--Those transit systems in the State of
New York receiving section 3 bus discretionary allocations in areas over
200,000 population for the express purpose of providing fixed-route
transit services, are directed to purchase alternative fueled buses.
Vehicles purchased for use in urbanized areas under 200,000 population
and for use in rural areas and/or for ADA mandated paratransit services
would be exempted. The Committee further directs that the entire amount
made available for the State of New Jersey for bus and bus facilities
under this account shall be used exclusively for the purchase of
alternative fuel buses.
The recommended amount includes the following allocations:
Committee
State/city and project description
recommendation
Alabama:
$12,000,000
10,000,000
1,000,000
2,000,000
3,000,000
6,000,000
3,000,000
2,000,000
California:
1,000,000
2,200,000
3,500,000
9,000,000
2,000,000
Colorado: Colorado Association of Transit Agencies, buses and equipment
11,000,000
Connecticut: Bridgeport intermodal center 7,500,000
District of Columbia: Fuel cell bus facilities 4,000,000
Florida:
1,000,000
2,000,000
2,000,000
5,000,000
4,000,000
Georgia: Atlanta MARTA compressed natural gas buses 5,000,000
Hawaii: Honolulu buses and facility 10,000,000
Indiana: Indianapolis Public Transportation Corp. buses 4,000,000
Iowa:
5,500,000
2,500,000
Kansas: Johnson County bus maintenance/operations facility 2,000,000
Louisiana:
5,000,000
3,000,000
Maryland: Mass Transit Administration buses and facilities 10,000,000
Massachusetts:
1,000,000
3,000,000
Minnesota: St. Paul, Snelling bus garage 3,000,000
Mississippi: Jackson bus facility 4,000,000
Missouri:
7,000,000
9,000,000
16,000,000
Nevada: Las Vegas Citizens Area Transit system, vehicles 8,000,000
New Jersey: NJ Transit alternative fuel buses 12,000,000
New Mexico:
1,000,000
1,300,000
7,500,000
1,000,000
1,000,000
New York:
4,000,000
4,300,000
3,750,000
10,000,000
10,000,000
15,000,000
North Carolina:
1,600,000
7,000,000
Ohio: Statewide bus and bus facility projects 12,500,000
Oregon:
1,000,000
1,000,000
Pennsylvania:
2,000,000
2,000,000
3,000,000
8,000,000
South Carolina:
4,000,000
6,000,000
1,000,000
South Dakota: Statewide bus and bus facilities 4,500,000
Tennessee: Statewide bus and bus facilities projects 15,000,000
Texas:
3,000,000
3,900,000
4,000,000
6,000,000
5,000,000
2,000,000
Utah:
4,000,000
400,000
4,000,000
5,000,000
Vermont:
3,000,000
1,750,000
Virginia: Richmond multimodal center 2,000,000
Washington:
2,000,000
3,000,000
1,000,000
3,000,000
3,000,000
10,000,000
West Virginia:
9,500,000
18,500,000
Wisconsin:
2,000,000
13,000,000
FIXED GUIDEWAY MODERNIZATION
The Committee recommends a total of $780,000,000 for the
modernization of existing rail transit systems. Under ISTEA all of the
funds are distributed by formula. The following table itemizes the
fiscal year 1997 rail modernization allocations by State:
Fixed guideway modernization apportionments
State
Apportionment
Arizona $711,445
California 70,552,284
Colorado 827,504
Connecticut 32,745,354
Delaware 351,119
District of Columbia 19,324,579
Florida 5,939,122
Georgia 7,991,349
Hawaii 284,897
Illinois 99,427,493
Indiana 6,673,769
Louisiana 2,158,866
Maryland 16,121,771
Massachusetts 53,675,525
Michigan 144,843
Minnesota 2,042,096
Missouri 1,410,305
New Jersey 68,717,902
New York 268,706,682
Ohio 12,520,503
Oregon 1,228,479
Pennsylvania 89,771,005
Puerto Rico 737,398
Rhode Island 1,006,505
Tennessee 31,152
Texas 2,882,642
Virginia 487,388
Washington 7,409,848
Wisconsin 268,174
774,150,000
Section 23 set-aside 5,850,000
780,000,000
NEW SYSTEMS
The bill includes $780,000,000 of new authority for new starts. These
funds are available for preliminary engineering, right-of-way
acquisition, project management, oversight, and construction for new
systems and extensions. According to specific project needs, these funds
shall also be available for preliminary stages of projects named for
funding. The funds are to be distributed as follows:
Atlanta North Springs $44,600,000
Austin Capital Metro 1,000,000
BART San Francisco Airport and San Jose Tasman extensions 34,500,000
Boston piers (MOS 2) project 46,200,000
Boston urban ring 2,000,000
Burlington-Essex, VT, commuter rail 8,000,000
Canton-Akron-Cleveland commuter rail project 800,000
Charleston monobeam rail project 3,000,000
Cincinnati Northeast/Northern Kentucky Rail Line project 500,000
Clark County, NV, RTC fixed guideway 5,000,000
DART north central light rail extension 14,000,000
Denver southwest corridor LRT 30,000,000
East Side access project, New York 50,000,000
Florida tricounty commuter rail 12,000,000
Galveston rail trolley system 4,000,000
Griffin light rail project, Hartford, CT 2,000,000
Hollis to Ketchikan ferry -6,345,000
Houston METRO regional bus plan 51,100,000
Indianapolis northeast corridor 1,500,000
Jackson, MS, intermodal corridor 3,000,000
Los Angeles Metro Rail MOS 3 51,000,000
MARC commuter rail 35,000,000
Memphis regional rail plan 1,000,000
Nassau hub rail link EIS 500,000
New Jersey urban core:
64,000,000
27,000,000
New Orleans Canal Street corridor project 4,000,000
North Carolina Research Triangle Park 14,000,000
Northern Indiana South Shore commuter rail 6,000,000
Oklahoma City MAPS corridor transit system 2,000,000
Orlando Lynx light rail project 31,800,000
Pittsburgh busway projects 8,000,000
Portland Westside LRT project 63,400,000
Roaring Fork Valley rail 2,000,000
Sacramento LRT extension 20,300,000
Salt Lake City:
84,000,000
8,000,000
Seattle-Tacoma light rail and commuter rail 24,000,000
Springfield-Branson, MO commuter rail 500,000
St. Louis METRO Link/St. Clair extension project 30,000,000
PROJECT DESCRIPTIONS
Atlanta-MARTA North Line extension. --The Committee recommends
$44,600,000 for the Atlanta-MARTA North Line extension project. This
1.9-mile, two-station extension from the Dunwoody Station to North
Springs is part of the larger 9 mile, five station North Line extension
to the MARTA heavy rail rapid transit system. The segment from Buckhead
to Dunwoody opened in June 1996. The North Line extension will serve the
rapidly growing area north of Atlanta, and will connect this area with
the rest of the region by providing better transit service for both
commuters and inner-city residents. The local share commitment for the
federally funded portion of this extension is 20 percent. The
cost-effectiveness index is $5 per new passenger trip. FTA has
determined that the grantee has the financial capacity to build and
operate this project. An FFGA for the Dunwoody to North Springs segment
was issued in December 1994 which fulfilled the requirements of section
3035(tt) of ISTEA. The FFGA provides for $305,000,000 in new starts
funds, including $52,110,000 in fiscal year 1998. However, $44,600,000
has been requested by the administration in fiscal year 1998, with the
remaining $96,720,000 of the FFGA to be provided over fiscal years 1999
2001. To date, $99,730,000 has been obligated to the entire project with
only the fiscal year 1997 appropriation remaining unobligated. The
1.9-mile federally funded segment of the North Line extension (Medical
Center to North Springs) received an ISTEA earmark of $318,760,000.
Austin Capital Metro .--The Committee recommends $1,000,000 for
Austin Capital Metro for planning and design work on the proposed light
rail project in north Austin, to serve the central business district,
the State capitol, and the rapidly growing population and employment
centers of the city. Capital Metro and the Texas Department of
Transportation have recently completed a major investment study which
identifies the highest priority corridor for fixed guideway transit
development, and are attempting to determine the locally preferred
transit strategy.
San Francisco Bart extension to the airport project/San Jose Tasman
LRT project .--Local officials in the San Francisco area have proposed a
four-station, 6.4-mile extension of the bay area transit [BART] system
from Colma to an intermodal station serving the San Francisco
International Airport. The proposed route would serve the cities of
south San Francisco and San Bruno, connect with the airport, and
continue to Millbrae. The majority of the proposed route is to follow a
combination of existing and abandoned railroad rights-of-way. To date,
Congress has provided $83,923,000 for the project. The Committees on
Appropriations have expressed concern about this project in the past and
continue to be concerned about the cost of the project in excess of the
ISTEA authorization, the high cost per new trip, the apparently shifting
support for the project in some of the communities to be served by the
project, and the action of the administration in signing the BART FFGA
without having requested sufficient funds in the budget process (or in
subsequent budget amendments) to support the FFGA. The Committee has
been informed that the San Francisco Board of Supervisors recently
authorized a study of the possibility of extending CalTrain from the San
Francisco International Airport to Market Street in downtown San
Francisco. Proponents of the study indicate that the service would cost
a fraction of the BART extension and would arrive in San Francisco 20
minutes faster than a BART train leaving the airport at the same time.
The Tasman phase I west extension project consists of 7.6 miles of
surface LRT from the northern terminus of the Guadalupe LRT in Santa
Clara, west through Sunnyvale, to the CalTrain commuter rail station in
Mountain View. The project will include 11 stations and will be double
tracked except for partial single tracking between Mountain View and
Lockheed station. The west extension is estimated to cost $325,000,000.
To date appropriations for the project have totaled $102,750,000.
The Committee recommends $34,500,000. Of these funds, $21,400,000 are
available only for the San Jose Tasman LRT project and the remaining
funds are available for either the San Jose Tasman LRT project or the
BART extension to the airport project. The Committee is unwilling at
this time to commit additional funds to the BART project without greater
budgetary support for the existing stream of FFGA's by the
administration, greater certainty that there is not a more efficient and
less costly alternative, that the project has overcome the significant
local opposition, and that the high cost per new trip cannot be reduced.
Boston-South Boston Piers Transitway MOS 2. --The Committee
recommends $46,200,000 for the South Boston Piers Transitway project.
This project consists of a 1-mile bus tunnel connecting South Station to
the World Trade Center and Fan Pier. The tunnel will be used by electric
trolleybuses and its construction is timed to coincide with the central
artery/tunnel highway project now underway. The project is in the final
design stage. The local share commitment to this project is 20 percent.
The cost-effectiveness index is $9 per new passenger trip. FTA has
determined that the grantee has the financial capacity to build and
operate this project. An FFGA was issued in November 1994, in the amount
of $330,730,000. The project received an appropriation of $30,000,000 in
fiscal year 1997. The FFGA funding schedule provides for $53,990,000 in
fiscal year 1998. The administration is requesting $46,200,000 in fiscal
year 1998. The remaining $142,320,000,000 would be provided over the
course of fiscal years 1999 2001. To date, $112,410,000 has been
obligated to the project with only the fiscal year 1997 appropriation
remaining unobligated.
Boston urban ring .--The Committee recommends $2,000,000 for
developing a preferred alternative for the Massachusetts Bay
Transportation Authority's planned circumferential corridor located just
beyond the Boston central core. Alternatives for this new service
include rail service to new station stops on the existing radial system,
and enhanced local bus service. Initial cost estimates range from
$20,000,000 for the bus alternative to $1,400,000 for the full build
alternative. This project has received a total of $1,100,000 in past
years' appropriations.
Burlington-Essex Junction commuter rail .--The Committee recommends
$8,000,000 for the construction of a commuter rail line linking
Burlington to Essex Junction. The commuter rail improvements in this
corridor include track, tunnel, signal, grade crossing, and drainage
improvements. In Burlington, the terminus would be the newly developed
Main Street Landing/Union Station site. Hourly commuter rail service
would be provided on the New England Central Railway right-of-way. The
project includes the construction of stations with park-and-ride lots
and integrated feeder bus service.
Canton-Akron-Cleveland commuter rail project .--The Committee has
included $800,000 for the proposed Canton-Akron-Cleveland commuter rail
project. This regional line will relieve traffic congestion on
Interstate 77 and help with air quality issues in nonattainment areas.
Charleston, SC, monobeam rail project .--The Committee recommends
$3,000,000 for the construction of a full-scale demonstration monobeam
rail line linking the Charleston International Airport to the Charleston
Coliseum/Convention Center. This funding will allow completion of the
first phase of the project, covering the 1.2 miles of the distance
between the coliseum and the convention center.
Cincinnati Northeast/Northern Kentucky Rail Line project .--The
corridor extends from the Cincinnati/Northern Kentucky International
Airport through downtown Cincinnati to King's Island Amusement Park in
Warren County, OH. This 33-mile corridor paralleling I 71 generally runs
in a northeasterly direction, and so is referred to as the Northeast
corridor. The capital cost of the rail alternative is $800,000,000. The
project is currently in the system planning studies phase. For fiscal
year 1998, the Committee has included $500,000.
Clark County, NV, RTC fixed guideway .--The Committee recommends
$5,000,000 for preliminary engineering and design for a proposed fixed
guideway system in the Las Vegas, NV, valley. There are two major
components to the proposed fixed guideway system: a 15.6-mile core
system running south from Cashman Field to the Stratosphere Tower, then
branching out along Sahara Avenue and paralleling Las Vegas Boulevard
south behind the valley's resorts. In addition, an extension to McCarran
International Airport is planned. The regional transportation commission
is currently in the final phase of a major investment study for the Las
Vegas corridor. FTA has not rated the project's financial plan.
Dallas-DART north central light rail extension project. --The
Committee recommends $14,000,000 for the Dallas-DART north central light
rail extension project. This project is a 12.5-mile, eight-station,
$347,100,000 LRT extension to Plano. The southern 8.5 miles, from Park
Lane to Richardson Transit Center, would be double tracked. The northern
4 miles would be single track initially with limited station
development. Dallas area rapid transit has completed a major investment
study [MIS] and the preferred alternative was selected in September
1994. The project is now in the preliminary engineering phase. A final
EIS should be ready for circulation in the spring of 1997. The local
share commitment to this project is 50 percent. The cost-effectiveness
index is $11 per new passenger trip. FTA has assigned a financial rating
of high to this project. Through fiscal year 1997, Congress has
appropriated $16,360,000 for this project.
Denver Southwest corridor LRT. --The Committee recommends
$30,000,000 for the Denver Southwest corridor light rail transit [LRT]
project. The total FFGA amount for this 8.7-mile LRT extension is
$120,000,000. The extension will connect with the existing Denver
central corridor light rail line from the I 25/Broadway interchange, and
run over an exclusive, grade-separated right-of-way paralleling Santa Fe
Drive, to Mineral Avenue in Littleton. The FFGA funding schedule for
this project provides for $25,000,000 in fiscal year 1998 new starts
funds. The administration has requested $21,400,000 in fiscal year 1998.
Through fiscal year 1997, $2,830,000 has been provided to this project.
To date, $1,490,000 has been obligated to the project. This project is
currently in the final design stage. The cost-effectiveness index is $3
per new passenger trip.
East Side access project, New York .--The Committee has provided
$50,000,000 for the East Side access project which will link the Long
Island Railroad to Grand Central Station and New York's East Side. The
funds provided are for right-of-way acquisition, construction
management, project management, and related costs such as value
engineering, constructability reviews, and peer review. The 63d Street
Tunnel, now used by subway trains, has a lower level built for future
use by Long Island Railroad trains, and this link is expected to reduce
the need for passengers to backtrack from Penn Station on New York's
West Side to their destinations on the East Side.
Florida (Miami) Tri-County commuter rail. --The Committee recommends
$12,000,000 for the tri-county commuter rail project. The Tri-County
Commuter Rail Authority [Tri-Rail] operates a 70-mile commuter rail
system connecting Dade, Broward, and Palm Beach Counties. Tri-Rail's
short-range program includes the addition of a second track and
rehabilitation of the signal system. These improvements will reduce
conflicts with Amtrak and CSX freight trains. The project is in the
final design stage. Through fiscal year 1997, Congress has appropriated
$43,320,000 in section 5309 new starts funds for Tri-Rail improvements.
Information concerning the local share commitment to the program,
cost-effectiveness index, and financial plan has not been finalized. The
estimated total cost of the project is $438,000,000.
Galveston rail trolley system .--The Committee recommends $4,000,000
to expand the existing Galveston Island rail trolley system by 3.2
miles, to connect the University of Texas Medical Branch, the island's
largest employer, to downtown Galveston. No appropriations have been
previously provided for this project.
Griffin light rail transit line .--The Committee recommends
$2,000,000 for the planned 16-mile light rail transit line from downtown
Hartford, CT, to Bradley International Airport. The first 12 miles of
the project, which would run over rail right-of-way owned by the State
and by Amtrak, as well as an at-grade segment in the city of Hartford,
is estimated to cost $250,000,000. The project has previously received a
total of $990,000 in Federal funds, toward preliminary engineering and
developing an environmental impact statement.
Hollis to Ketchikan, AK, ferry project .--The Committee recommends
that FTA deobligate the $6,390,000 that was provided to the
Hollis-Ketchikan ferry in fiscal year 1997. These funds shall be
reprogrammed to the available fiscal year 1998 new fixed guideway
systems funds, increasing the total available funding in the Committee's
recommendation to $786,390,000. Further funding of the Hollis-Ketchikan
ferry project, which includes a new passenger terminal at Hollis and a
new 196-foot sheltered-deck ferry vessel, will be included under the
Federal Highway Administration's discretionary ferries program in
future.
Houston Metro regional bus plan. --The Committee recommends
$51,100,000 for the Houston Metro regional bus plan. This $625,000,000
plan, developed by Houston Metro, consists of a package of major
improvements to the region's existing bus system. It includes major
service expansions in most of the region, new and extended HOV
(high-occupancy vehicle) facilities and ramps, several transit centers
and park-and-ride lots, and supporting facilities. The individual
elements of the plan are in various stages of development, from
preliminary engineering to construction. The local share commitment to
this project is 20 percent. The cost-effectiveness index is $3 per new
passenger trip. FTA has determined that the grantee has the financial
capacity to build and operate this project. An FFGA was issued for this
project on December 30, 1994, which fulfilled the requirements of
section 3035(uu) of ISTEA. A total of $40,590,000 was provided to this
project in FTA's fiscal year 1997 appropriation. The FFGA funding
schedule for this project provides for $59,670,000 in fiscal year 1998
new starts funds. The administration has requested $51,070,000 in fiscal
year 1998. The remaining $121,610,000 needed to complete the project
shall be provided in fiscal years 1999 2000.
Indianapolis northeast corridor .--The Committee recommends
$1,500,000 for a major investment study to determine the feasibility of
commuter rail service linking downtown Indianapolis with northern
suburban areas in Marion and Hamilton Counties. The primary route for
this service would use an abandoned rail line linking Noblesville in
Hamilton County with Union Station in downtown Indianapolis.
Jackson, MS, intermodal corridor project .--The Committee recommends
$3,000,000 for preliminary engineering of the Jackson, MS, intermodal
corridor. The corridor extends from the Jackson State University campus
through downtown Jackson to the Jackson International Airport. The
amount of $5,500,000 was appropriated for this project in fiscal year
1997.
Los Angeles, MOS 3 project .--The 23-mile, $5,700,000,000 Metro Red
Line rail project is planned as minimum operable segments [MOS's] for
funding purposes. ISTEA defined MOS 3 to include three Metro Rail
extensions including the North Hollywood extension, the East Side
extension, and the midcity extension. A full funding grant agreement has
been signed, committing $1,416,490,000 in funding. To date, Congress has
appropriated $510,227,000 including $70,000,000 in fiscal year 1997.
The Committee recommends $51,000,000 for the project. None of the
funds provided to the Los Angeles MOS 3 project shall be available until
(1) the LACMTA produces an adopted recovery plan and a financially
constrained long-range transportation plan, including compliance with
the consent decree entered in 1996 for enhanced bus service; (2) the FTA
conducts a final review and accepts the plans; (3) the General
Accounting Office and the Department of Transportation's inspector
general conduct an independent analysis of the plans and provide such
analysis to the House and Senate Committees on Appropriations; and (4)
until after the FTA has reviewed the General Accounting Office and
inspector general's analyses and certifies to the Committees on
Appropriations that the fiscal management of the project meet or exceed
accepted U.S. Government standards.
Maryland commuter rail [MARC]. --The Committee recommends
$35,000,000 for the MARC commuter rail project. Planned system
extensions would provide service to Washington, DC, from both Waldorf
and Frederick, MD. FTA has provided planning funds to the Tri-County
Council for Southern Maryland for a major investment study [MIS] to
evaluate transit alternatives in the Waldorf area. The MIS is expected
to be completed in 1997. The extension of MARC service to Frederick
consists of a 13.5-mile line which will operate on existing CSX
transportation rail right-of-way. The MARC program also includes new
equipment and station improvements. The local share commitment to this
project is 20 percent. FTA has determined that the grantee has the
financial capacity to build and operate the Frederick project and the
new equipment and station improvements. An FFGA was issued for the
Frederick extension and capital improvement projects in June 1995 for
$105,250,000. Through fiscal year 1997, Congress has appropriated
$56,740,000 applied to the FFGA for this project (and $33,250,000 not
included in the FFGA). The FFGA funding schedule calls for $31,480,000
in new starts funding in fiscal year 1998. The administration's request
includes $26,940,000 for this project with $21,580,000 to be provided
between fiscal years 1999 and 2000. To date, $57,030,000 has been
obligated to the project.
Memphis, TN, Main Street trolley extension. --The Committee
recommends $1,000,000 for the Memphis Medical Center rail extension
project. The Memphis Area Transit Authority [MATA] currently operates
the 2.2-mile Main Street trolley, a vintage rail trolley line in
downtown Memphis. The Main Street trolley extension via the Riverfront
loop is now under construction. This line will serve existing and
proposed developments along the Mississippi River and connect with the
Main Street trolley, Central Station, and North End terminal. The funds
provided for the rail connection to the medical center will complete the
downtown rail circulation system. To date, Congress has appropriated
$4,750,000 for the Memphis regional rail plan.
Nassau hub rail link EIS .--The Committee recommends $500,000 for an
environmental impact statement [EIS] for the proposed Nassau hub rail
link project. This first stage of the project is expected to cost around
$50,000,000. The Committee notes that the Nassau County Legislature has
committed financing to the project, approving a $500,000 bond to finance
the preparation of surveys and plans for improvements to Memorial
Coliseum and for the rail link. The funds provided in this bill would
help determine the environment impact the project would have on the
Nassau County region.
New Jersey urban core. --The Committee recommends $91,000,000 for
the New Jersey urban core project, and directs that $27,000,000 shall go
toward the Secaucus transfer and $64,000,000 shall go toward the
Hudson-Bergen light rail line. The urban core project consists of a
number of rail improvements designed to improve mobility in northern New
Jersey, and consists of the following segments: Secaucus transfer;
Kearney connection; Hudson-Bergen line; Newark Airport-Elizabeth transit
link; Northeast corridor signal system; a rail connection between Penn
Station, Newark, and Broad Street Station, Newark; and improvements to
New York Penn Station. The local financial commitment is accounted for
through the ISTEA toll revenue credit provision. ISTEA earmarked
$634,400,000 for the entire urban core program of projects. An FFGA was
issued for the Secaucus transfer project in December 1994 to provide a
total of $444,250,000 through fiscal year 1998, including funds provided
in prior years. The Secaucus transfer project consists of a three-level
transfer station allowing commuters on the Main line, Bergen County
line, Pascack Valley line, and Port Jervis line to transfer to Northeast
corridor commuter trains destined to Penn Station in midtown Manhattan
or Penn Station in Newark. The project is currently under construction.
The Secaucus transfer project received an appropriation of $105,530,000
in fiscal year 1997. The project's FFGA funding schedule calls for
$26,990,000 in new starts funding in fiscal year 1998, the amount
reflected in the administration request for fiscal year 1998. The FFGA
funding schedule for the Hudson-Bergen line includes $64,000,000 in
fiscal year 1998. The administration request for fiscal year 1998 is
$54,780,000. The Hudson-Bergen project is a 20.5-mile, 33-station
at-grade LRT line from the Vince Lombardi park-and-ride lot through
Hoboken and Jersey City to Route 440 in southwest Jersey City and 34th
street in Bayonne. The 10-mile initial operating segment is in
preliminary engineering. The $694,000,000 (total cost) Newark-Elizabeth
light rail project, a 9-mile, 15-station light rail transit line linking
the cities of Newark and Elizabeth and Newark International Airport, is
in preliminary engineering. Through fiscal year 1997, Congress has
appropriated a total of $549,930,000 to New Jersey urban core projects.
New Orleans Canal Street corridor project .--The Regional Transit
Authority [RTA] is developing a 4.4-mile streetcar project in downtown
New Orleans. The Canal Street corridor would extend along the median of
Canal Street from the Canal Ferry at the Mississippi River in the
central business district, through the Mid-City neighborhood, to two
outer termini at N. Anthony and Degado Community College/City Park. The
capital cost estimate is $92,600,000. The project is currently in the
preliminary engineering phase. Through fiscal year 1997, Congress has
appropriated $26,382,000. The Committee recommendation includes
$8,000,000 for the Canal Street corridor in fiscal year 1998.
Northern Indiana commuter rail (South Shore) .--The Northern Indiana
Commuter Transportation District [NICTD] operates the South Shore Line
passenger service between South Bend, IN, and the Randolph Street
Station in Chicago, IL. In order to meet the growing demand for commuter
rail service in northern Indiana, the Committee recommends $6,000,000,
to be matched with local funds, for the purchase of additional passenger
train cars.
Oklahoma City, MAPS corridor transit system. --The Committee has
provided $2,000,000 for the Oklahoma City metropolitan area projects
[MAPS] rail trolley system. The system is estimated to cost about
$21,700,000. Project sponsors propose a 60-percent Federal/40-percent
local match.
Orlando-Lynx light rail project. --The Committee recommends
$31,800,000 for the Orlando, FL, Lynx light rail project. The locally
preferred alternative, selected in September 1995, includes highway
improvements along a 75-mile corridor and a light rail transit [LRT]
component along a 52-mile corridor at a capital cost of $2,700,000,000.
A 25-mile minimum operating segment of the LRT is in preliminary
engineering with a capital cost of $880,000,000. In fiscal year 1997,
Congress appropriated $2,000,000 to this project.
Pittsburgh Airport busway. --The Committee recommends $8,000,000 for
the airport busway project. The Port Authority [PATransit] is
constructing a 20-mile busway in the airport corridor between downtown
Pittsburgh and the Greater Pittsburgh International Airport. Phase 1 of
the project is a 7-mile busway from Carnegie to downtown Pittsburgh.
Phase 1 also includes a 1.1-mile HOV facility comprised of a
rehabilitated Wabash Tunnel and a new bridge across the Monongahela
River. In the remaining 12 miles of the corridor, from Carnegie to the
airport, buses will operate in mixed traffic on the relatively
uncongested Parkway West [I 279]. Phase 1 was originally estimated to
cost $326,800,000. The busway project is presently under construction.
The local share commitment to the project is 21 percent. The
cost-effectiveness index is $4 per new passenger trip. FTA has
determined that the grantee has the financial capacity to build and
operate this project. An FFGA was issued for this project in October
1994. The FFGA commits $121,000,000 in section 5309 new start funds.
Through fiscal year 1997, Congress appropriated $130,930,000 in new
start funds for the project including $22,700,000 in prior-year
deobligated funds that were applied to the project in fiscal year 1996.
The FFGA funding commitment for this project has now been completed. New
starts funds totaling $130,930,000 have been obligated to the project,
so no appropriations remain unobligated. The Committee encourages the
Administrator to work with the Port Authority of Allegheny County to
resolve outstanding issues with the airport busway project submittal.
Portland Westside LRT project. --The Committee recommends
$63,400,000 for the Portland Westside LRT project. Tri-County
Metropolitan Transportation District of Oregon [Tri-Met] is building a
$963,520,000 (total funding) light rail transit extension from downtown
Portland, west through Beaverton, to a terminus in downtown Hillsboro.
In downtown Portland, the 18-mile extension will connect to the existing
Banfield LRT line [MAX] that operates between Portland and Gresham. The
project is now under construction. The local share commitment to this
project is 27 percent. The cost-effectiveness index is $12 per new
passenger trip. In September 1992 FTA and Tri-Met entered into a full
funding grant agreement [FFGA] for the 12-mile segment from downtown
Portland to 185th Avenue. The section 5309 new start share for this
segment was $515,990,000. The FFGA was amended in 1994 to add the
6.2-mile Hillsboro extension, bringing the total section 5309 share to
$590,060,000. An additional $40,000,000 was added to the project in
fiscal year 1996. Through fiscal year 1997, Congress has appropriated
$530,280,000 in new start funds. The FFGA funding schedule for the
Portland Westside LRT project includes $74,070,000 in fiscal year 1998.
The administration request for fiscal year 1998 is $63,390,000. To date,
all appropriated funds have been obligated with no prior-year
appropriations remaining unobligated.
Research Triangle Park regional transit plan. --The Committee
recommends $14,000,000 for the Research Triangle Park transit plan in
Raleigh-Durham, NC. In fiscal year 1997, Congress appropriated
$2,000,000 to this project.
Sacramento. --The Committee recommends $20,300,000 for the
Sacramento south corridor project. The Sacramento Regional Transit
District [RTD] is proposing a 6.3-mile, $220,300,000, LRT line on Union
Pacific Railroad right-of-way. This will be phase 1 of a planned
11.3-mile extension in the south Sacramento corridor. The local share
commitment to this project is 49 percent. The cost-effectiveness index
is $6 per new passenger trip. FTA has rated the capital finance plan for
phase 1 as high. The administration has announced plans to negotiate an
FFGA with Sacramento to provide a commitment of $113,200,000 in new
starts funds for the 6.3-mile extension. Through fiscal year 1997,
$9,920,000 has been appropriated for this project. To date, $1,980,000
has been obligated to the project.
Roaring Fork Valley rail .--The Committee recommends $2,000,000 for
the initial development of the Roaring Fork Valley rail project, located
in the corridor extending from Aspen, CO, to Glenwood Springs, CO. This
project was created as a result of the major feasibility study and
environmental analysis completed on Highway 82 by the Colorado
Department of Transportation [CDOT]. State Highway 82 is currently the
only transportation corridor between Glenwood Springs and Aspen, and it
is the most congested two-lane highway in Colorado. The corridor has
been designated as one of the top three priority corridors for passenger
rail service by CDOT.
Salt Lake City LRT. --The Committee recommends $84,000,000 for the
Salt Lake City south LRT project. Utah Transit Authority [UTA] plans to
construct a 15-mile light rail transit [LRT] line from downtown Salt
Lake City to suburban areas to the south. The LRT line would operate
at-grade on city streets in the downtown and utilize a railroad
right-of-way already owned by UTA to the south of downtown. The
ground-breaking ceremony for this project was held in April 1997. The
local share commitment to this project is 23 percent. The
cost-effectiveness index is $4 per new passenger trip. FTA has
negotiated an FFGA with UTA committing $237,400,000 in new starts funds
to the project. Total cost of the project is $312,500,000. Through
fiscal year 1997, a total of $73,390,000 has been appropriated by
Congress to this project, of which $66,790,000 applies toward the FFGA.
The Committee notes that the designation of Salt Lake City as host of
the Winter Olympics in 2002 makes urgent the completion of this project.
The Committee anticipates that the funds provided will be fully
obligated in fiscal year 1998.
Salt Lake City regional commuter system .--The Committee recommends
$8,000,000 to be used for both implementation of an interim commuter
rail service from Provo to Salt Lake to mitigate the impacts to traffic
of the I 15 construction and for planning for a comprehensive system
serving the corridor from Brigham City on the north to Payson on the
south. The implementation costs include station construction, equipment
transport, insurance, staff training, and maintenance facility and parts
establishment, as well as operating assistance. The planning funds will
be used to develop an implementation plan for fully implementing
commuter rail in the entire study corridor. This project is an integral
part of the strategy to meet the transportation needs of the area as
host of the 2002 Winter Olympics.
Seattle-Renton-Tacoma light rail project. --The Committee recommends
$24,000,000 for the Seattle-Renton-Tacoma light rail project. The three
county Central Puget Sound Regional Transit Authority [RTA] Board has
adopted a 10-year regional plan. The plan, scaled down from a 1995
proposal, is valued at $3,900,000,000 in proposed transportation
improvements, and includes substantial commuter rail service in the
region (principally between Seattle and Tacoma) as well as LRT and
expanded bus service. A major investment study is currently underway. An
appropriation of $2,980,000 was made to the project in fiscal year 1997.
Springfield-Branson, MO, commuter rail line .--The Committee
recommends $500,000 for the development of the Springfield-Branson
commuter rail line.
St. Louis Metrolink (St. Clair County, IL) corridor .--The Committee
recommends $30,000,000 for the St. Clair County corridor LRT. The FFGA
funding schedule for this St. Louis Metrolink project calls for
$35,000,000 in fiscal year 1998. The administration request for fiscal
year 1998 is $29,960,000. The East-West Gateway Coordinating Council
[EWGCC] has completed a major investment study of transit alternatives
for the corridor between downtown East St. Louis, IL, and the
Mid-America Airport in St. Clair County. The selected alternative is a
27-mile LRT extension with a total cost of $431,500,000. The FFGA new
starts amount for the initial 17 miles of this alternative is
$243,930,000. The local share commitment to this project is 28 percent,
and a medium/high rating for financial capacity has been assigned by
FTA. The cost-effectiveness index is $23 per new passenger trip for the
full 27-mile project. Through fiscal year 1997, $48,190,000 has been
allocated to this project. Congress appropriated $32,000,000 to this
project in fiscal year 1997. To date, $48,190,000 has been obligated and
no money remains unobligated.
Charlotte transitway .--The Committee is encouraged by efforts of
the city of Charlotte, NC, to construct a transitway system, utilizing
abandoned railroad tracks that spoke from the suburbs into the center of
the city.
MASS TRANSIT CAPITAL FUND
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1997 ($2,300,000,000)
Budget estimate, 1998 (2,350,000,000)
Committee recommendation (2,350,000,000)
The bill includes $2,350,000,000 to liquidate obligations incurred
under contract authority provided in section 21 of the Urban Mass
Transportation Act of 1964, as amended.
WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY [WMATA]
Appropriations, 1997 $200,000,000
Budget estimate, 1998 (highway trust fund) 200,000,000
Committee recommendation 160,000,000
Public Law 96 184 (Stark-Harris legislation) enacted January 3, 1980,
authorized a total of $1,700,000,000 for construction on the Washington
Metrorail System. In addition, the National Capital Transportation
Amendments of 1990, Public Law 101 551, authorized another
$1,300,000,000 in Federal capital assistance. Through fiscal year 1997,
$1,049,700,000 has been appropriated, leaving a balance of $250,300,000.
ST. LAWRENCE SEAWAY DEVELOPMENT CORPORATION
The St. Lawrence Seaway Development Corporation (the Corporation) is
a wholly owned Government corporation established by the St. Lawrence
Seaway Act of May 14, 1954. The Corporation is responsible for the
operation, maintenance, and development of the United States portion of
the St. Lawrence Seaway between Montreal and Lake Erie. The
Corporation's major priorities are to control Corporation costs and
encourage increased use of the Seaway system.
OPERATIONS AND MAINTENANCE
(Harbor Maintenance Trust Fund)
Appropriations, 1997\1\ $10,337,00006
Budget estimate, 1998\2\ (mandatory) ...........................
Committee recommendation\2\ (mandatory) ...........................
\1\Does not include reductions for TASC and awards pursuant to
sections 321 and 346 of Public Law 104 205.
\2\Assumes enactment of authorizing legislation to provide
mandatory payment.
Performance-based organization [PBO] initiative
The administration for 1998 has proposed that Government agencies
restructure themselves as performance-based organizations [PBO's]. The
St. Lawrence Seaway Development Corporation [SLSDC] is one of the nine
candidate agencies. (The others are Department of Commerce seafood
inspection; Patent and Trademark Office; National Technical Information
Service; Defense Commissary Agency; Federal Housing Administration
mortgage insurance services; Government National Mortgage Association;
the U.S. Mint; and Federal retirement benefit service.) Each candidate
agency is coordinating with the ``National Performance Review,'' Office
of Management and Budget, and Office of Personnel Management to develop
authorizing legislation that is customized to meet its unique needs.
It is the Committee's understanding that as a PBO, the Corporation
would remain part of the Department of Transportation, but would be
freed of certain departmental constraints. For instance, as a PBO the
Corporation would be allowed to streamline its organization, personnel,
and procurement rules; would have authority to conduct routine
negotiations directly with the Canadian Seaway Authority regarding
seaway operations; would be free to set its own policies and directives
as they relate to operations; and would no longer be required to
contribute to certain expenses shared by departmental operating
expenses, such as the Transportation Administrative Service Center and
reimbursable agreement costs.
The administration did not request appropriated funds for the
Corporation, as financing is proposed to be derived from an automatic
annual payment from the harbor maintenance trust fund [HMTF], based on
5-year average tonnage through the Seaway. The PBO proposal includes an
automatic annual payment for fiscal year 1998 estimated at $11,200,000
from the HMTF, and $1,220,000 from non-Federal source revenue
collections and the Corporation's financial reserve, for a total budget
program level of $12,420,000 ($11,680,000 to fund operations and
maintenance and $740,000 for capital improvements).
Authorizing legislation is necessary to establish the Corporation as
a PBO and provide the financing mechanism that disburses this annual
automatic payment. The administration has asserted that, while this
funding will be derived from a new mandatory account, it will not
require an amendment to the Budget Enforcement Act. In a May 1997
General Accounting Office report directed in the 1997 appropriations
conference report (H. Rept. 104 785), the GAO found the effects of PBO
status on the Corporation to be mixed. The GAO reported that the
proposal appears to be a workable mechanism for addressing the
administration's desires for more predictable funding, an
incentive-based focus on performance standards and measures, and relief
from DOT reporting requirements. However, other approaches are available
to address some of the Corporation's stated needs (such as DOT granting
waivers from reporting requirements), and the Committee has
determined--using actual historical tonnage figures--that the
Corporation's funding stream expressed in constant dollars has actually
been higher since fiscal year 1993 than it would have been under the PBO
formula.
COMMITTEE RECOMMENDATION
The Committee bears no prejudice against the administration's
performance-based organization concept, and is willing to allow the
authorization process more time before making a final decision regarding
fiscal year 1998 funding for the Corporation. Therefore, no appropriated
funds or bill language are included.
In questions for the record submitted to the St. Lawrence Seaway
Development Corporation, the Committee asked:
If the authorizing committees fail to enact PBO
legislation before the Senate passes its version of the fiscal
year 1998 Transportation appropriations bill, will the
administration submit a budget amendment requesting an
appropriation of $11,200,000 from the harbor maintenance trust
fund? If not, and appropriations legislation goes to
conference and is passed without including appropriated funds
for the Corporation, how will the agency make up the funding
shortfall?
The Corporation's answer was:
If the PBO legislation is not enacted, we believe
the administration will submit a budget amendment; however, we
do not have formal confirmation of such action. If not, the
Corporation would have no choice but to rely on its available
emergency reserves.
The Committee hopes that, failing timely authorization, the
administration will step in with a budget amendment requesting
appropriated funds for the Corporation; and if presented with such a
request, the Committee would give it every due consideration.
RESEARCH AND SPECIAL PROGRAMS ADMINISTRATION
The Research and Special Programs Administration [RSPA] was
established by the Secretary of Transportation's organizational changes
dated July 20, 1977, and serves as a research, analytical, and technical
development arm of the Department for multimodal research and
development, as well as special programs. Particular emphasis is given
to pipeline transportation and the transportation of hazardous cargo by
all modes. In 1998, resources are requested for the management and
execution of the Offices of Hazardous Materials Safety, Emergency
Transportation, Pipeline Safety, program and administrative support.
Funds are also requested for the emergency preparedness grants program.
RSPA's two reimbursable programs--Transportation Safety Institute [TSI]
and the Volpe National Transportation Systems Center [VNTSC]--support
research safety and security programs for all modes of transportation.
RESEARCH AND SPECIAL PROGRAMS
Appropriations, 1997\1\ $29,886,000
Budget estimate, 1998 30,102,000
Committee recommendation 28,450,000
\1\Does not reflect reduction of $183,000 for TASC and awards
pursuant to sections 321 and 346 of Public Law 104 205.
The Committee has provided a total of $28,450,000 for the ``Research
and special programs'' account, which is $1,652,000 below the
administration's request.
The following table summarizes the Committee recommendations:
Fiscal year 1997 enacted\1\ Fiscal year 1998 estimate Committee
recommendation
Hazardous materials safety $15,268,000 $15,492,000
$15,492,000
Emergency transportation $993,000 $993,000
$1,443,000
Research and technology $6,580,000 $5,296,000
$3,296,000
Program and administrative support $6,862,000 $8,321,000
$8,219,000
----------------------------- --------------------------- --------------------------
Total, research and special programs $29,703,000 $30,102,000
$28,450,000
(Positions) (197) (197) (195)
\1\Includes $183,000 reduction for TASC and awards pursuant to sections 321 and 346 of Public
Law 104 205.
HAZARDOUS MATERIALS SAFETY
The Office of Hazardous Materials Safety [HMS] administers a
nationwide program of safety regulations to fulfill the Secretary's duty
to protect the Nation from the risks to life, health, and property that
are inherent in the transportation of hazardous materials by water, air,
highway, and railroad.
HMS plans, implements, and manages the hazardous materials
transportation program consisting of information systems, research and
analysis, inspection and enforcement, rulemaking support, training and
information dissemination, and emergency procedures.
The Committee recommends $15,492,000 for hazardous materials safety,
which is the amount requested by the administration.
The Committee, for the Office of Hazardous Materials Safety,
recommends $9,025,000, the amount requested in the budget. The Office of
Hazardous Materials Transportation Safety has continued its longstanding
practice of failing to maintain its personnel resources at the enacted
levels. For example, as of June 30, 1997, there were at least 16
positions that were not filled. The Committee directs the RSPA personnel
office and the RSPA Administrator to explore alternative means to comply
fully with the staffing level that was approved by the conferees in the
fiscal year 1997 legislative cycle. The Administrator shall prepare a
letter to be submitted to both the House and Senate Committees on
Appropriations before January 1, 1998, on the steps that will be taken
to address this problem.
Emergency transportation
Emergency transportation [ET] programs provide support to the
Secretary of Transportation for his statutory and administrative
responsibilities in the area of transportation civil emergency
preparedness and response. This program develops and coordinates the
Department's policies, plans, and programs, in headquarters and the
field to provide for emergency preparedness.
ET is responsible for implementing the Transportation Department's
National Security Program initiatives, including an assessment of the
transportation implications of the changing global threat. The Office is
also charged with the development of crisis management plans to mitigate
disasters and the implementation of these plans nationally and
regionally in an emergency.
The Committee recommends $1,443,000 for emergency transportation, an
increase of $450,000 above the amount requested by the administration.
Crisis response management. --The Office of Emergency Transportation
coordinates civil emergency preparedness and response for transportation
services during national and regional emergencies, across the entire
continuum of crises, including natural catastrophes such as earthquakes
and hurricanes, and international and domestic terrorism. However, very
little transportation-oriented civil emergency preparedness work has
been done in relation to tornadoes, which are a deadly threat to the
Southern and Midwestern States most prone to these storms. The Committee
has provided $450,000 for a transportation emergency preparedness and
response demonstration project, of which $400,000 shall be used to
assist in the construction and establishment of an underground emergency
transportation management center utilizing satellite communications. The
remaining $50,000 shall be used to evaluate and report on the
demonstration in order to provide other communities with information to
improve and enhance emergency preparedness and response capabilities,
and to cover administrative and other expenses, such as travel, that may
be incurred by the Department of Transportation in carrying out this
demonstration. The center shall be located, in a region that is
susceptible to tornadoes and at an elevation of over 1,300 feet above
sea level for improved radio and microwave signal transmission
capability; and be within reasonably close proximity to military, space
and/or nuclear facilities to provide rapid response time (but far enough
away to be safe from disaster impacts). After an appropriate site is
determined, the Department of Transportation shall coordinate with the
State emergency management agency to construct and establish emergency
management services. The Committee does not intend for the Department of
Transportation to provide ongoing consulting or other services for the
center.
Research and technology
The Committee supports a modest departmental effort to create a
strategic planning process that: (1) provides a framework for Federal
transportation research and development based on national needs; (2)
specifies Federal transportation research and development priorities;
(3) identifies opportunities for collaboration among Federal agencies,
DOT operating administrations, and other research performers in academia
and the private sector; and (4) assesses, over time, the impact of
transportation research and development investments on the Nation's
transportation system. The Committee also supports a limited research
and development program aimed at addressing cross-cutting areas of
concern that pertain to the missions of more than one of the
Department's modal administrations. To further these objectives, the
Committee recommends $1,900,000 for research and technology, a reduction
of $2,000,000 below the requested contract program level. As requested,
$350,000 has been provided for strategic research and development
programs, which will assist the Departmentwide efforts in biomechanics,
human factors, and other cross-cutting research efforts. The Committee
denies funds for university programs because the administrative takedown
provided under the contract authority program is sufficient to meet this
need. The Committee also limits the amount of funds that may be provided
for international technology systems assessment or scanning to $100,000,
because of possible overlap with other scanning activities conducted by
the FHWA.
The Committee directs that the Deputy Secretary and the RSPA
Administrator institute the appropriate mechanisms to ensure that the
Department's research and development management and strategic planning
process is broadened to include more input from the States, the private
sector, and the public in general. Appropriate meetings of the various
research coordinating committees and council should be open to the
public with opportunities for comment. Departmentwide plans and
strategies need to be more closely linked to, and depend more heavily
on, similar plans and strategies of the modal administrations, and there
needs to be evidence of a clear integration of DOT's research and
development program with those of other Departments. The Committee is
also concerned that almost all of the funds provided for research and
technology are being allocated to the Volpe Center or to the
Transportation Research Board. Potential contributions from other
resources should be explored.
In view of the uncertainty this year regarding the possible
authorization of contract funds that could duplicate some of the moneys
recommended herein, the Committee directs the Department to obtain the
approval of both the House and Senate Committees on Appropriations
before obligating any of these appropriated funds.
Simultaneous vehicle and infrastructure design [SVID] .--The
Committee directs the RSPA Administrator to submit a letter to the
Committees on Appropriations by January 30, 1998, on the concept of
simultaneous vehicle and infrastructure design. The Department of Energy
national laboratories have proposed a systems engineering concept in
which various components of transportation infrastructure and users are
viewed as an overall system, and transportation infrastructure,
vehicles, and other systems are designed and developed in this
integrated environment. Automobile manufacturers, State and Federal
highway departments, transportation construction representatives,
universities, and the national labs would create a common test facility
to review new vehicle designs, infrastructure developments, and user
habits. The Committee encourages coordinated research activities, and
looks forward to RSPA's review of the SVID concept.
Program and administrative support
The program support function provides legal, financial, management,
and administrative support to the operating offices within RSPA. These
support activities include executive direction (Office of the
Administrator), program and policy support, civil rights and special
programs, legal services and support, and management and administration.
The Committee has provided $8,219,000, a reduction of $102,000 below
the requested level, and has made a reduction of two associated
positions in the Office of Policy and Program Support. RSPA shall not
transfer on a temporary or permanent detail personnel from other offices
to the Office of Policy and Program Support.
Administration of the university transportation centers programs
.--The Committee encourages RSPA to give favorable consideration to
requests for university transportation centers grants from the National
Center for Advanced Transportation Technology [NCATT], at the University
of Idaho. The NCATT is a multidisciplinary research center that allows
University of Idaho faculty, students, and engineers work together to
identify, develop, and test technologies that will reduce the dependency
on fossil fuels for transportation systems. The NCATT focuses its
research on vehicle technology, including biodiesel fuels, hybrid
electric vehicles and battery technology, turbine motor technology, and
vehicle frame materials and manufacturing. In addition, the center
performs research involving traffic systems technology, including
video-based traffic monitoring, traffic control, and transportation
system design and operation. The Committee encourages the Department to
consider including the University of Alabama among the institutions
participating in this program.
PIPELINE SAFETY
(Pipeline Safety Fund)
Appropriations, 1997\1\ $28,460,000
Budget estimate, 1998 30,660,000
Committee recommendation \2\30,000,000
\1\Does not reflect reduction of $102,042 for TASC and awards
pursuant to sections 321 and 346 of Public Law 104 205.
\2\An additional $2,000,000 from pipeline user fees collected
in previous years is included in this total.
The Research and Special Programs Administration is also responsible
for the Department's Pipeline Safety Program. This activity is entirely
financed by user fees assessed to the pipeline operators and by fees
paid to the oilspill liability trust fund [OSLTF]. The Pipeline Safety
Program promotes the safe, reliable, and environmentally sound
transportation of natural gas and hazardous liquids by pipeline. This
national program regulates the design, construction, operation,
maintenance, and emergency response procedures pertaining to gas and
hazardous liquids pipeline systems and liquefied natural gas facilities.
Also included is research and development to support the Pipeline Safety
Program and grants-in-aid to State agencies that conduct a Pipeline
Safety Program.
The following table summarizes the Committee recommendations:
[In thousands of dollars]
Program Fiscal year-- Committee recommendation
1997 enacted 1998 estimate
Operating expenses 10,300 11,800 11,480
Information systems 1,200 1,200 1,200
Risk assessment/technical studies 1,800 1,200 1,200
Compliance 300 300 300
Training and information dissemination 860 821 820
Emergency notification 100 100 100
Public education 200 200 400
Environmental indexing
Research and development 1,500 1,339 1,300
State grants 12,000 13,500 13,000
Risk management grants 200 200 200
One-call grants \1\(1,000) \1\(1,000) \1\(1,500)
-------------- --------------- ------------
Totals 28,460 30,660 30,000
\1\Funded from uncommitted balances in the reserve fund. In 1998, the Committee
recommendation includes an additional $500,000 in OPS contract program costs also derived
from these balances.
Operating expenses .--The Committee recommends $11,480,000 for
Office of Pipeline Safety [OPS] operating expenses, a reduction of
$320,000 below the administration request. The Committee suggests that
this reduction be taken from travel and transportation costs and
permanent change of station costs.
One-call systems public education .--The Committee recommends
$400,000 for public education, technical assistance, and outreach
regarding one-call systems. Third-party damage continues to be the major
single cause of releases from pipelines. The Committee directs the RSPA
Administrator to increase the priority that the OPS assigns to
underground damage prevention and effective one-call public outreach
efforts, and to review carefully each of the NTSB recommendations and
results of the NTSB public meeting on one-call systems. The OPS and its
damage prevention quality team needs to accelerate its efforts to assist
States in advancing one-call systems, and should expand the scope of its
efforts toward a more systematic approach to the one-call challenge.
Working cooperatively with the States, industry, and various public
agencies, OPS is directed to explore ways to increase the participation
of operators of underground facilities as members of notification
systems. OPS should also redouble its efforts to work with excavators
who should call to have lines located before commencing digging. OPS
should implement plans with other appropriate parties to improve
communication technologies and linking for one-call systems, to outreach
to the law enforcement and judicial community, to identify best
practices and highlight and analyze successful State programs, and to
help develop model programs, and to provide other technical assistance
and guidance to the States to improve their underground damage
prevention programs. Before April 1, 1998, the RSPA Administrator shall
submit a detailed report specifying the progress made in response to
these directives and detailing a 5-year strategic plan to help guide
further progress.
Pipeline grant program .--The Committee recommends $13,000,000 for
the natural gas and hazardous liquid pipeline safety grants.
One-call grants to States .--The Committee recommends that
$1,500,000 be made available for grants to States and other entities for
the development and establishment of one-call notification systems. The
Committee notes that each year the States request significantly
increased amounts of funding that exceed the amounts that have
previously been made available. The Committee maintains that these funds
will be of critical importance to helping the States make many
improvements in one-call systems that they have judged to be of critical
importance.
Pipeline safety reserve fund .--The Committee's bill includes
language to draw down $1,500,000 of the reserve in the pipeline trust
fund to support one-call notification systems grants, and an additional
$500,000 from the reserve fund to support general pipeline safety
programs. RSPA has documented that there is currently a balance of over
$19,000,000 in the reserve fund, and has informed the Committee that
they believe a fund balance of $11,000,000 would be sufficient to
maintain the integrity of the pipeline safety program. Utilizing these
excess reserve funds will enable the fiscal year 1998 user fee
collections from the gas and liquid pipeline transmission industry to
remain within the $28,000,000 limit set in the Public Law 104 304, the
Accountable Pipline Safety and Partnership Act of 1996.
Research and development .--The Committee directs the RSPA
Administrator to provide the Committees on Appropriations, by November
30, 1997, a letter detailing the current and potential use of hydraulic
and pneumatic capsule pipeline transportation systems, with a particular
emphasis on coal log pipeline technology. Coal log pipelines use only
one-third of the water used for coal slurry pipelines, and show promise
of cleaner, more efficient transport of coal. RSPA shall confer with the
Capsule Pipeline Research Center, which is jointly sponsored by the
National Science Foundation, Missouri Department of Economic
Development, and 14 private companies, in preparing this status report
for the Committees.
PIPELINE SAFETY
(Oilspill Liability Trust Fund)
Appropriations, 1997 $2,528,000
Budget estimate, 1998 2,328,000
Committee recommendation 3,000,000
The Committee recommends $3,000,000 to be derived from the oilspill
liability trust fund for implementation of the Office of Pipeline Safety
[OPS] responsibilities under the Oil Pollution Act of 1990 [OPA]. RSPA
has provided the Committee documentation of increased environmental
program costs, including data analysis, compliance and spill monitoring,
pipeline mapping, environmental indexing, and the State grants for
hazardous liquids program. In fiscal year 1998, the total expenses
associated with these efforts will exceed the level of OPA trust funds
requested by the administration. The Committee finds it reasonable to
increase the level of funding derived from the oilspill liability trust
fund to support these activities.
EMERGENCY PREPAREDNESS GRANTS
(Emergency Preparedness Fund)
Appropriations, 1997 $200,000
Budget estimate, 1998 200,000
Committee recommendation 200,000
The Committee recommends $200,000 for the training curriculum
activities authorized under existing law.
The Hazardous Materials Transportation Uniform Safety Act of 1990
[HMTUSA] requires RSPA to: (1) develop and implement a reimbursable
emergency preparedness grants program; (2) monitor public sector
emergency response training and planning and provide technical
assistance to States, political subdivisions, and Indian tribes; and (3)
develop and update periodically a national training curriculum for
emergency responders. These activities are financed by receipts received
from the hazardous materials shipper and carrier registration fees,
which are placed in the emergency preparedness fund. RSPA estimates that
receipts in fiscal year 1998 will be essentially the same as the actual
fiscal year 1996 receipts, which were $6,900,000.
The HMTUSA provides permanent appropriations for the emergency
preparedness fund for planning and training grants, monitoring and
technical assistance, and for administrative expenses. Appropriations,
also from the emergency preparedness fund, provide for the training
curriculum for emergency responders. The following table is for
illustrative purposes only, based on RSPA's estimates for fiscal year
1998 activity.
Fiscal year 1997 enacted Fiscal year 1998 budget estimate\1\
Committee recommendation\1\
Grants $5,810,000 $6,110,000
$6,110,000
Technical assistance 300,000 300,000
300,000
Administrative costs 300,000 300,000
300,000
Emergency response guidebook 300,000
Training curriculum 200,000 200,000
200,000
-------------------------- -------------------------------------
-----------------------------
Total 6,910,000 6,910,000 6,910,000
\1\Estimated levels.
OFFICE OF INSPECTOR GENERAL
SALARIES AND EXPENSES
Appropriations, 1997\1\ $37,900,000
Budget estimate, 1998 40,889,000
Committee recommendation 38,900,000
\1\Does not include reductions for TASC and awards pursuant to
sections 321 and 346 of Public Law 104 205.
The Inspector General Act of 1978 established the Office of Inspector
General [OIG] as an independent and objective organization, with a
mission to: (1) conduct and supervise audits and investigations relating
to the programs and operations of the Department; (2) provide leadership
and recommend policies designed to promote economy, efficiency, and
effectiveness in the administration of programs and operations; (3)
prevent and detect fraud, waste, and abuse; and (4) keep the Secretary
and Congress currently informed regarding problems and deficiencies.
OIG is divided into three major functional units: Office of Assistant
Inspector General for Auditing, Office of Assistant Inspector General
for Evaluations, and Office of Assistant Inspector General for
Investigations. The assistant inspectors general for auditing and
investigations are supported by headquarters and regional staff.
The Committee recommends $38,900,000, which is $1,989,000 below the
administration's request. The recommended level includes funding for the
inspector general to conduct two studies. First, the inspector general
is directed to conduct a study of the Transportation Administrative
Service Center [TASC] and report to the Committee by April 1, 1998, on
the cost effectiveness of TASC for the modal agencies and whether the
entrepreneurial, self-sufficient, and competitive business service
approach is meeting its customers' and the Department's needs. Second,
the Committee directs that, not later than 180 days after the date of
enactment of this act, the inspector general shall conduct an
investigation and submit a report to the Subcommittee on Transportation
and Related Agencies of the Committee on Appropriations on the
procurement of computers and related equipment and materials for the
advanced automation system for air traffic control. The report shall
include the following items: (1) a detailed examination of the contracts
of each contractor and subcontractor relating to the procurement of
computers and related equipment and materials for the advanced
automation system for air traffic control; and (2) a detailed accounting
of the costs (including losses and waste) to the United States as a
result of each contract. This report should be transmitted to the
Secretary and the Secretary is directed to provide the Committee on
Appropriations a written determination of whether or not any such
contractor or subcontractor is potentially liable to the United States
under any theory of liability with respect to such a contract; and, if
the Secretary makes a determination of potential liability, the identity
of the contractor or subcontractor, the basis of liability and the
potential amount of liability.
BUREAU OF TRANSPORTATION STATISTICS
Appropriations, 1997 ...........................
($25,000,000)
Budget estimate, 1998 ...........................
(31,000,000)
Committee recommendation ...........................
(By transfer, highway trust fund) (25,000,000)
\1\Does not include reductions for TASC and awards pursuant to
sections 321 and 346 of Public Law 104 205.
The Bureau of Transportation Statistics [BTS] was established in
section 6006 of the Intermodal Surface Transportation Efficiency Act
[ISTEA], to compile, analyze, and make accessible information on the
Nation's transportation systems, collect information on intermodal
transportation, and enhance the quality and effectiveness of the
statistical programs of the Department of Transportation. Financing of
BTS operations is authorized as contract authority out of the highway
trust fund, by transfer from the Federal-aid highways program, and is
subject to the obligations limitation on that program. For fiscal year
1998, a funding level of $31,000,000 is proposed for BTS programs in the
administration's NEXTEA reauthorization proposal.
The Committee recommends a transfer of $25,000,000 from Federal
Highway Administration highway trust funds, for continued BTS program
activities at the fiscal year 1997 enacted level. BTS offices include
the Director, Statistical Programs and Services, Transportation Studies,
and the Office of Aviation Information [OAI]. In addition, effective
January 1, 1996, the responsibility to collect motor carrier financial
data was transferred to the BTS after the sunset of the Interstate
Commerce Commission.
The Office of Aviation Information collects and compiles financial
and traffic (passenger and cargo) data. This information provides the
Government with uniform and comprehensive economic and market data on
individual airline operations. This program includes a small field
office located in Anchorage, AK, which provides consumers and the
Government with airline data related to essential air service and the
intra-Alaskan mail rate program. The statistical aviation data compiled
by OAI includes: airline passenger traffic statistics, ontime
performance data by carrier, financial performance and certification
data, fuel purchase and consumption, and other business and consumer
directed statistics. These statistics are vitally important to the
Federal Government and the aviation industry. In some cases, it is
statutorily required that these statistics be used by the Federal
Aviation Administration and the Office of the Secretary of
Transportation in allocation of trust funds, aviation bilateral
negotiations, and other Federal transportation policy decisionmaking.
Earlier in this report, the Office of the Secretary is directed to
tender BTS $300,000 in the first quarter of 1998 in reimbursement for
OAI statistical support.
Reauthorization issues .--The Committee encourages the BTS Director
to identify potential fiscal year 1998 carryover funds, in order to
ensure continued Bureau operations in the event that there is no enacted
ISTEA reauthorization before the new fiscal year begins.
SURFACE TRANSPORTATION BOARD
SALARIES AND EXPENSES
Appropriation Offsetting collections
Appropriations, 1997 \1\$12,344,000 $3,000,000
Budget estimate, 1998 14,300,000
Committee recommendation 12,300,000 3,100,000
\1\Excludes reduction of $100,000 pursuant to section 346 of Public Law 104 205.
The Surface Transportation Board was created on January 1, 1996, by
Public Law 104 88, the ICC Termination Act of 1995. Consistent with the
continued trend toward less regulation of the surface transportation
industry, the act abolished the ICC, eliminated certain functions that
had previously been implemented by the ICC, transferred core rail and
certain other functions to the Board, and transferred motor licensing
and certain other motor functions to the FHWA. The Board is specifically
responsible for the regulation of the rail and pipeline industries and
certain nonlicensing regulation of motor carriers and water carriers.
Moreover, the Board, through its exemption authority, is able to promote
deregulation administratively on a case-by-case basis. Rail reforms made
by the Staggers Rail Act of 1980 also have been continued.
The administration's fiscal year 1998 program request is $14,300,000
to perform key functions under the ICCTA, including rail rate
reasonableness oversight; the processing of rail consolidations,
abandonments, and other restructuring proposals; and the resolution of
motor carrier undercharge matters. Under the administration's proposal
this amount would be derived solely from user fees collected pursuant to
31 U.S.C. 9701 from the beneficiaries of the Board's activities.
However, the Committee is convinced that fully fee financing the ICC
successor is not a viable option for fiscal year 1998. Such a proposal
would require enactment of legislation and promulgation of new rules
that are unlikely to be in place in time to ensure undisrupted funding
for the Board. A possible legislative vehicle for such a user fee-based
structure would be the reauthorization legislation which the authorizing
committees plan to take up in the second session of the 105th Congress.
The Committee has provided $12,300,000 for activities of the Board,
including statutory liability for severance payments. This amount will
be augmented by the collection of user fees as provided under current
law. The Board has informed the Committee that it anticipates collecting
up to $3,100,000 from these funds. Bill language has been included to
assure that fees received in excess of $3,100,000 shall remain available
to the Board but shall not be available for obligation until October 1,
1998.
TITLE II--RELATED AGENCIES
ARCHITECTURAL AND TRANSPORTATION BARRIERS COMPLIANCE
BOARD
SALARIES AND EXPENSES
Appropriations, 1997 $3,540,000
Budget estimate, 1998 3,640,000
Committee recommendation 3,640,000
The Committee recommends $3,640,000 for the operations of the
Architectural and Transportation Barriers Compliance Board, the same
funding level requested by the administration.
The Architectural and Transportation Barriers Compliance Board (the
Access Board) is the lead Federal Agency promoting accessibility for all
handicapped persons. The Access Board was reauthorized in the
Rehabilitation Act Amendments of 1992, Public Law 102 569. Under this
authorization, the Access Board's functions are to ensure compliance
with the Architectural Barriers Act of 1968, and to develop guidelines
for and technical assistance to individuals and entities with rights or
duties under titles II and III of the Americans with Disabilities Act.
The Access Board establishes minimum accessibility guidelines and
requirements for public accommodations and commercial facilities,
transit facilities and vehicles, State and local government facilities,
children's environments, and recreational facilities. The Access Board
also provides technical assistance to Government agencies, public and
private organizations, individuals, and businesses on the removal of
accessibility barriers.
NATIONAL TRANSPORTATION SAFETY BOARD
SALARIES AND EXPENSES
Appropriations, 1997\1\ $42,407,000
Budget estimate, 1998\2\ 40,000,000
Committee recommendation 49,700,000
\1\Excludes $6,000,000 in emergency appropriations.
\2\The President's budget request also included an
appropriation of $6,000,000 in user fees.
The Independent Safety Board Act of 1974 established the National
Transportation Safety Board [NTSB] as an independent Federal agency to
promote transportation safety by conducting independent accident
investigations. In addition, the act authorizes the Board to make safety
recommendations, conduct safety studies, and oversee safety activities
of other Government agencies involved in transportation. The Board also
reviews appeals of adverse actions by the Department of Transportation
with respect to airmen and seamen certificates and licenses.
The Board has no regulatory authority over the transportation
industry. Thus, its effectiveness depends on its reputation for
impartial and accurate accident reports, realistic and feasible safety
recommendations, and on public confidence in its commitment to improving
transportation safety.
The bill includes an appropriation of $49,700,000, which is
$9,700,000 above the administration's budget request. The following
table incorporates the NTSB's internal realignment of administrative
functions and provides for salaries and expenses to be distributed as
follows:
Staff (FTE) Budget authority
Policy and direction 59 $7,762,000
Aviation safety 139 16,957,000
Surface transportation safety 107 13,234,000
Research and engineering 65 7,594,000
Administration 29 2,796,000
Administrative law judges 10 1,357,000
------------- ------------------
Staff hiring .--The Committee notes that many of the Board's reports
and safety recommendations have been unnecessarily delayed due to a
shortage of investigative and technical staff and due to an increase in
the number and complexity of major accidents. This delay has serious
implications for the safety of the traveling public. The Committee also
recognizes that the necessary increase in the Board's participation in
foreign accidents, which has safety implications for American citizens,
places additional demands on the technical and investigative staff and
contributes to the delay in issuing safety recommendations. Finally, the
Committee notes that according to projections prepared by Boeing, the
Federal Aviation Administration, and the International Civil Aviation
Organization, international civil aviation will continue to grow at
about 6 percent per year over the next decade. As a result of these
projections, if the current airline accident rates for hull losses and
fatal accidents are maintained, the total numbers of major accidents
will increase, so that by the year 2006, one major aviation accident
will occur each week somewhere in the world. In order to address this
situation and to help expedite the safety recommendations made by the
Board, the Committee has included an additional $3,229,000 and 25
additional FTE positions, over the fiscal 1997 level, for investigative
and technical staff. The Committee urges the Board to hire these
additional staff as quickly as possible. The Committee has also provided
an additional $782,000 (seven FTE's) for the 24-hour communication
center, and an additional $733,000 (seven FTE's) for the family
assistance program.
User fees .--The Committee has denied the request to collect
$6,000,000 in user fees. This request was based on the assumption that
legislation authorizing a commercial aviation accident investigation fee
would be enacted, and upon enactment, the fee would become available for
expenditure. The Committee does not have the jurisdiction to authorize
the collection of this fee and is opposed to such a fee because it makes
certain transportation sectors (that is, the aviation industry)
responsible for paying accident investigation costs while other sectors
(that is, rail, highway, marine, et cetera) would not be responsible for
these costs. In addition, such fees do not appear to meet existing
definitions of user fees, and might upon further analysis, be defined as
new taxes.
EMERGENCY FUND
Appropriations, 1997\1\ $1,000,000
Budget estimate, 1998 1,000,000
Committee recommendation 1,000,000
\1\Contained in the Omnibus Consolidated Appropriations Act of
1997 as an emergency appropriation.
The bill includes an appropriation of $1,000,000 for the emergency
fund to remain available until expended. Under Public Law 97 257
(Supplemental Appropriations Act, 1982), Congress provided a $1,000,000
emergency fund to be used for accident investigation expenses when
investigations would otherwise have been hampered by lack of funding.
The Committee notes that the Board has had to use the fund three times
in the last 2 years. The Committee's recommendation doubles the size of
the emergency fund to $2,000,000. At this level, sufficient funds should
be available for unanticipated or unusually expensive accident
investigations.
TITLE III--GENERAL PROVISIONS
The Committee concurs with the general provisions that apply to the
Department of Transportation and related agencies as proposed in the
budget, with some changes, deletions, and additions. These are noted
below:
Sec. 305. Includes a provision that prohibits political and
Presidential personnel to be assigned on temporary detail outside the
Department of Transportation.
Sec. 310. This provision is continued with modifications. The
Committee does not delete 310(c)(3) as requested by the administration
regarding administrative takedown nor include the administration's
suggested language; nor does the Committee delete section 310(e)
regarding first quarter obligations.
Sec. 315. Prohibits the use of funds to award multiyear contracts
for production end items that include certain specified provisions.
Sec. 316. Allows funds provided under the Federal Transit
Administration's Formula Grant Program to be used for purposes
consistent with the administration's request for fiscal year 1998.
Sec. 317. Allows funds for discretionary grants of the Federal
Transit Administration for specific projects, except for fixed guideway
modernization projects, not obligated by September 30, 2000, to be used
for other projects under 49 U.S.C. 5309.
Sec. 322. Prohibits the use of funds in this act for activities
designed to influence Congress on legislation or appropriations except
through proper, official channels.
Sec. 323. Limits the amount available for advisory committees to
$1,000,000.
Sec. 325. Provides that no funds other than appropriations or
collected fees shall be available for conducting Surface Transportation
Board activities.
Sec. 326. Includes provision relating to compliance with the Buy
American Act.
Sec. 328. Directs FAA to provide weather observers at Dutch Harbor,
AK.
Sec. 332. Includes language clarifying the definition of ``passenger
capacity of 56 persons or less,'' under section 29(a)(2) of the
International Air Transportation Competition Act of 1979.
Sec. 333. Includes language regarding rebates, refunds, incentive
payments, and minor fees received by the Department from travel
management centers, charge card programs, and other miscellaneous
sources.
Sec. 334. Includes language directing the transfer of an inactive
Navy vessel to the Coast Guard.
Sec. 335. Clarifies treatment of airport revenues in the State of
Hawaii.
Sec. 336. Continues provision in Fiscal Year 1997 Transportation
Appropriations Act relating to the transportation of edible oils.
Sec. 337. Authorizes the Secretary to repurchase preferred stock.
Sec. 338. Authorizes FAA to close airports in Kansas City, MO, and
Atlantic City, NJ.
COMPLIANCE WITH PARAGRAPH 7, RULE XVI, OF THE STANDING RULES OF
THE
SENATE
Paragraph 7 of rule XVI requires that Committee reports on general
appropriations bills identify each Committee amendment to the House bill
``which proposes an item of appropriation which is not made to carry out
the provisions of an existing law, a treaty stipulation, or an act or
resolution previously passed by the Senate during that session.''
United States Coast Guard:
$2,431,700,00006
403,300,00006
21,000,00006
26,000,00006
653,196,00006
65,535,00006
20,000,00006
35,000,00006
Federal Highway Administration:
(21,800,000,000)
84,300,00006
8,000,00006
National Highway Traffic Safety Administration:
146,500,00006
(187,000,000)
Federal Railroad Administration:
273,450,00006
26,000,00006
17,000,00006
10,000,00006
344,000,00006
Federal Transit Administration:
41,497,00006
(2,400,000,000)
6,000,00006
77,250,00006
Research and Special Programs Administration: Research and special programs,
hazardous materials safety 15,492,00006
Bureau of Transportation Statistics (drawdown from Federal-aid highways)
(25,000,000)
COMPLIANCE WITH PARAGRAPH 7(C), RULE XXVI OF THE STANDING RULES
OF THE
SENATE
Pursuant to paragraph 7(c) of rule XXVI, the Committee ordered
reported en bloc H.R. 2107, the Interior appropriations bill, 1998, and
S. 1048, an original Transportation appropriations bill, 1998, subject
to amendment and subject to appropriate scoring, by a recorded vote of
28 0, a quorum being present. The vote was as follows:
Yeas Nays
Chairman Stevens
Mr. Cochran
Mr. Specter
Mr. Domenici
Mr. Bond
Mr. Gorton
Mr. McConnell
Mr. Burns
Mr. Shelby
Mr. Gregg
Mr. Bennett
Mr. Campbell
Mr. Craig
Mr. Faircloth
Mrs. Hutchison
Mr. Byrd
Mr. Inouye
Mr. Hollings
Mr. Leahy
Mr. Bumpers
Mr. Lautenberg
Mr. Harkin
Ms. Mikulski
Mr. Reid
Mr. Kohl
Mrs. Murray
Mr. Dorgan
Mrs. Boxer
COMPLIANCE WITH PARAGRAPH 12, RULE XXVI OF THE STANDING RULES
OF THE
SENATE
Paragraph 12 of rule XXVI requires that Committee reports on a bill
or joint resolution repealing or amending any statute or part of any
statute include ``(a) the text of the statute or part thereof which is
proposed to be repealed; and (b) a comparative print of that part of the
bill or joint resolution making the amendment and of the statute or part
thereof proposed to be amended, showing by stricken-through type and
italics, parallel columns, or other appropriate typographical devices
the omissions and insertions which would be made by the bill or joint
resolution if enacted in the form recommended by the committee.''
In compliance with this rule, the following changes in existing law
proposed to be made by the bill are shown as follows: existing law to be
omitted is enclosed in black brackets; new matter is printed in italic;
and existing law in which no change is proposed is shown in roman.
The bill does not include any such provisions.
BUDGETARY
IMPACT OF BILL
PREPARED IN CONSULTATION WITH THE
CONGRESSIONAL BUDGET OFFICE PURSUANT TO SEC. 308(a), PUBLIC LAW 93 344,
AS AMENDED
[In millions of
dollars]
Budget authority Outlays
Committee allocation Amount of bill Committee allocation
Amount of bill
Comparison of amounts in the bill with Committee allocations to its subcommittees of amounts
in the First Concurrent Resolution for 1998: Subcommittee on Transportation and Related
Agencies: 59 \1\59
Projections of outlays associated with the recommendation:
\2\13,231
Financial assistance to State and local governments for 1998 in bill
NA 379 NA
4,488
\1\Includes outlays from prior-year budget authority.
\2\Excludes outlays from prior-year budget authority.
NA: Not applicable.
COMPARATIVE STATEMENT OF NEW BUDGET (OBLIGATIONAL)
AUTHORITY FOR FISCAL YEAR 1997 AND BUDGET ESTIMATES AND AMOUNTS
RECOMMENDED IN THE BILL FOR FISCAL YEAR 1998
Item 1997 appropriation
Budget estimate Committee recommendation Senate Committee recommendation compared
with ( + or -)
1997 appropriation Budget estimate
TITLE I--DEPARTMENT OF TRANSPORTATION
Office of the Secretary
Salaries and expenses $52,966,000
$56,136,000 $66,703,000 +$13,737,000 +$10,567,000
Office of Civil Rights 5,574,000
5,574,000 5,574,000
Transportation planning, research, and development
3,000,000 6,008,000 4,400,000 +1,400,000 -1,608,000
Transportation Administrative Service Center
(124,812,000) ( -124,812,000)
Payments to air carriers (Airport and Airway Trust Fund):
(25,900,000) ( -25,900,000)
Rental payments 127,447,000
10,567,000 -127,447,000 -10,567,000
Minority business resource center program
1,900,000 1,900,000 1,900,000
Minority business outreach 2,900,000
2,900,000 2,900,000
-------------------
------------------ ------------------------- -------------------- -------------------
Total, Office of the Secretary 193,787,000
83,085,000 81,477,000 -112,310,000 -1,608,000
(Limitations on obligations) (25,900,000)
( -25,900,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total budgetary resources
(219,687,000) (83,085,000) (81,477,000) ( -138,210,000) ( -1,608,000)
Coast Guard
Operating expenses 2,319,725,000
2,440,000,000 2,431,700,000 +111,975,000 -8,300,000
Acquisition, construction, and improvements:
-9,000,000 -9,000,000 -9,000,000
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, AC&I appropriations
374,840,000 370,000,000 403,300,000 +28,460,000 +33,300,000
Environmental compliance and restoration
22,000,000 21,000,000 21,000,000 -1,000,000
Port Safety Development 5,000,000
-5,000,000
Alteration of bridges 16,000,000
26,000,000 +10,000,000 +26,000,000
Retired pay 608,084,000
645,696,000 653,196,000 +45,112,000 +7,500,000
Reserve training 65,890,000
65,000,000 65,535,000 -355,000 +535,000
Research, development, test, and evaluation
19,200,000 19,000,000 20,000,000 +800,000 +1,000,000
Boat safety (Aquatic Resources Trust Fund)
35,000,000 50,000,000 35,000,000 -15,000,000
-------------------
------------------ ------------------------- -------------------- -------------------
Total, Coast Guard 3,476,539,000
3,910,696,000 3,655,731,000 +179,192,000 -254,965,000
Federal Aviation Administration
Operations 4,957,900,000
5,036,100,000 5,325,900,000 +368,000,000 +289,800,000
Facilities and equipment (Airport and Airway Trust Fund)
1,793,500,000 1,875,000,000 1,889,004,883 +95,504,883 +14,004,883
Research, engineering, and development (Airport and Airway Trust Fund)
187,412,000 200,000,000 214,250,000 +26,838,000 +14,250,000
Grants-in-aid for airports (Airport and Airway Trust Fund):
(1,500,000,000) (1,500,000,000) (1,600,000,000) ( +100,000,000) (
+100,000,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total, Federal Aviation Administration
6,863,812,000 7,411,100,000 7,429,154,883 +565,342,883 +18,054,883
(Limitations on obligations)
(1,460,000,000) (1,000,000,000) (1,700,000,000) ( +240,000,000) (
+700,000,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total budgetary resources
(8,323,812,000) (8,411,100,000) (9,129,154,883) ( +805,342,883) (
+718,054,883)
Federal Highway Administration
Limitation on general operating expenses
(521,114,000) (494,376,000) (558,440,000) ( +37,326,000) ( +64,064,000)
Highway-related safety grants (Highway Trust Fund):
(2,049,000) (4,000,000) (4,000,000) ( +1,951,000)
Appalachian Development Highway system
300,000,000 +300,000,000 +300,000,000
Federal-aid highways (Highway Trust Fund):
(18,000,000,000) (20,170,000,000) (21,800,000,000) ( +3,800,000,000) (
+1,630,000,000)
Right-of-way revolving fund
8,000,000 +8,000,000 +8,000,000
Motor carrier safety grants (Highway Trust Fund):
(74,000,000) (90,000,000) (85,000,000) ( +11,000,000) ( -5,000,000)
State infrastructure banks 150,000,000
-150,000,000
State infrastructure banks (Highway Trust Fund)
150,000,000 -150,000,000
Transportation infrastructure credit program (Highway Trust Fund)
100,000,000 -100,000,000
-------------------
------------------ ------------------------- -------------------- -------------------
Total, Federal Highway Administration
150,000,000 250,000,000 308,000,000 +158,000,000 +58,000,000
(Limitations on obligations)
(18,773,035,534) (20,270,000,000) (21,884,300,000) ( +3,111,264,466) (
+1,614,300,000)
(Exempt obligations)
(2,023,000,000) (1,510,331,000) (1,390,600,000) ( -632,400,000) (
-119,731,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total budgetary resources
(20,946,035,534) (22,030,331,000) (23,582,900,000) ( +2,636,864,466) (
+1,552,569,000)
National Highway Traffic Safety Administration
Operations and research 80,900,000
74,760,000 -6,140,000 +74,760,000
Operations and research (Highway Trust Fund)
51,712,000 147,500,000 71,740,000 +20,028,000 -75,760,000
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, Operations and research
132,612,000 147,500,000 146,500,000 +13,888,000 -1,000,000
Highway traffic safety grants (Highway Trust Fund):
(168,100,000) (185,000,000) (186,000,000) ( +17,900,000) ( +1,000,000)
Contract authorization (Public Law 105 18)
2,500,000 -2,500,000
Contract authorization (Public Law 105 18)
500,000 -500,000
-------------------
------------------ ------------------------- -------------------- -------------------
Total, National Highway Traffic Safety Admin
135,612,000 147,500,000 146,500,000 +10,888,000 -1,000,000
(Limitations on obligations)
(168,100,000) (185,500,000) (187,000,000) ( +18,900,000) ( +1,500,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total budgetary resources
(303,712,000) (333,000,000) (333,500,000) ( +29,788,000) ( +500,000)
Federal Railroad Administration
Office of the Administrator 16,739,000
20,559,000 19,800,000 +3,061,000 -759,000
Railroad safety 51,407,000
57,067,000 57,067,000 +5,660,000
Railroad research and development
20,100,000 21,638,000 24,906,000 +4,806,000 +3,268,000
Northeast corridor improvement program
175,000,000 273,450,000 +98,450,000 +273,450,000
High-speed rail trainsets and facilities 80,000,000
-80,000,000
Next generation high speed rail 24,757,000
19,595,000 26,000,000 +1,243,000 +6,405,000
Trust fund share of next generation high-speed rail (Highway Trust Fund): (Liquidation of
contract authorization) (2,855,000) ( -2,855,000)
Alaska Railroad rehabilitation 10,000,000
17,000,000 +7,000,000 +17,000,000
Rhode Island Rail Development 7,000,000
10,000,000 10,000,000 +3,000,000
Direct loan financing program 58,680,000
-58,680,000
Direct loan financing program limitation
(400,000,000) ( -400,000,000)
Grants to the National Railroad Passenger Corporation:
364,500,000 344,000,000 -20,500,000 +344,000,000
Capital grants to the National Railroad Passenger Corporation (Highway Trust Fund)
445,450,000 -445,450,000
(Northeast corridor improvements)
(200,000,000) ( -200,000,000)
(Pennsylvania Station Redevelopment Project)
(23,450,000) ( -23,450,000)
Operating grants to the National Railroad Passenger Corporation (Highway Trust Fund)
344,000,000 -344,000,000
Emergency railroad rehabilitation and repair: Emergency funding (Public Law 105 18)
(18,900,000) ( -18,900,000)
=================== ================== =========================
==================== ===================
Total, Federal Railroad Administration
1,031,633,000 918,309,000 772,223,000 -259,410,000 -146,086,000
Federal Transit Administration
Administrative expenses 41,497,000
41,497,000 +41,497,000
Administrative expenses (Highway Trust Fund, Mass Transit Account)
47,018,000 -47,018,000
Formula grants 490,000,000
90,000,000 -400,000,000 +90,000,000
Formula grants (Highway Trust Fund):
(1,659,185,000) (2,310,000,000) ( +650,815,000) ( +2,310,000,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, Formula grants
(2,149,185,000) (2,400,000,000) ( +250,815,000) ( +2,400,000,000)
Formula programs (Highway Trust Fund, Mass Transit Account):
(3,498,500,000) ( -3,498,500,000)
University transportation centers 6,000,000
6,000,000 +6,000,000
Transit planning and research 85,500,000
77,250,000 -8,250,000 +77,250,000
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, Transit planning and research
(85,500,000) (77,250,000) ( -8,250,000) ( +77,250,000)
Transit planning and research (Highway Trust Fund, Mass Transit Account)
91,800,000 -91,800,000
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, Transit planning and research
(91,800,000) ( -91,800,000)
Trust fund share of expenses (Highway Trust Fund) (liquidation of contract authorization)
(1,920,000,000) (2,310,000,000) ( +390,000,000) (
+2,310,000,000)
Discretionary grants (Highway Trust Fund) (limitation on obligations):
(760,000,000) (780,000,000) ( +20,000,000) ( +780,000,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, Discretionary grants
(1,900,000,000) (2,000,000,000) ( +100,000,000) ( +2,000,000,000)
Major capital investments (Highway Trust Fund, Mass Transit Account) (limitation on
obligations) (650,000,000) (
-650,000,000)
Mass capital investments (Highway Trust Fund, Mass Transit Account) (liquidation of contract
authority) (2,350,000,000) (
-2,350,000,000)
Mass transit capital fund (Highway Trust Fund) (liquidation of contract authorization)
(2,300,000,000) (2,350,000,000) ( +50,000,000) (
+2,350,000,000)
Washington Metropolitan Area Transit Authority
200,000,000 160,000,000 -40,000,000 +160,000,000
Washington Metropolitan Area Transit Authority (Highway Trust Fund, Mass Transit Account)
200,000,000 -200,000,000
=================== ================== =========================
==================== ===================
Total, Federal Transit Administration
822,997,000 338,818,000 374,747,000 -448,250,000 +35,929,000
(Limitations on obligations)
(3,559,185,000) (4,148,500,000) (4,310,000,000) ( +750,815,000) (
+161,500,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total budgetary resources
(4,382,182,000) (4,487,318,000) (4,684,747,000) ( +302,565,000) (
+197,429,000)
Saint Lawrence Seaway Development Corporation
Operations and maintenance (Harbor Maintenance Trust Fund)
10,337,000 -10,337,000
Research and Special Programs Administration
Research and special programs 26,886,000
30,102,000 28,450,000 +1,564,000 -1,652,000
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, research and special programs
(26,886,000) (28,450,000) ( +1,564,000) ( +28,450,000)
Pipeline safety (Pipeline Safety Fund)
28,460,000 30,660,000 28,000,000 -460,000 -2,660,000
Pipeline safety (Oil Spill Liability Trust Fund)
2,528,000 2,328,000 3,000,000 +472,000 +672,000
-------------------
------------------ ------------------------- -------------------- -------------------
Subtotal, Pipeline safety 30,988,000
32,988,000 31,000,000 +12,000 -1,988,000
Emergency preparedness grants: Emergency preparedness fund
200,000 200,000 200,000
-------------------
------------------ ------------------------- -------------------- -------------------
Total, Research and Special Programs Admin
58,074,000 63,290,000 59,650,000 +1,576,000 -3,640,000
Office of Inspector General
Salaries and expenses 37,900,000
40,889,000 38,900,000 +1,000,000 -1,989,000
Surface Transportation Board
Salaries and expenses 12,344,000
14,300,000 12,300,000 -44,000 -2,000,000
General Provisions
Bureau of Transportation Statistics (transfer from Federal-aid High- ways)
(25,000,000) (31,000,000) (25,000,000) ( -6,000,000)
Transportation Administrative Service Center reduction
-10,000,000 +10,000,000
Railroad safety offsetting collections
-60,000,000 +60,000,000
=================== ================== =========================
==================== ===================
Net total, title I, Dept of Transportation
12,015,502,000 13,065,087,000 12,554,082,883 +538,580,883 -511,004,117
Appropriations (12,783,035,000)
(13,103,687,000) (12,878,682,883) ( +95,647,883) ( -225,004,117)
Rescissions ( -1,719,033,000)
( -38,600,000) ( -324,600,000) ( +1,394,433,000) ( -286,000,000)
Emergency appropriations
(951,500,000) ( -951,500,000)
(Limitations on obligations)
(23,986,220,534) (25,604,000,000) (28,081,300,000) ( +4,095,079,466) (
+2,477,300,000)
(Exempt obligations)
(2,023,000,000) (1,510,331,000) (1,390,600,000) ( -632,400,000) (
-119,731,000)
=================== ================== =========================
==================== ===================
Net total budgetary resources
(38,024,722,534) (40,179,418,000) (42,025,982,883) ( +4,001,260,349) (
+1,846,564,883)
TITLE II--RELATED AGENCIES
Architectural and Transportation Barriers Compliance Board
Salaries and expenses 3,540,000
3,640,000 3,640,000 +100,000
National Transportation Safety Board
Salaries and expenses 42,407,000
40,000,000 49,700,000 +7,293,000 +9,700,000
Emergency fund
1,000,000 1,000,000 +1,000,000
Emergency fund (emergency appropriations)
(1,000,000) ( -1,000,000)
-------------------
------------------ ------------------------- -------------------- -------------------
Total, National Transportation Safety Board
42,407,000 47,000,000 50,700,000 +8,293,000 +3,700,000
=================== ================== =========================
==================== ===================
Total, title II, Related Agencies 82,806,000
50,640,000 54,340,000 -28,466,000 +3,700,000
Appropriations (45,947,000)
(50,640,000) (54,340,000) ( +8,393,000) ( +3,700,000)
Emergency appropriations (36,859,000)
( -36,859,000)
TITLE III--GENERAL PROVISIONS
National Civil Aviation Review Commission
2,400,000 -2,400,000
Amtrak route closure and realignment commission
=================== ================== =========================
==================== ===================
Net total appropriations 12,100,708,000
13,115,727,000 12,608,422,883 +507,714,883 -507,304,117
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