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Calendar No. 468
105 th Congress
Report
SENATE
2d Session
105 249
DEPARTMENT OF TRANSPORTATION AND RELATED AGENCIES APPROPRIATIONS BILL,
1999
July 15, 1998.--Ordered to be printed
Mr. Shelby, from the Committee on Appropriations, submitted the
following
REPORT
[To accompany S. 2307]
The Committee on Appropriations reports the bill (S. 2307) making
appropriations for the Department of Transportation and related agencies
for the fiscal year ending September 30, 1999, and for other purposes,
reports favorably thereon and recommends that the bill do pass.
Amounts of new budget (obligational) authority for fiscal year 1999
Amount of bill as reported to Senate $13,694,249,569
Amount of budget estimates, 1999 13,354,129,000
Fiscal year 1998 enacted 12,720,568,766
C O N T E N T S
Total obligational authority 4
Immediate Office of the Secretary 8
Office of the General Counsel 9
Office of the Assistant Secretary for Policy 9
Office of the Assistant Secretary for Aviation and International Affairs 9
Office of the Assistant Secretary for Budget and Programs 11
Office of the Assistant Secretary for Governmental Affairs 11
Office of the Assistant Secretary for Administration 11
Office of Public Affairs 12
Executive Secretariat 12
Contract Appeals Board 12
Office of Intelligence and Security 12
Office of the Chief Information Officer 13
Office of Intermodalism 13
Office of Civil Rights 13
Transportation planning, research, and development 13
Transportation Administrative Service Center 15
Essential Air Service and Rural Airport Improvement Fund 16
Minority Business Resource Center Program 23
Minority business outreach 23
Amtrak Reform Council 23
Operating expenses 29
Acquisition, construction, and improvements 35
Environmental compliance and restoration 43
Alteration of bridges 43
Retired pay 43
Reserve training 44
Research, development, test, and evaluation 44
Boat safety 45
Operations 47
Facilities and equipment 57
Research, engineering, and development 75
Grants-in-aid for airports 80
Limitation on general operating expenses 88
Federal-aid highways 90
Magnetic levitation transportation 98
Appalachian development highway system 99
Motor carrier safety grants 102
Operations and research 104
Highway traffic safety grants 107
Office of the Administrator 109
Railroad safety 110
Nationwide differential global positioning system 111
Railroad research and development 112
Northeast Corridor Improvement Program 114
Railroad Rehabilitation Improvement Program 115
Next generation high-speed rail 115
Alaska railroad rehabilitation 117
Rhode Island rail development 118
Capital Grants to National Railroad Passenger Corporation (Amtrak) 118
Administrative expenses 124
Formula grants 125
University transportation centers 128
Transit planning and research 128
Trust fund share of transit programs 131
Capital investment grants 131
Mass transit capital fund 160
Job access and reverse commute grants 161
Washington Metropolitan Area Transit Authority [WMATA] 162
Operations and maintenance 164
Research and special programs 166
Pipeline safety 169
Emergency preparedness grants 171
Salaries and expenses 172
Salaries and expenses 173
Architectural and Transportation Barriers Compliance Board: Salaries and expenses 175
National Transportation Safety Board: Salaries and expenses 175
Emergency fund 176
General provisions 177
Compliance with paragraph 7, rule XVI, of the Standing Rules of the Senate 180
Compliance with paragraph 7(c), rule XXVI, of the Standing Rules of the Senate 180
Compliance with paragraph 12, rule XXVI of the Standing Rules of the Senate 181
Budgetary impact statement 181
TOTAL OBLIGATIONAL AUTHORITY PROVIDED--GENERAL FUNDS AND TRUST FUNDS
In addition to the appropriation of $13,694,249,569 in new budget
authority for fiscal year 1999, 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 1999, estimated
obligation limitations total $32,234,800,000. In addition, Amtrak
receives a substantial subsidy from funds Congress identified in the Tax
Reform Act of 1997.
PROGRAM, PROJECT, AND ACTIVITY
During fiscal year 1999, 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.
TRANSPORTATION EQUITY ACT FOR THE 21ST CENTURY
The Intermodal Surface Transportation Efficiency Act, the previous
authorization for most Federal highway, transit, and highway safety
programs, expired on September 30, 1997. On May 22, 1998, the Congress
passed a new authorization bill, the Transportation Equity Act for the
21st Century [TEA21], which the President signed into law on June 9,
1998. Under this law, most of the authorizations are contract authority;
that is, 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.
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 was submitted September
30, 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. In the performance plan for fiscal
year 1999 that was delivered to Congress on February 23, 1998,
performance measures have been identified for all of the Department's
major programs. A total of 70 performance goals have been established.
All of these goals are stated in terms of effects on the American
public, and many reflect ambitious target levels of performance.
The Department provided the performance plan shortly after receipt of
budget justifications. The plan generally contained objective and
measurable performance goals covering the Department's budget and are
generally useful. However, the plan could be improved by consistently
linking strategic goals, program activities, and performance goals.
Further, the plan could be strengthened by identifying current (or
potential) interagency coordination of goals and measures including
discussion of the Department's proposed or potential participation in
such areas.
The Department's activities under the Government Performance and
Results Act are clearly a work in progress. The Department has made
significant strides in assessing GPRA's potential for strategically
aligning the varied and numerous programs under the Department's
jurisdiction. However, although the plan identifies strategies to help
achieve the Department's long-term goals, the plan does not adequately
describe how those strategies will lead to realization of the long-term
goals or the relative contributions of each strategy. Generally, this is
a shortcoming reasonably expected to be addressed as the GPRA process
evolves and becomes more integrated in the policy, budget, and
regulatory formulation and identification processes. However, the
Committee encourages the Department to focus in particular on
improvements to management to achieve outcomes as this has been a
historically weak area for the Department. For example, the Committee
encourages greater refinement of goals with specific and quantitable
measures to provide greater definition and focus for budgetary,
regulatory, and administrative actions.
For clarity, the performance plan should resist identifying
activities of agencies or offices under strategic goals unless there is
discussion of such organizations' primary contributions toward those
goals in the body of the plan. Elimination of the mention of these
organizations will provide greater focus on the priorities in the
strategic goal (if mention of such organization is gratuitous), or will
prompt reevaluation of the organizations' roles in the achievement of
the strategic goal.
The performance plan still has the feel of a document designed to
cover the current panoply of activities ongoing or anticipated for the
Department. As the process and the plan mature, the Committee
anticipates that the performance plan will become a management document
rather than a reporting document.
The Committee recognizes that implementation will be an iterative
process, likely to involve several appropriations cycles, and will
support the efforts of the Department to improve its performance plan.
We will consider the Department's progress in addressing weaknesses in
its annual performance plan in tandem with its funding requests. To this
end, we urge the Department to examine the program activities currently
supporting its budget requests in light of the Department's strategic
goals and to determine whether any changes or realignments would
facilitate a more accurate and informed presentation of budgetary
information. The Department is encouraged to consult with the Committee
as it considers such revisions prior to finalizing any requests pursuant
to 31 U.S.C. 1104. The Committee will consider any requests with a view
toward ensuring that fiscal year 2000 and subsequent budget submissions
display amounts requested against program activity structures that bear
clear relationships to performance goals.
Year 2000 conversion .--The Committee notes that the Department has
greatly improved its management oversight in recent months and appears
to be devoting considerable resources to the year 200 conversion
problem. However, the Department still has a long way to go and the
Office of Management and Budget indicates that the Department, with 14.9
percent of its mission critical systems validated and 7.4 percent
implemented, the Department lags well behind the Governmentwide
schedule, and its assessments of four systems had not been completed as
of the May reporting date.
While the entire Department has year 2000 conversion issues, the most
critical appear to be within the Federal Aviation Administration. The
Federal Aviation Administration has taken significant steps in the last
two quarters to accelerate efforts to address the year 2000 problems,
but the FAA systems continue to pose a significant risk. The Office of
Management and Budget specifically suggested that the FAA:
* * * determine priorities for system conversion and
replacement based on systems' mission criticality; develop
plans for validating and testing all converted or replaced
systems; and continue working to develop realistic contingency
plans for all business lines to ensure the continuity of
critical operations, including the availability of critical
telecommunications support. Of particular concern is the FAA's
HOST computer system, which is the backbone en route air
traffic control. The FAA intends to replace the HOST computers
at a pace sufficient to guarantee an adequate supply of spare
parts for the remaining computers. FAA is continuing to assess
the potential vulnerability of the system's microcode and is
validating the feasibility of a date rollback as one of its
potential contingency plans. The FAA's contingency planning
must provide for continuity of operational capability of the
National Airspace System [NAS], including scenarios when the
HOST computer is not available.
TITLE I--DEPARTMENT OF TRANSPORTATION
OFFICE OF THE SECRETARY
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 $76,925,300 for the Office of the
Secretary of Transportation including $40,000 for reception and
representation expenses.
The Committee is concerned about the continued level of vacancies in
the Office of the Secretary and notes that many of the positions have
been open for over a year. Accordingly, the appropriation for salaries
and expenses has been adjusted downward to reflect current staffing
levels generally across the Office of the Secretary. This adjustment is
made without prejudice and will be reassessed before final enactment of
this bill.
In addition, the Committee is increasingly concerned about the
apparent reticence on the part of the Office of Congressional Affairs to
brief all impacted Committees of the Congress in a timely fashion of
administration proposals directly relating to issues and accounts under
those committees' jurisdiction. This concern comes directly on the heels
of a constant stream of concerns by Members of Congress that matters of
constituent interest are not relayed to all members of a State
delegation in an even-handed and timely fashion. Unless these
deficiencies are remedied immediately, the Committee will reconsider the
need for a departmentwide Office of Congressional Affairs, and may
resolve to transfer some of the functions to other offices in the Office
of the Secretary and devolve the congressional liaison functions to the
individual modal administrations.
IMMEDIATE OFFICE OF THE SECRETARY
The Immediate Office of the Secretary has the primary responsibility
for overall policy development, central supervisory and coordinating
functions necessary for the overall planning and direction of the
Department.
The Committee recommends $1,768,600, which is consistent with the
fiscal year 1998 appropriation with controls placed on travel and PC&B
growth. The Committee expects that the funding will be sufficient for
the Immediate Office of the Secretary and expects that any shortfall can
be accommodated by slight reductions in benefits and travel. The funding
provided will allow for 16 positions.
IMMEDIATE OFFICE OF THE DEPUTY SECRETARY
The Immediate Office of the Deputy Secretary has the primary
responsibility of assisting the Secretary in the overall planning and
direction of the Department. The Committee has recommended a total of
$554,700 for the Immediate Office of the Deputy Secretary. The
Committee's recommendation provides for a staffing level of seven
positions.
OFFICE OF THE GENERAL COUNSEL
The General Counsel is the chief legal officer of the Department of
Transportation and the final authority within the Department on all
legal questions. The General Counsel's Office provides legal services to
the Office of the Secretary, coordinates and reviews the legal work of
the Chief Counsels' Offices of the operating administrations, and
generally performs the full range of legal services involved in
administering an executive department with national and international
responsibilities. With the completion of the reauthorization of the
Federal-aid Highway Program, National Highway Traffic Safety
Administration, Motor Carrier Safety Program, and Federal transit
programs, the workload of the General Counsel's Office should
substantially decrease, and the funds provided should be ample to carry
out the duties of the Office of the General Counsel.
The Committee recommends $8,645,000 for the Office of the General
Counsel. At this funding level, the Committee expects that the Office
will be able to fund 86 staff positions.
OFFICE OF THE ASSISTANT SECRETARY FOR POLICY
The Assistant Secretary for Policy is the primary policy officer of
the Department and is responsible to the Secretary for analysis,
development, articulation, and review of policies and plans for domestic
transportation.
The Committee recommends $2,479,500 for the Office of the Assistant
Secretary for Policy. This funding level is sufficient to fund the
current onboard staff.
OFFICE OF THE ASSISTANT SECRETARY FOR AVIATION AND INTERNATIONAL AFFAIRS
The Assistant Secretary for Aviation and International Affairs is
responsible for administering the economic regulatory functions
regarding the airline industry and provides departmental leadership and
coordination on international transportation policy issues relating to
maritime, trade, technical assistance, and cooperation programs. As
overseer of airline economic regulations, the Assistant Secretary is
responsible for international aviation programs, the essential air
service program, airline fitness and licensing, acquisitions,
international route awards, and special investigations such as airline
delays and computer reservations systems [CRS].
The Committee has provided $6,686,300, which will provide sufficient
resources to fund 85 positions.
Aviation competition guidelines. --When Congress passed the Airline
Deregulation Act, it decided that the marketplace, and not regulators,
should set airline prices and schedules. That landmark action has
generated enormous benefits for the air traveling public. However, the
Subcommittee on Transportation Appropriations has been very concerned
about barriers to entry and the current health of airline competition
which may distort the competitive landscape. The subcommittee has held a
number of hearings over the past 2 years and one of the clear messages
which has emerged from these hearings is that it is critically important
to have a truly free market so that everyone, big and small, can
compete. Where there is strong competition in the airline industry, the
consumers are the primary beneficiaries. What should also be clear is
that there is no prospect of support from the Committee to reregulate
the airline industry.
The Department of Transportation has recently come forth with a
Proposed Statement of Enforcement Policy on Unfair Exclusionary Conduct
by Airlines. The Committee applauds the Department's initiative to
attempt to provide guidelines to the airlines as to what activities
constitute anticompetitive activities, but the Committee is concerned
that any such policy statement not undermine the very marketplace for
airlines services that it is designed to foster. An incautious policy
that intervenes in the wrong circumstances could itself chill the
competitive process. The Committee also notes that several Committees of
the Congress have held hearings and introduced legislation to promote
airline competition.
As the Department considers ways of providing greater certainty to
the airlines as to what constitutes anticompetitive activity, the
Committee encourages the Department to consider a process in which the
Department, upon receiving a complaint, would consider within a
specified time period whether such alleged activity should be referred
to the Department of Justice or whether it was a permissible competitive
activity. Such an approach would provide greater certainty for air
carriers and could provide an efficient mechanism for focusing the
Department of Justice's attention on the most suspect of activities. The
Committee believes that such a process can be accommodated within
current staffing resources and would reject a request for additional
resources for the creation of an analytical or legal capability within
the Department of Transportation that would also, by necessity, have to
be constituted at the Department of Justice.
The Committee urges the Department of Transportation to work with
interested Committees of the Congress, the Department of Justice, and
the airlines to implement existing laws and enforcement practices to
protect the economy from anticompetitive conduct.
Another concern raised during the subcommittee's hearings was that
the role that travel agents play in the maintenance of a competitive
landscape between airlines by virtue of the value-added services they
provide for consumers might be threatened by actions taken by the major
airlines. The Committee encourages the Secretary to monitor the dynamics
of the airline ticketing industry and the impacts that developments in
that industry have on the access of consumers to airline tickets.
OFFICE OF THE ASSISTANT SECRETARY FOR BUDGET AND PROGRAMS
The Assistant Secretary for Budget and Programs is the principal
staff advisor to the Secretary on the development, review, and
presentation of the Department's budget resource requirements, and on
the evaluation and oversight of the Department's programs. The primary
responsibilities of this Office are to ensure the effective preparation
and presentation of sound and adequate budget estimates for the
Department, to ensure the consistency of the Department's budget
execution with the action and advice of the Congress and the Office of
Management and Budget, to evaluate the program proposals for consistency
with the Secretary's stated objectives, and advise the Secretary of
program and legislative changes necessary to improve program
effectiveness.
The Committee recommends a total of $5,687,800 for the Office of
Assistant Secretary for Budget and Programs. At this level, the
Committee has funded the current onboard staff positions and included
$40,000 for reception and representation expenses for the Secretary.
OFFICE OF THE ASSISTANT SECRETARY FOR GOVERNMENTAL AFFAIRS
The Assistant Secretary for Governmental Affairs advises the
Secretary on all congressional and intergovernmental activities and on
all Department legislative initiatives and other relationships with
Members of the Congress; promotes effective communication with other
Federal agencies and regional Department officials, and with State and
local governments and national organizations for development of
departmental programs; and ensures that consumer preferences, awareness,
and needs are brought into the decisionmaking process.
The Committee recommends $1,600,000 for the Office of the Assistant
Secretary for Governmental Affairs. This level holds travel below fiscal
year 1998 levels and provides funding for 23 positions.
OFFICE OF THE ASSISTANT SECRETARY FOR ADMINISTRATION
The Assistant Secretary for Administration is the principal adviser
to the Secretary on departmental administrative management matters, and
is responsible for personnel and training, management policy, employment
ceiling control systems, automated systems policy, administrative
operations, real and personal property management, acquisition
management, grants management, internal departmental financial systems,
and ADP facilities and services.
The Committee recommends $19,570,200 for the Office of the Assistant
Secretary for Administration which includes the OST portion of rent and
the majority of OST's TASC contribution. The Committee has provided a
level that will support the current staffing levels with a slight
reduction in travel and training activities.
OFFICE OF PUBLIC AFFAIRS
The Director of Public Affairs is the principal adviser to the
Secretary and other senior departmental officials and news media on
public affairs questions. The Office issues news releases, articles,
factsheets, briefing materials, publications, and audiovisual materials.
It also provides information to the Secretary on opinions and reactions
of the public and news media on transportation programs and issues.
The Committee recommends $1,656,600 for the Office of Public Affairs,
which will support current staffing levels.
EXECUTIVE SECRETARIAT
The Executive Secretariat provides and organizes staff service for
the Secretary and Deputy Secretary to assist them in carrying out their
management functions and facilitate their responsibilities for
formulating, coordinating, and communicating major policy decisions. It
controls and coordinates internal and external material directed to the
Secretary and Deputy Secretary and ensures that their decisions and
instructions are implemented.
The Committee recommends a funding level of $1,088,500 for the
Executive Secretariat, sufficient resources to maintain current staffing
levels.
CONTRACT APPEALS BOARD
The primary responsibility of the Board of Contract Appeals is to
provide an independent forum for the trial and adjudication of all
claims by, or against, a contractor relating to a contract of any
element of the Department, as mandated by the Contract Disputes Act of
1978, 41 U.S.C. 601.
The Committee has provided $460,000 for the Contract Appeals Board.
This level is sufficient to maintain the current staffing level of five
positions.
OFFICE OF SMALL AND DISADVANTAGED BUSINESS UTILIZATION
The Office of Small and Disadvantaged Business Utilization has
primary responsibility for providing policy direction for small and
disadvantaged business participation in the Department's procurement and
grant programs, and effective execution of the functions and duties
under sections 8 and 15 of the Small Business Act, as amended.
The Committee recommends $1,000,000, which is sufficient funding to
maintain current staffing levels.
OFFICE OF INTELLIGENCE AND SECURITY
The Office of Intelligence and Security within the Office of the
Secretary coordinates security and intelligence policies and strategies
among the modes of transportation and serves as liaison with other
Government intelligence and law enforcement agencies.
The Committee recommends $935,000 for the Office of Intelligence and
Security. This level is sufficient to maintain the current staffing
levels of nine positions and current activities of the office.
OFFICE OF THE CHIEF INFORMATION OFFICER
The Committee recommends $4,652,700 for the Office of the Chief
Information Officer. This level is sufficient to maintain the current
staffing level of 15 positions.
OFFICE OF INTERMODALISM
The Committee recommends $1,000,000 for the Office of Intermodalism.
This level is sufficient to maintain current staffing and activity
levels with modest reductions in travel and the initiation of new
projects.
OFFICE OF CIVIL RIGHTS
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 funding level of $5,562,000 for the
Office of Civil Rights. The Committee notes the unusually high number of
vacancies in the Office of Civil Rights, and expects the Director to
fill these positions as soon as possible. In addition, the Committee is
aware of the persistent carryover load of EEO cases and encourages the
director to explore alternative means of managing the caseload. Options
to be explored should include contracting out and cost-sharing
arrangements with the administrations generating the largest portion of
the Office's caseload.
TRANSPORTATION PLANNING, RESEARCH, AND DEVELOPMENT
Appropriations, 1998\1\ $4,400,000
Budget estimate, 1999 4,710,000
Committee recommendation 8,328,400
\1\Does not include reduction for TASC pursuant to section 320
of Public Law 105 66.
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.
Policy studies .--The recommended level for policy studies for the
development and implementation of transportation economic policy and for
the development of environmental energy and safety policy has been
reduced by $200,000.
Transportation planning .--The recommended level includes funding
for transportation planning assistance for the 2002 Winter Olympics in
Salt Lake City and for planning and logistical support for the 1999
Special Olympics World Summer Games and the 2001 Special Olympic World
Winter Games.
Missing children .--The Committee is aware of the effective work of
the National Center for Missing and Exploited Children to combat crimes
against children and to reunite abducted or runaway children with their
families. There are many opportunities in the transportation sector to
alert the public to the status of a missing child. For example,
truckstops, airports, rail and bus stations, and other transportation
facilities are utilized by millions of Americans every day. These are
ideal places to raise public awareness of missing children. Moreover,
employees in the transportation sector, including flight attendants, bus
and truck drivers, and ticket agents, come into contact with hundreds of
individuals every day and could be a key element in identifying abducted
children. When nonlaw enforcement entities adopt procedures that hinder
pedophiles and kidnappers, they are doing a much needed public service.
Of note is WalMart's Code Adam Program. When a child disappears in a
participating store, Code Adam is addressed over the public address
system. Store personnel immediately stop work to look for the child and
monitor all exits. If the missing child is not located in 10 minutes, or
is seen with someone other than a parent or guardian, the police are
called. This program is implemented in all 2,800 WalMart and Sam's Club
stores. The Committee urges the transportation sector to consider
similar programs.
The Committee directs the Secretary and each of the modal
administrators to work with the National Center for Missing and
Exploited Children and the transportation industry to identify and
implement initiatives to maximize the transportation sector's
involvement in the effort to relocate missing children. The Committee
directs the Secretary to report to the House and Senate Committees on
Appropriations no later than March 31, 1999, on the identified
initiatives in this area and the actions taken to implement those
efforts.
Transportation noise model .--The Department of Transportation
should continue research toward developing a multimodal acoustic noise
model that encompasses all transportation related noise sources, so as
to efficiently minimize combined impact on community noise. No later
than January 1, 1999, the Department shall provide the Committee a plan
for achieving this goal. The Department should continue to improve the
transportation noise model [TNM] by incorporating neglected but relevant
propagation phenomena that affect community noise, such as atmospheric
effects. While the Department continues research toward developing a
multimodal acoustic noise model, it should require concurrent use of TNM
and its previous noise prediction model.
Freight mobility .--The recommended level includes $40,000 for a
joint freight mobility study to initiate and coordinate a freight
mobility system in Washington State to focus on the freight movement
problems of the Puget Sound region. Special attention should be given to
improving business practices to mitigate the freight mobility problems
in the region.
Flood project alternatives research .--Flooding in the Interstate 5
corridor at Centralia/Chehalis in Washington State compromises freight
mobility in the corridor and presents a unique opportunity to provide a
coordinated approach between flood control projects and highway
construction. The Committee provides $250,000 and directs the Secretary
to work with the Lewis County Economic Development Corp., the Washington
State Department of Ecology, and Grays Harbor County to further efforts
to identify and conduct preliminary work on a basinwide solution to this
transportation problem as a pilot program for other flood plain and
highway conflicts.
TRANSPORTATION ADMINISTRATIVE SERVICE CENTER
Limitation, 1998\1\ ($121,800,000)
Budget estimate, 1999\2\ (175,715,000)
Committee recommendation (165,215,000)
\1\Does not reflect reduction pursuant to section 320 of Public
Law 105 66.
\2\Proposed without limitations.
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
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 bill includes language that includes a limitation on activities
financed through the transportation administrative service center at
$165,215,000. The limitation shall not apply to non-DOT entities and the
Committee directs that activities shall be provided on a competitive
basis. Further, the Committee directs that the Department shall submit
with the Department's congressional budget submission an approved annual
operating plan of the transportation administrative service center and
quarterly reports to the House and Senate Committees on Appropriations.
ESSENTIAL AIR SERVICE AND RURAL AIRPORT IMPROVEMENT FUND
Appropriations, 1998 (mandatory authority)\1\ $50,000,000
Budget estimate, 1999 (mandatory authority) 50,000,000
Committee recommendation (mandatory authority) 50,000,000
\1\Transfer from FAA operations.
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. If
$50,000,000 in fees is not available, funding must be transferred from
other FAA appropriations to the EAS programs.
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, and in many instances does
not exist at all. 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.
The Committee has retained the general provision which limits 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 1998. The $50,000,000
funding level is more than sufficient to maintain current service levels
and quality of service at the communities currently served by the EAS
program.
In the lower 48 States, the tables show distances that EAS
communities are from other air service centers and subsidy-per-passenger
calculations. The distance figures are shown to give a sense of the
degree of isolation of the communities, and the subsidy-per-passenger
figures are a rough measure of the cost of providing the service
compared to the number of passengers benefiting from the service.
Neither of those calculations are particularly relevant to Alaska.
First, only three of the 26 subsidized communities in Alaska have road
access to other air service. Thus, the Alaskan communities are clearly
among the most isolated in the Nation. In fact, many are islands and
would be all but cut off from the rest of the world without air service.
Second, any subsidy-per-passenger calculation would be highly
misleading, at best. While subsidy-per-passenger may be used as a crude
measure of cost benefit in the lower 48, in many of the subsidized EAS
markets the principal traffic being carried on the EAS flights is food
being delivered to the bush community. Thus, the whole community
benefits--indeed is fully dependent on--the EAS flights, not just the
few who may actually travel on the flights.
EAS SUBSIDY RATES AS OF JUNE 1, 1997 AND MARCH 1, 1998
States/communities Estimated mileage to nearest hub (small, medium, or large)\1\ Average daily enplanements at EAS point (year ending June 30, 1997) Annual subsidy rates as of June 1, 1997 Subsidy per passenger\2\ Current annual subsidy rates (March 1, 1998)
Arizona: 101 6.9 $155,369 $51 $411,217
Arkansas: 108 5.5 569,344 112 943,347
California: 234 26.0 151,450 12 189,043
Colorado: 162 16.6 (\3\) (\3\) (\3\)
Hawaii: Kamuela 39 4.4 292,061 181 335,454
Illinois: 126 5.1 182,319 62 218,783
Iowa: Ottumwa 85 4.5 382,072 181 458,485
Kansas: 149 9.9 146,225 28 611,661
Maine: 71 10.1 330,080 53 595,320
Michigan: 236 15.1 141,363 37 494,668
Minnesota: 121 (\5\) (\5\) (\5\) 678,375
Missouri: 138 14.1 108,120 24 295,466
Montana: 280 6.1 387,540 110 684,766
Nebraska: 256 3.9 346,863 296 797,133
Nevada: Ely 237 3.0 508,759 335 867,188
New Hampshire: Keene 56 5.3 382,283 132 737,926
New Mexico: 91 11.3 188,923 28 656,745
New York: 118 10.2 132,540 28 266,371
North Dakota: 396 12.7 415,506 53 678,375
Oklahoma: 84 5.1 381,517 121 767,398
Pennsylvania: Oil City/Franklin 86 24.2 118,373 9 243,923
South Dakota: 57 (\5\) (\5\) (\5\) 678,375
Texas: Brownwood 138 2.9 499,109 227 807,717
Utah: 178 21.8 292,882 26 577,538
Vermont: Rutland 69 10.6 382,283 62 737,926
Washington: Ephrata/Moses Lake 108 40.8 177,628 9 219,483
West Virginia: 173 8.5 270,835 60 618,017
Wyoming: 144 35.3 (\3\) (\3\) (\3\)
\1\Hub designations are recalculated annually and published by the FAA in the Airport Activity Statistics. The above distances are based on the 1997 Airport Activity Statistics, which is based on calendar year 1996 passenger data.
\2\Rounded to the nearest dollar.
\3\Subsidy rate under negotiation.
\4\There was an extended service hiatus during the year ended June 30, 1997; thus, no meaningful calculation can be made.
\5\Either no service or subsidy rate in place.
NOTE.--The Department has authorized subsidy for service levels that meet at least the statutory minimums beginning in fiscal year 1998, that is, October 1, 1998. The enplanements per day, on the other hand, reflect the subminimum service levels of ten round trips a week.
GSA RENTAL PAYMENTS
[Dollars and square feet in thousands]
Administration Fiscal year 1997 enacted\1\ Fiscal year 1997 GSA billings Fiscal year 1998 estimate Fiscal year 1999 estimate
Funding Square feet Funding Square feet Funding Square feet
Federal Highway Administration [$17,294] [1,078] [$17,369] $17,480 1,077 $17,922 1,076
National Highway Traffic Safety Administration 217 4,361 4,234 217 4,042 206
Federal Railroad Administration 143 4,075 2,930 123 2,753 112
Federal Transit Administration 152 3,091 3,239 155 3,030 140
Federal Aviation Administration 4,170 68,833 67,500 4,047 77,887 4,226
U.S. Coast Guard 2,363 35,886 36,472 2,367 35,285 2,321
St. Lawrence Seaway Development Corporation 10 198 199 10
Research and Special Programs Administration 105 2,041 2,075 106 1,965 98
Office of Inspector General 110 2,202 2,350 110 2,186 100
Office of the Secretary of Transportation [OST] 302 6,334 6,215 284 6,045 270
Transportation Administrative Service Center 304 6,455 6,640 300 8,982 386
Bureau of Transportation Statistics 24 489 660 24 750 25
OST rental payments to GSA 127,447 7,900 133,965
----------- ---------------- ----------- -------------- --------- ------------- -------
Subtotal 127,447 7,900 133,965 149,994 8,820 160,847 8,960
=========== ================ =========== ============== ========= ============= =======
Federal Highway Administration 17,294 1,078 17,369
----------- ---------------- ----------- -------------- --------- ------------- -------
Subtotal, consolidated account 144,741 8,978 151,334
=========== ================ =========== ============== ========= ============= =======
Maritime Administration 4,433 286 4,361 4,684 286 4,364 287
Surface Transportation Board 1,471 56 1,471 1,488 56 1,517 56
----------- ---------------- ----------- -------------- --------- ------------- -------
Total, Department of Transportation 150,645 9,320 157,166 156,166 9,162 166,728 9,303
\1\Enacted as a single account under the Office of the Secretary of Transportation. Fiscal year 1997 directed the reimbursement of FHWA GSA rent from FHWA LGOE account to the consolidated account. Requirements for fiscal year 1997 are best represented by the actual billings. There was no distribution made of the enacted amount of $144,741,000.
MINORITY BUSINESS RESOURCE CENTER PROGRAM
Appropriations, 1998 $1,900,000
Budget estimate, 1999 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 1999, the short-term loan program will continue to 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.
The Committee encourages the Minority Business Resource Center to
work with Stillman College to assist students in understanding the
opportunities and challenges facing young entrepreneurs in the
transportation industry.
Since fiscal year 1993, the loan program has been a separate line
item appropriation, 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 $13,775,000.
Of the funds appropriated, $1,500,000 covers the direct subsidy costs
for loans not to exceed $13,775,000; and, $400,000 is for administrative
expenses to carry out the Direct Loan Program.
MINORITY BUSINESS OUTREACH
Appropriations, 1998 $2,900,000
Budget estimate, 1999 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.
AMTRAK REFORM COUNCIL
Appropriations, 1998\1\ $2,450,000
Budget estimate, 1999\2\ 500,000
Committee recommendation 450,000
\1\Of the amount provided, $1,970,000 was utilized for the
contract on the independent assessment of Amtrak, required by sections
202 and 409 of the Amtrak Reform and Accountability Act (Public Law 105
134); and $400,000 was transferred to the DOT inspector general for new
responsibilities associated with section 409(c) of Public Law 105 134,
leaving a balance for the Council of approximately $80,000.
\2\In the administration's budget request, both the independent
assessment of Amtrak's financial status and the Amtrak Reform Council
are to be funded within this requested amount. This funding was
requested as part of the capital grants to the National Passenger
Railroad Corporation.
The Committee recommends an appropriation of $450,000 for necessary
expenses of the Amtrak Reform Council [ARC]. Initial funding for the ARC
was provided in the fiscal year 1998 supplemental appropriations bill,
Public Law 105 174.
The Amtrak Reform and Accountability Act of 1997 [ARAA] directs the
establishment of an independent commission to be known as the Amtrak
Reform Council. The ARC consists of 11 members, including four Senate
appointees, four House appointees, two Presidential appointees, and the
Secretary of Transportation. To date, the ARC slate has not been
filled--one of the Presidential appointees has not yet been named.
However, the ARC has begun meeting and coordinating with the DOT
inspector general and other interested parties. The ARC members serve
without pay, but receive travel expenses and per diem.
Under the ARAA, the responsibilities of the ARC include evaluating
Amtrak's performance and making recommendations to Congress and Amtrak
for achieving further cost containment, productivity improvements, and
financial reforms. The most important tool for the ARC's evaluation of
Amtrak's performance will be the independent assessment of Amtrak's
financial requirements through the end of fiscal year 2002, as required
in section 202 of the ARAA. The contract for the independent assessment
was let on May 5, 1998, to Battelle Memorial Institute, and will be
completed in early November. The contractor is reviewing Amtrak's
financial reports, business planning documents, and management
consultant studies in order to develop a comprehensive assessment of
Amtrak's financial condition. This will independently verify Amtrak's
accounting methods, to determine whether assumptions made by Amtrak, on
which the Corporation has built their strategic business plan, can be
successfully borne out in future operating and capital investment
decisions.
Although the ARC will not have the results of the independent
assessment until November 1998, the Committee lauds the decision to
begin working toward meeting its legislative charge. As a practical
matter, the ARC is a temporary commission. After December 1999, the
Commission must make a determination on whether or not Amtrak can meet
the financial goals outlined in the ARAA. If the ARC determines these
goals cannot be met, they must then submit a restructuring plan, and
Amtrak must submit a liquidation plan.
The Committee's recommended funding level, $450,000, will allow the
ARC to decisively move forward in performing its tasks and
responsibilities. These funds are available for 2 years, through
September 30, 2000. The Committee is aware that the members of the ARC
have been selected based on their technical qualifications, professional
standing, and demonstrated expertise in areas relevant to the needs of
the Council. Therefore, there should be no need for outside consultant
services, and the Committee has included a provision precluding the use
of appropriated funds for such services.
Route closure and realignment recommendations. --Under current
authority, the ARC can recommend improvements or changes in law that it
believes to be necessary or appropriate, including recommending that the
Amtrak Board of Directors close down or consolidate unprofitable routes.
In addition, the sunset trigger in the ARAA directs the ARC to notify
the President and the appropriate congressional committees if Amtrak's
business performance prevents the railroad from meeting its financial
goals, or if the ARC determines that continued Federal operating
subsidies will be required after December 2, 2002. In order to help
Amtrak work toward meeting its financial goals and to decrease reliance
on Federal subsidies, the ARC shall identify Amtrak routes which are
candidates for closure or realignment, and report to the Congress
annually, as required under the ARAA, on these recommendations.
The process for determining candidate routes for closure or
realignment shall be based on Amtrak's own performance rankings, which
incorporate information on each route's fully allocated costs and
ridership on core intercity passenger service. A May 1998 General
Accounting Office report entitled ``Financial Performance of Amtrak's
Routes'' (GAO/RCED 98 151) examined the operating ratios for all of
Amtrak's 40 intercity routes during fiscal year 1997, and ranked the
routes by performance. The only profitable route on Amtrak's system is
the New York to Washington, DC Metroliner. All other Amtrak routes lose
money on a per passenger basis, from a low of $11 lost per passenger
trip to a high of $284 lost per passenger. The average systemwide per
passenger loss is $47. Though the Committee recognizes that the issue of
connectivity is important to any passenger rail system, it is imperative
that these losses be stemmed by judicious reductions and
rationalizations. The Committee has determined that making
recommendations for route closures or realignments is a task that is
complementary to the Amtrak Reform Council's mission, and is well within
the scope of the ARC's statutory responsibilities.
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 1999 be 91 personnel.
Advisory committees .--The Committee has retained a general
provision (sec. 327) 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.
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 Committee has
included language (sec. 333) that 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.
Other
User fees .--The Committee has included bill language, included in
previous appropriations bills, which permits the Office of the Secretary
to continue to credit to this account $1,000,000 in user fees.
Reductions in fiscal year 1998 appropriations .--In fiscal year
1998, reductions were made to a number of accounts due to limitations or
reductions imposed in various areas, such as the Transportation
Administration Services Center and the Presidential line-item veto. In
the Senate Committee report, each account head shows the amount
appropriated in Public Law 105 66 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 1998 DEPARTMENT OF TRANSPORTATION APPROPRIATIONS
Account Public Law 105 66 President's line-item veto Public Law 105 119 Net appropriation
Appropriations GP 320 TASC Appropriations transfer from DOS
Office of the Secretary: $61,000,000 -$343,000 $60,657,000
---------------- ------------- ---------------------------------- ----------- ---------------
Subtotal -363,000
================ ============= ================================== =========== ===============
U.S. Coast Guard: Operating expenses (includes $300,000,000 for defense-related activities) 2,715,400,000 -529,000 $63,000 2,714,934,000
================ ============= ================================== =========== ===============
Federal Aviation Administration: Operations 5,301,934,000 -939,000 1,554,000 5,302,549,000
================ ============= ================================== =========== ===============
Federal Highway Administration: (552,266,000) ( -610,000) (551,656,000)
---------------- ------------- ---------------------------------- ----------- ---------------
Subtotal -657,000
================ ============= ================================== =========== ===============
National Highway Traffic Safety Administration: 74,901,000 -81,000 74,820,000
---------------- ------------- ---------------------------------- ----------- ---------------
Subtotal -178,000
================ ============= ================================== =========== ===============
Federal Railroad Administration: 20,290,000 -29,000 20,261,000
---------------- ------------- ---------------------------------- ----------- ---------------
Subtotal -49,000 -5,280,000
================ ============= ================================== =========== ===============
Federal Transit Administration: 45,738,000 -124,000 45,614,000
---------------- ------------- ---------------------------------- ----------- ---------------
Subtotal -124,000 -500,000
================ ============= ================================== =========== ===============
St. Lawrence Seaway Development Corporation: Operations and maintenance 11,200,000 -7,000 11,193,000
Research and Special Programs Administration: 28,450,000 -48,000 -450,000 27,952,000
---------------- ------------- ---------------------------------- ----------- ---------------
Subtotal -92,000 -450,000
================ ============= ================================== =========== ===============
Office of the Inspector General: Salaries and expenses 42,000,000 -59,000 41,941,000
================ ============= ================================== =========== ===============
Bureau of Transportation Statistics\1\ (25,000,000) ( -47,000) (24,953,000)
================ ============= ================================== =========== ===============
Surface Transportation Board: Salaries and expenses 13,853,000 -3,000 13,850,000
================ ============= ================================== =========== ===============
Total reductions, Department of Transportation -3,000,000 -6,230,000 1,617,000
\1\BTS reductions in parentheses included under Federal-aid highways.
U.S. COAST GUARD
SUMMARY OF FISCAL YEAR 1999 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 $3,959,757,000 for
the activities of the Coast Guard in fiscal year 1999. The following
table summarizes the Committee's recommendations:
[In thousands of dollars]
Program Fiscal year-- Committee recommendations
1998 enacted 1999 estimate
Operating expenses\1\\2\ 2,715,400 2,771,705 2,761,603
Acquisition, construction, and improvements\3\\4\ 397,850 442,773 388,693
Environmental compliance and restoration 21,000 21,000 21,000
Alteration of bridges 17,000 20,000
Retired pay 653,196 684,000 684,000
Reserve training 67,000 67,000 67,000
Research, development, test, and evaluation 19,000 18,300 17,461
Boat safety 35,000
-------------- --------------- -----------
Total 3,925,446 4,004,778 3,959,757
\1\Excludes reduction for TASC pursuant to section 320 of Public Law 105 66; excludes transfer from Department of State pursuant to Public Law 105 119.
\2\Fiscal year 1998 enacted and fiscal year 1999 Committee recommended amount include $300,000,000 in defense discretionary funding; fiscal year 1999 estimate includes $309,000,000, both amounts for national security activities of the Coast Guard and scored against budget function 050 (defense).
\3\Includes $9,000,000 for fiscal year 1998 and $1,000,000 for fiscal year 1999 in proposed asset sales.
\4\Fiscal year 1999 estimate includes $35,000,000 in proposed navigation assistance tax fees.
OPERATING EXPENSES
General Trust Total
Appropriations, 1998\1\ $2,690,400,000 $25,000,000 $2,715,400,000
Budget estimate, 1999\2\ 2,746,705,000 25,000,000 2,771,705,000
Committee recommendation\3\ 2,741,603,000 25,000,000 2,761,603,000
Secretary's discretionary transfer authority 60,000,000 60,000,000
---------------- ------------- ----------------
Total available funds 2,793,603,000 25,000,000 2,821,603,000
\1\Includes $300,000,000 for national security activities scored against budget function 050 (defense). Excludes reductions for TASC pursuant to section 320 of Public Law 105 66; excludes transfer from Department of State pursuant to Public Law 105 119.
\2\Includes $309,000,000 for national security activities scored against budget function 050 (defense).
\3\Includes $300,000,000 for national security activities scored against budget function 050 (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
$2,761,603,000, including $25,000,000 from the oilspill liability trust
fund and $300,000,000 from function 050 for the Coast Guard
defense-related activities.
The Committee notes that the cost per average FTE for the Coast Guard
in the most recent complete fiscal year is $65,560. The anticipated cost
per average FTE for fiscal year 1998 is $69,630. The Committee
recommendation provides sufficient resources for an average FTE cost
greater than that anticipated for fiscal year 1998 at staffing levels
above current levels. The Committee also notes that the 5-year FTE
experience indicates that the Coast Guard tends to lag behind requested
FTE levels. The Committee encourages the Coast Guard to strive to reduce
the ratio of officers to enlisted and to report to the Committee by
March 1, 1999, on the officer-to-enlisted ratio over the past 10 years
with comparable officer-to-enlisted ratios from the other services.
[In thousands of dollars]
Fiscal year 1998 enacted\1\ Budget request Committee recommendation
Personnel resources: 1,246,767 1,292,406 1,290,029
----------------------------- ---------------- --------------------------
Total, personnel resources 1,702,298 1,762,471 1,752,673
============================= ================ ==========================
Operating funds and unit level maintenance: 114,009 109,563 109,563
District commands:
1st district 37,711 36,831 36,831
7th district 46,400 47,532 47,532
8th district 29,894 30,044 30,044
9th district 18,205 18,583 18,583
13th district 13,749 13,887 13,887
14th district 9,838 10,655 10,655
17th district 20,693 19,805 20,693
----------------------------- ---------------- --------------------------
Total, operating funds and unit level maintenance 617,530 619,593 619,289
============================= ================ ==========================
Depot level maintenance: 154,261 152,391 152,391
----------------------------- ---------------- --------------------------
Total, depot level maintenance 395,106 389,641 389,641
============================= ================ ==========================
Total appropriation 2,714,934 2,771,705 2,761,603
\1\Includes reduction of $529,000,000 for TASC pursuant to section 320 of Public Law 105 66; includes transfer of $63,000,000 from Department of State pursuant to Public Law 105 119.
Note.--Fiscal year 1998 enacted and fiscal year 1999 request include $300,000,000 and $309,000,000, respectively, for national security activities, budget function 050 (defense).
PERSONNEL RESOURCES
Military pay and benefits. --The Coast Guard is to be commended for
the progress that has been made over the past several years to
streamline and increase the efficiency of the uniformed services.
Staffing continues to lag behind recruiting goals, in part because of
the competition for qualified individuals that is endemic to the current
robust state of the economy. However, the 5-year FTE utilization
experience of the Coast Guard indicates that they continue to run behind
requested levels and accordingly, the Committee recommends a reduction
in the FTE levels and a commensurate reduction in the military pay and
benefits request. The Committee also notes that the streamlining effort
has not yet been fully reflected throughout the ranks and trusts that
the Commandant will continue to pursue the streamlining efforts of his
predecessor and seek a ratio of officers to enlisted personnel
consistent with the other armed services and the unique nature of the
Coast Guard's multiple mission requirements.
International engagement in Caribbean. --The Committee has not
included funding for the mobile, ship-based support and training buoy
tender platform as requested in the budget, without prejudice. Although
this may be a worthwhile foreign policy initiative, the budgetary
constraints already facing the Coast Guard make such an addition to the
Coast Guard's mission profile an unwarranted diversion of operating
funding from other critical missions.
Military health care .--The Committee has provided $121,800,000 for
military health care, an increase of $2,399,000 over fiscal year 1998
levels.
The Committee supports the Alaska Federal Health Care Partnership's
proposal to develop an Alaska-wide telemedicine network to provide
access to health services and health education information in remote
areas of Alaska to the more than 200,000 Federal beneficiaries now
living or stationed in Alaska, including more than 3,000 Coast Guard
beneficiaries. The partnership, a joint effort of the Coast Guard,
Department of Defense, Department of Veterans Affairs, and the Indian
Health Service will create 235 telemedicine health care access sites at
Coast Guard, DOD, VA and IHS clinical facilities throughout Alaska
linking remote installations and villages with tertiary health
facilities located in Anchorage and Fairbanks over a 4-year period and
should serve as a model for the use of telemedicine technology for the
delivery of health care services and health care education in remote
settings. The Committee has provided funding for the Coast Guard to
participate in the partnership's Alaska telemedicine project.
Training and education .--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
$65,012,000 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.
OPERATING FUNDS AND UNIT LEVEL MAINTENANCE
BILL LANGUAGE
National security .--The Committee's recommendation includes
$300,000,000 from the defense function 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 Operation Desert Thunder in the Persian Gulf and 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.
OTHER
Mackinaw .--The bill includes funding for continued operation and
maintenance of the icebreaking cutter Mackinaw during fiscal year 1999.
Drug interdiction activities .--The Committee has provided the
requested $369,000,000 for the war on drugs. It should be left to the
Commandant's discretion how the drug interdiction activities 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.
Global marine distress signal system [GMDSS] .--The Committee is
concerned with potential problems with the implementation of the global
marine distress signal system [GMDSS]. The Federal Communications
Commission [FCC] has adopted regulations that will require GMDSS units
to be installed on all vessels, including fishing vessels, over 300
tons. This is intended to replace ship-to-ship emergency communications
with an automated ship-to-shore system. Several problems exist with the
GMDSS concept as it would be applied.
One of the most serious problems would be that vessels carrying GMDSS
equipment would no longer be required to monitor other communications
channels including those most frequently used by fishing vessels. Most
successful rescues are performed by other nearby commercial vessels, and
under this new regime, the distressed vessel would have to rely on the
Coast Guard to direct nearby vessels to the incident site. This will
cause an unnecessary delay in response and could substantially degrade
current levels of safety.
Other potential problems include: (1) whether new shore-based
stations will provide adequate listening coverage for all parts of the
Bering Sea; (2) cost per vessel of installing the new equipment; (3)
lack of adequate training for system operators; and (4) whether
manufacturers of GMDSS equipment are capable of supplying the number of
units that will be required by February 1, 1999. The Committee directs
the Commandant to ensure that the Coast Guard's mission to ensure the
safety of life at sea is not compromised by the new GMDSS requirements
and to report to the House and Senate Committees on Appropriations on
what actions, if any, are necessary to provide this assurance.
Marine Fire and Safety Association .--The Committee remains
supportive of efforts by the Marine Fire and Safety Association [MFSA]
to provide specialized firefighting 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 $178,000 to continue
efforts by the nonprofit organization comprised of numerous fire
departments on both sides of the Columbia River. The funding will be
utilized to provide specialized communications, firefighting training
and equipment, and to implement the oilspill response contingency plan
for the Columbia River.
Seasonal rescue capability. --The Committee remains concerned about
maintaining critically important Coast Guard air rescue response time in
the New York City area during the peak boating season. Therefore, the
Committee directs 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.
Container Inspection Program. --The Committee recommended funding
level includes $1,191,000 for the restoration of the Container
Inspection Program. The Committee rejects the request to downsize the
Coast Guard container inspection work force and has provided sufficient
funds to maintain the inspector work force at the fiscal year 1998
level. Testimony by the Commandant before the Committee indicates that,
while the Coast Guard proposal is presented as a reduction solely to the
container inspector work force, the actual effect of the reduction would
be to cut personnel who are devoting a majority of their time to other
critical marine safety functions at the direction of the captain of the
port. As such, the proposed reduction, rather than serving to reduce
only container inspections, would effectively reduce numerous other
critical marine safety activities.
These activities include the inspection of tankships and waterfront
facilities handling crude oil, petroleum products and hazardous
materials for compliance with safety and pollution prevention
regulations; the inspection of foreign flag vessels under the Port State
Control Program for protection of U.S. ports and harbors from the
hazards posed by poorly maintained and unseaworthy vessels; the timely
response to pollution incidents and oversight of pollution cleanup
activities; and the performance of periodic shoreside and waterborne
harbor patrols for law enforcement, port risk assessment and
identification of potential safety hazards. The Committee continues to
view the Container Inspection Program as a critical marine safety task
and an important component of the Coast Guard's port safety mission,
especially in light of the continued growth in containerized cargo
entering U.S. ports.
Ballast water management program .--The Committee recommended
funding level includes $2,000,000 to implement the nationwide ballast
water management program.
USCG Station Rockaway, NY .--The Committee directs the Coast Guard
to provide, on a quarterly basis, a report to the Appropriations
Committees on the status of a readiness and manpower capability of the
Rockaway, NY, U.S. Coast Guard Station.
Secretary's discretionary transfer authority .--The bill includes
language that permits the Secretary to transfer up to $60,000,000 from
Federal Aviation Administration operations to Coast Guard operating
expenses for the purpose of providing additional funds for drug
interdiction activities.
User fees .--The bill includes language that prohibits the planning,
finalization, or implementation of any regulation that would promulgate
new maritime user fees not specifically authorized by law after the date
of enactment of this act.
ACQUISITION, CONSTRUCTION, AND IMPROVEMENTS
General Trust Total
Appropriations, 1998\1\ $377,850,000 $20,000,000 $397,850,000
Budget estimate, 1999\2\ 422,773,000 20,000,000 442,773,000
Committee recommendation 366,093,000 20,000,000 388,693,000
\1\Includes $9,000,000 in asset sales.
\2\Includes $1,000,000 in asset sales and $35,000,000 in proposed navigation assistance fees.
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 1998 enacted\1\ Fiscal year 1999 estimate\2\ Committee recommendation
Vessels 212,100 269,573 215,473
Aircraft 25,800 37,131 46,131
Other equipment 44,650 33,969 35,389
Shore facilities and aids to navigation 68,300 53,650 43,250
Personnel and related support 47,000 48,450 48,450
----------------------------- ------------------------------ --------------------------
Total 397,850 442,773 388,693
\1\Includes $9,000,000 in asset sales.
\2\Includes $1,000,000 in asset sales and $35,000,000 in proposed navigation assistance fees.
VESSELS
The Committee recommends $215,473,000 for vessel acquisition and
improvement. The projected allocation of these funds is shown in the
table below:
VESSELS
[In thousands of dollars]
Fiscal year 1999 estimate Committee recommendation
Acquire vessels and equipment: 105,000 45,000
Stern loading buoy boat replacement 11,773 11,773
Survey and design--cutters and boats 500 500
Mackinaw replacement 4,000
ATS 1 conversion 10,000 14,000
Surface search radar replacement project 12,900 12,900
Deepwater capability replacement 28,000 28,000
Repair, renovate, or improve existing vessels and small boats: 3,800 3,800
--------------------------- --------------------------
Total (new program level) 269,573 215,473
Seagoing buoy tender [WLB] replacement .--The Coast Guard is in the
process of replacing its 50-year-old fleet of seagoing buoy tenders with
up to 16 new tenders. The request of $105,000,000 for fiscal year 1999
is to pay for the award of two ships 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 no earlier than the
fourth quarter of fiscal year 1998.
The Committee continues to be concerned about the growing carryover
balances in this program. Last year, the Committee maintained the
funding in this account pursuant to the belief that the Coast Guard
would be able to obligate a substantial portion of the funds. To date,
that has not happened.
In addition, this program is of concern to the Committee due to the
increasing program administration costs, the vacillating sail-away
costs, and the current unobligated balance. The Coast Guard estimates
that the third and fourth vessels in the procurement cost a total of
$65,000,000. The current request for two vessels under the anticipated
full production procurement contract is $105,000,000. The cost
escalation of this vessel procurement is of great concern to the
Committee, and accordingly, the Committee recommends a reduction of
$60,000,000 to the request. When combined with the unobligated balances,
the program funding level should be sufficient to award a contract for
two vessels at the average cost of the initial procurement assuming the
cost profiles for the procurement remain stable for more than a couple
of months. The Committee understands that the contract is structured for
a minimum of two ships in fiscal year 1999. The Committee's intent is to
provide sufficient funds for the Coast Guard to contract for the two
vessels at a reasonable price and, at the same time, clear any
unobligated balances associated with the program. The Coast Guard shall
provide an analysis of the proposed procurement to the Committee prior
to the obligation of these funds including an estimate of the cost of
the complete procurement to fill the requirement for seagoing buoy
tenders.
Coastal buoy tender [WLM] replacement .--The Committee has provided
$31,000,000 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
$31,000,000 for fiscal year 1999 is for economic price adjustments,
change orders, logistics, and administration. All 14 ships have been
ordered.
Coastal patrol boat/82-foot WPB replacement .--The Committee has
provided $37,600,000 for the coastal patrol boat replacement program.
This program would replace the 82-foot coastal patrol boats which are
over 30 years old. The $37,600,000 request for fiscal year 1999 was to
procure eight new boats.
The Committee had hoped to procure additional CPB's by exercising
existing options to provide the Coast Guard increased flexibility in
asset deployment at an earlier date than under the current procurement
schedule, but budgetary constraints make that impracticable at this
time. 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 $11,773,000 in
fiscal year 1999 to procure eight new buoy boats.
Mackinaw replacement .--The Committee recommends $4,000,000 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 Coast
Guard 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 vessel 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 January 31, 1999.
ATS 1 conversion .--The Committee recommends $14,000,000 for
conversion and the addition of a flight deck.
Deepwater capability replacement.-- The Committee has provided
$28,000,000 consistent with the budget request. The Committee is
concerned with the aggressive and novel approach envisioned by the Coast
Guard in the deepwater capability study and procurement and notes that
the Coast Guard and the Department have a history of difficulty with
large complex procurements or asset modifications. The deepwater
procurement promises to be the most complex and potentially
controversial of procurements that the Coast Guard has managed.
Accordingly, the Committee directs the Coast Guard to report to the
House and Senate Committees on Appropriations, the House Transportation
and Infrastructure Committee, and the Senate Commerce, Science, and
Transportation Committee prior to the downselection concerning the
anticipated number of project teams, the anticipated role of the
Government team, and the anticipated schedule for final contract award.
The Committee encourages the Department and the Coast Guard to structure
the procurement to provide the greatest possible flexibility for the
procurement, cost competitiveness, and diversity of approach for meeting
the deepwater mission requirements.
The Committee is concerned about the inclusion of a Presidential
advisory council on Coast Guard roles and missions as part of the
Deepwater capability replacement analysis justification. The
justification indicated that the council would convene in early 1998,
but as of June 10, 1998, the Committee had not been made aware of the
formulation of such a council, much less any meetings. Before any funds
are committed to initiate such a roles and mission review council, the
Committee expects to be briefed on the expected composition of any such
proposed council, the charter for any such council, and the anticipated
timetable for completion of such a review. The Committee is concerned
that too much time has elapsed in fiscal year 1998 for the initiation of
such a review to have any meaningful contribution to the fiscal year
1999 appropriations process and accordingly, directs that funding for
such a review council be requested in the fiscal year 2000 budget
submission.
Polar class icebreaker reliability improvement project [RIP]. --The
Comittee recommends $4,000,000 for this project and reiterates the cost
overrun and project management concerns noted in the fiscal year 1998
conference report.
AIRCRAFT
For aircraft procurement, the Committee recommends $46,131,000. Funds
for aircraft acquisitions are distributed as follows:
AIRCRAFT
[In thousands of dollars]
Fiscal year 1999 estimate Committee recommendation
HC 130 engine upgrade 9,941 9,941
HH 65A helicopter kapton rewiring 4,500 4,500
HH 65A engine control program 9,000
Long range search aircraft capability preservation 1,590 1,590
HH 65A helicopter mission unit computer unit replacement 3,000 3,000
HC 130 aircraft sensor upgrade 11,000 11,000
HU 25 aircraft avionics improvements 3,500 3,500
HH 60J navigation upgrade 1,100 1,100
HC 130 side looking airborne radar [SLAR] 2,500 2,500
--------------------------- --------------------------
Total 37,131 46,131
HH 65A performance limitations. --The Committee understands that
there are a large number of mission situations where the combination of
current mission weight requirements, fuel load, temperature, altitude,
and sea state must be traded off with mission range, on-station time,
and shipboard operations. A full authority digital electronic control
[FADEC] engine control program, currently anticipated as a life cycle
cost reduction and safety initiative in fiscal year 2000, is an
essential initial step to restoring power margins on the HH 65.
The Committee recommends $9,000,000 to initiate the FADEC program a
year early and to initiate any associated engine upgrade engineering
efforts required to facilitate a cost-effective power upgrade program.
The Committee further requests the Coast Guard to provide a description
of the limitations and tradeoffs mentioned above, with relevant measures
of how frequently power limitations restrict the HH 65 below original
Coast Guard requirements and the impact of such limitations. Further,
the Committee requests the Coast Guard to provide a plan to restore
needed power margins while accommodating past and future weight growth
over the second half of the HH 65's useful life. Please provide this
report by March 1, 1999.
OTHER EQUIPMENT
The Committee recommends $35,389,000. The following table displays
the project allocations:
OTHER EQUIPMENT
[In thousands of dollars]
Fiscal year 1999 estimate Committee recommendation
Fleet logistics system [FLS] 4,669 4,669
Ports and waterways safety system [PAWSS] 6,600 5,500
Marine information for safety and law enforcement [MISLE] 6,100 4,000
Local notices to mariners [LNM] automation 1,300 1,000
Defense message system [DMS] impementation 800 800
Communication system [COMMSYS] 2000 2,000 1,000
Differential global positioning system [DGPS] 2,600 9,520
Personnel management information system/joint uniform military pay system II 1,900 1,900
Aviation logistics management information system [ALMIS] 1,000 1,000
National distress system modernization 3,000 2,000
Commercial satellite communication upgrade 4,000 4,000
--------------------------- --------------------------
Total 33,969 35,389
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], the same level appropriated
for fiscal year 1998. 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.
Marine information for safety and law enforcement [MISLE]. --The
Committee recommends $4,000,000 for this activity, the same level
appropriated for fiscal year 1998.
Local notices to mariners [LNM] automation .--The Committee
recommends $1,000,000 for this activity, the same level appropriated for
fiscal year 1998.
Communications system [COMMSYS] 2000 .--The Committee recommends
$1,000,000 for this activity, the same level appropriated for fiscal
year 1998.
Nationwide differential GPS .--The Committee recommends $9,520,000
for this activity, $6,920,000 more than requested. The Committee directs
the Coast Guard to use the additional funds provided to accelerate the
Coast Guard's electronic equipment procurement, site preparation and
construction work, and installation of conversion software at 33 Air
Force groundwave emergency network [GWEN] transmitter sites, in order to
convert these sites as quickly as possible to differential global
positioning system transmitter sites. The Committee is convinced that
the most reasonable way to proceed with the Department of
Transportation's Nationwide Differential Global Positioning System
[NDGPS] Program is to establish the DGPS transmitters in the fastest,
most cost-effective manner possible. The Committee also understands that
the Air Force may release the GWEN system in approximately 1 year, and
economies of scale can be realized by accelerating the program at this
point beyond the requested funding level. The Committee did not include
NDGPS funds requested in either the Federal Highway Administration or
within the Federal Railroad Administration budgets, but is supportive of
the NDGPS effort, and wants to see the program carried out in a
expeditious and logical manner. The funds provided will pay for the
costs associated with converting a minimum of 33 GWEN sites that are
currently in the optimal location for NDGPS service, and for the
personnel costs associated with four installers.
Personnel management information system .--The Committee has
provided the full amount requested.
National distress system modernization .--The Committee recommends a
reduction of $1,000,000 below the requested level to $2,000,000. The
Committee believes the Coast Guard can complete the activities
anticipated for fiscal year 1999 in this program within the reduced
funding level.
SHORE FACILITIES AND AIDS TO NAVIGATION
The program level recommended is $43,250,000.
SHORE FACILITIES AND AIDS TO NAVIGATION
[In thousands of dollars]
Fiscal year 1999 estimate Committee recommendation
Shore--General: 5,000 5,000
Shore--Air stations: 1,500 1,500
Shore--Centers/groups/stations: 1,450 1,450
Aids to navigation facilities: Waterways aids-to-navigation projects 5,000 5,000
--------------------------- --------------------------
Total 53,650 43,250
Minor AC&I shore construction projects .--The recommended funding
level includes funding for the Thatcher's Island, MA, boat launchway.
Coast Guard housing. --The Committee recommends the Coast Guard
reprogram prior unobligated balances in this account. The Department of
Transportation inspector general has reported that there are in excess
of $16,000,000 in projects that cannot be obligated.
Station Dauphin Island. --The Committee recommends $3,200,000 for
improvements to Station Dauphin Island. The improvements will permit the
Coast Guard to station assets almost an hour closer to the most heavily
utilized boating and fishing areas.
PERSONNEL AND RELATED SUPPORT
The program level recommended is $48,450,000. Within the amount
provided, $750,000 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 1999 estimate Committee recommendation
Direct personnel costs 47,700 47,700
Core acquisition costs 750 750
--------------------------- --------------------------
Total 48,450 48,450
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 1999 to $1,000,000. Any excess proceeds from asset sales
would accrue to the following fiscal year.
The Committee would like the Coast Guard's estimate of properties of
high value in the Coast Guard's real property portfolio; therefore, the
Coast Guard is directed to submit to the Committee by March 1, 1999, an
updated 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. 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.
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
Homer for dedicated pier space on the municipal dock. This authority is
necessary to support Coast Guard vessels when such vessels call on
Homer, AK. The terms and conditions of the use agreement shall be
developed by the Secretary and the city of Homer.
ENVIRONMENTAL COMPLIANCE AND RESTORATION
Appropriations, 1998 $21,000,000
Budget estimate, 1999 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 1999 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.
ALTERATION OF BRIDGES
(highway trust fund)
Appropriations, 1998 $17,000,000
Budget estimate, 1999 (\1\)
Committee recommendation (highway trust fund) 20,000,000
\1\The budget estimate proposes that the cost of altering
bridges will become eligible for funding from Federal-aid highways.
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, $3,000,000 shall
be allocated to the Florida Avenue railroad/highway combination bridge
in New Orleans, LA; $7,000,000 to the Sidney Lanier highway bridge in
Brunswick, GA; $2,000,000 to the John F. Limehouse Bridge in Charleston,
SC; $1,000,000 to the Chelsea Street Bridge in Boston, MA; $5,000,000 to
the highway 90 bridge in Pascagoula, MS; and $2,000,000 to the
Mississippi River bridge in Greenville, MS.
RETIRED PAY
Appropriations, 1998 (mandatory) $653,196,000
Budget estimate, 1999 (mandatory) 684,000,000
Committee recommendation (mandatory) 684,000,000
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
32,633 in fiscal year 1999, as compared with an estimated 31,462 in
fiscal year 1998 and 30,478 in fiscal year 1997.
The budget estimate proposed indefinite budget authority instead of a
fixed amount.
RESERVE TRAINING
Appropriations, 1998 $67,000,000
Budget estimate, 1999 67,000,000
Committee recommendation 67,000,000
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 Coast Guard is provided Reserve training funding as follows:
[In thousands of dollars]
Functional program element Fiscal year 1998 levels President's request (7,600 SELRES) Committee recommendation (8,000 SELRES)
Initial training 3,341 2,466 2,466
Continuing training 39,827 40,820 40,820
Operation and maintenance support 15,074 15,374 15,374
Program management and administration 8,758 8,340 8,340
------------------------- ------------------------------------ -----------------------------------------
Total 67,000 67,000 67,000
RESEARCH, DEVELOPMENT, TEST, AND EVALUATION
General Trust Total
Appropriations, 1998 $15,500,000 $3,500,000 $19,000,000
Budget estimate, 1999 14,800,000 3,500,000 18,300,000
Committee recommendation 13,961,000 3,500,000 17,461,000
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 Committee recommendation includes $17,461,000 for research,
development, test, and evaluation distributed as follows:
[In thousands of dollars]
Fiscal year 1998 Fiscal year 1999 estimate Committee recommendation
Program areas: 1,875 1,250 1,250
------------------ --------------------------- --------------------------
Total 19,000 18,300 17,461
\1\Project areas discussed in the servicewide safety and environmental compliance; command, control, communication, computers, and intelligence integration; and technology advancement and assessment budget in the fiscal year 1998 request have been consolidated into a single budget sheet (technology investment) for the fiscal year 1999 budget submission.
The Committee has provided $17,461,000 for fiscal year 1999 research
and development.
Waterways safety and management. --The Committee recommends
$1,225,000 for this activity, the same level appropriated in fiscal year
1998.
Marine safety. --The Committee recommends $2,995,000 for this
activity, the same level appropriated in fiscal year 1998.
Marine environmental protection. --The Committee recommends
$2,704,000 for this activity, including $1,000,000 for further invasive
species research efforts. Within the funds provided, the Coast Guard is
directed to provide an assessment of the applicability of previously
developed antisubmarine acoustic-monitoring technology for application
in the identification and capture of drug traffickers in high volume
maritime transit zones.
BOAT SAFETY
(aquatic resources trust fund)
Appropriations, 1998 $35,000,000
Budget estimate, 1999\1\ ...........................
Committee recommendation ...........................
\1\President's budget requests $55,000,000 in mandatory
appropriations in fiscal year 1999.
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 for 1999.
Instead, the President's budget proposes to provide all funding for the
State boating safety grant program by providing $55,000,000 from the
aquatic resources trust fund.
The Transportation Efficiency Act for the 21st Century provides for a
guaranteed funding level of $55,000,000 annually for this program. No
additional appropriations are necessary for fiscal year 1999.
General Provisions
Land conveyance, Coast Guard Station Ocracoke. --The Committee has
included language section 334 permitting the transfer of Coast Guard
Station Ocracoke to the State of North Carolina.
Transportation of edible oils .--The Committee has included a
general provision (sec. 341) that requires the Secretary of
Transportation to promulgate a regulation not later than March 31, 1999,
that is consistent with the Edible Oil Regulatory Reform Act, to
specifically address facilities that handle animal fats and vegetable
oils by amending 33 CFR part 154, which relates to response plans for
marine-transportation related facilities. To be consistent, a rule for
animal fats and for vegetable oils should include, at a minimum,
separate definitions, a separate category from other oils, and provide
requirements that are specific to and appropriate for animal fats and
vegetable oils.
FEDERAL AVIATION ADMINISTRATION
SUMMARY OF FISCAL YEAR 1999 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 1999
amounts to $9,899,569,269 including $43,000,000 in user fees credited to
the ``Operations'' appropriation and a $2,100,000,000 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-- Committee recommendation
1998 enacted 1999 budget estimate
Operations \1\5,335,934 5,631,130 5,581,259
Facilities and equipment \2\1,875,477 2,130,000 2,044,683
Research, engineering, and development 199,183 290,000 173,627
Grants-in-aid for airports 1,700,000 1,700,000 2,100,000
-------------- ---------------------- -----------
Total 9,110,594 9,751,130 9,899,569
\1\Excludes reduction for TASC pursuant to section 320 of Public Law 105 66; excludes transfer of $1,554,000 from Department of State pursuant to Public Law 105 119.
\2\Excludes $25,000,000 supplemental Public Law 105 174.
OPERATIONS
General Trust User fees Total
Appropriations, 1998\1\ $3,400,306,000 $1,901,628,000 $5,301,934,000
Budget estimate, 1999 3,528,130,000 2,060,000,000 $43,000,000 5,631,130,000
Committee recommendation 3,379,328,885 2,158,930,135 43,000,000 5,581,259,000
\1\Excludes reduction of $939,000 for TASC pursuant to Public Law 105 66; excludes transfer of $1,554,000 from Department of State pursuant to Public Law 105 119; includes $50,000,000 transferred to EAS Program.
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 $93,000,000 in
user fees in fiscal year 1999. These fees were to be available without
Appropriations Committee action, including $50,000,000 for the essential
air service program and rural airport safety and $43,000,000 for FAA
expenses.
The FAA cost allocation methodology, which the U.S. Court of Appeals
cited as a critical deficiency in the court's decision to invalidate the
schedule of overflight user fees, is scheduled to be operative during
July 1998. Accordingly, the FAA has not appealed the court of appeals
decision and the Committee assumes that FAA intends to reissue a fee
schedule that comports with the court of appeals decision. The Committee
further assumes that the FAA will adhere to prior congressional guidance
as a new schedule of fees is formulated.
Operations.-- 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. --Provides for 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 certification.-- 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.
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 bill includes $5,538,259,000 for the operations activities of the
Federal Aviation Administration, of which $2,158,930,135 shall be
derived from the airport and airway trust fund.
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 following table summarizes the Committee's recommendation in
comparison to the budget estimate:
[In thousands of dollars]
Fiscal year-- Committee recommendations
1998 program level\1\\2\ 1999 budget estimate
Air traffic services 4,153,106 4,380,866 4,325,866
Aviation regulation and certification 609,879 636,027 624,879
Aviation security 97,479 128,821 111,429
Research and acquisition 92,340 94,202 92,340
Administration of airports 47,891 49,854 47,891
Commercial space transportation 6,168 6,275 6,168
Administration 256,493 259,014 256,493
Staff offices 73,193 76,071 73,193
Accountwide adjustments -----------
-------------------------- -----------------------
Total 5,336,549 5,631,130 5,538,259
========================== ======================= ===========
User fees 84,000 43,000 43,000
Appropriated funds 5,252,549 5,588,130 5,538,259
Secretary's discretionary transfer authority 60,000
-------------------------- ----------------------- -----------
Total available funds 5,252,549 5,631,130 5,641,259
\1\Includes $939,000 reduction for TASC pursuant to section 320 of Public Law 105 66. Includes $1,554,000 transfer from Department of State pursuant to Public Law 105 119.
\2\Excludes $23,000,000 available balances of the $57,700,000 provided in the Omnibus Consolidated Appropriations Act of 1997, Public Law 104 208.
AIR TRAFFIC SERVICES
The Committee recommends a total of $4,325,866,000 for the operation
and maintenance of the national air traffic control and flight service
system.
The Committee is confident that this level is completely sufficient
for air traffic services and offers the following analysis for
illustration of the flexibility represented by the Committee's
recommendation. The requirements for funding for this activity could be
predicated on a series of adjustments to the fiscal year 1998
appropriated level. Initially, the appropriation could be adjusted
downward for the $93,000,000 in overflight fees that were not
forthcoming in fiscal year 1998 but are anticipated for fiscal year
1999. The Administrator and the Secretary have both indicated that the
FAA has been able to maintain a safe air traffic control environment
notwithstanding the inability to access the revenues that would have
come from these fees. Second, the appropriation should be reduced by
$10,994,000 requested for WAAS operations activities consistent with the
treatment of the WAAS Program in the F&E account. In addition, over
$23,000,000 in this appropriation is directly attributable to 248
controller staff-years that are solely committed to union activities and
over $15,000,000 that is directly attributable to overtime staffing. For
a great deal of the amount of time overtime is authorized, a union
controller representative is also scheduled--but only for union
activities. Given the high level of staff-years committed to union
activities viewed in conjunction with the seemingly unalterable trend
for substantial reliance on overtime staffing, the Committee encourages
the Federal Aviation Administration to pursue greater flexibility in
staffing arrangements to reduce the current reliance on overtime and to
encourage the conduct of union activities in nonpeak air traffic control
periods. It does not seem unreasonable to the Committee that union
activities might be best conducted during the slower traffic period and
that union representatives might best serve the union membership by
conducting union activities while the bulk of the controllers (and
presumably the union representatives as well) are not engaged in the
heavier traffic flows.
While the Committee does not recommend reducing the appropriation by
the amount attributable to the overtime staffing and the seemingly
suboptimal timing of the generous allotment of staff-years for union
activities, or interim incentive pay, or even adjusting the base to
reflect the actual fiscal year 1998 baseline, the FAA should pursue
efficiencies that would result from a greater coordination of activities
in this area.
Further, the Committee notes that the FAA forecasting of aviation
activity has tended to be overly optimistic. In the Independent
Financial Assessment, Coopers & Lybrand noted:
The FAA has a solid reputation in the aviation
community for its forecasting abilities. However, when
comparing actual past activity to 5-year historical
projections, the FAA has consistently overestimated future
aviation activity. Five-year projections are of particular
importance in assessing the FAA's financial requirements as it
takes 3 to 5 years to fully train a new controller.
Overestimates in the need for new controllers 5 years from now
will likely lead to significant future expenditures for
unnecessary resources. It is also important because the
Federal budget process begins at least 2\1/2\ years before the
end of the particular fiscal year. Interviews with FAA staff
have indicated that these long-term overestimations are
principally caused by the economic projections provided by
OMB, as these projections generally do not take economic
cycles into account. OMB's projections are used as the basis
for the FAA's own forecasting.
Compared with the limited number of other aviation
forecasts, the FAA commercial airline forecasts are not overly
optimistic. However, it should be noted that all of the
aviation forecasters we identified had a natural interest in
optimistic forecasts. Some industry observers have even
suggested that the recent phenomenal growth in commercial air
carrier activity has peaked.
General aviation is likely to be overestimated. The
FAA has forecasted general aviation to grow by approximately 7
percent from 1997 to 2002. Although recent statistics have
suggested that the decline in general aviation activity may
have ended, it is unlikely that general aviation can sustain
such a high future growth rate as projected. A key indicator
suggested by user groups is that the number of general
aviation pilots, which has decreased by 25 percent from 1980
to 1996, and is expected to continue to decline. Since general
aviation accounts for 60 percent of total U.S. civil airborne
hours, such an overestimation will have a significant impact
on actual future FAA workloads.
Absolute aggregate error averages from 1990 to 1996
of 8.9 percent and 7.7 percent for 5-year RPM and ARTCC
operation forecasts respectively indicate that FAA forecasting
calculations have been historically overestimated. The impact
of these estimates on overall FAA financial requirements
depends how closely linked demand is to staffing standards.
Air traffic control operation costs continue to increase
faster than demand for FAA air traffic control services. The
high likelihood that future FAA workloads are overestimated
needs to be among the factors considered when estimating
future controller staffing needs.
In addition, the Coopers & Lybrand assessment implies the possibility
for the FAA to increase the efficiency of the air traffic control work
force. Some of those possible efficiencies are mentioned above. Further,
the average annual growth in operations at air traffic control towers,
en route centers, and flight service stations from 1992 to 1997 has been
0.05 percent, 2.13 percent, and -0.55 percent, respectively. Current
average operations per hour at en route centers are less than 3 per
controller hour, and current average operations per hour at air traffic
control towers is less than 6 per controller hour. Those averages would
seem to indicate that there is some room for improvement in controller
efficiency or staffing coordination.
The Committee also notes the recent completion of the labor
negotiations between the FAA and the National Air Traffic Controllers
Association. The Committee believes that careful management of the funds
provided in this act will ensure sufficient resources are available to
cover the substantial salary increases contained in the agreement.
Training .--Pursuant to the recent concerns expressed by the Federal
Aviation Administration about the need for retraining of air traffic
controllers, the Committee is confident that any training or retraining
initiatives can be accommodated within the recommended level. The
Committee directs the Administrator to report to the Committee by August
1, 1998, on the following items: (1) the circumstances that led to the
decision that retraining of air traffic controllers was necessary; (2)
how the incident emerged within the Federal Aviation Administration; (3)
the steps taken to both retrain controllers and to insure that
deficiencies in the air traffic control system are surfaced immediately
and brought to the attention of senior Federal Aviation Administration
officials; (4) the anticipated training program for both fiscal years
1998 and 1999.
The Committee notes that the FAA has consistently underfunded
controller training as compared to the request over the past several
years. The Committee encourages the FAA to commit the requested
$23,000,000 for training to training and not to allocate those funds to
other activities. If the pattern of the past several years continues of
diverting training funds for other purposes, additional measures may be
taken to insure that critical training activities are not underfunded.
As the Federal Aviation Administration reviews its training
requirements, the Committee anticipates the establishment, from amounts
provided for training, of a university-based center for training, as
well as academics and research, that would design and deliver
technology-based distance education and training courses to meet the
needs and requirements of the Federal Aviation Administration and the
general aviation community. Such a center should be designed to address
immediate and time-sensitive issues, such as the situation that led to
the current decision to retrain controllers, as well as issues in flight
standards, aviations safety, human factors, and cabin crew issues. The
Committee recommends that such a center be located at an institution
which currently possesses the pertinent technology and which has
experience with the FAA in training, research, and distance education.
Emergency services training .--The Committee recommendation includes
$1,500,000 for specialized aircraft firefighting training for Federal
and non-Federal emergency personnel, at the Rocky Mountain Emergency
Services Training Center in Helena, MT.
Contract tower program .--The Committee recommendation includes
$6,000,000 for a contract tower cost-sharing program. These funds are in
addition to those provided for the regular contract tower program.
The Committee notes that the Department of Transportation's Inspector
General has found that the contract tower program has provided level I
air traffic control services at a lower cost for 110 towers previously
operated by the FAA and provided air traffic control services at 50
towers the FAA could not have afforded to staff.
The new program allows those towers that fall below the FAA threshold
to participate in the program by contributing a local match. The
Committee believes that this new program will enable small airports to
have their tower staffed with an FAA certified air traffic controller;
thereby ensuring the safe and efficient movement of people and goods.
The FAA is directed to continue operation of the Greenville, MS,
contract tower, the Kinston Regional Jetport in North Carolina, the
Joplin Regional Airport in Missouri, and the McKellar-Sipes Regional
Airport tower in Jackson, TN; and to include the towers at New Bern and
Hickory, NC, and at the Cape Girardeau Airport in Missouri under the
contract tower cost-sharing program.
The Committee urges FAA to work with the communities to explore
alternatives, such as sharing tower operating costs, to maintain tower
operations.
Salisbury air traffic control tower .--The Committee directs the FAA
to use such funds as necessary for operational expenses for an air
traffic control tower, located in Salisbury, MD, provided that the
Federal Aviation Administration has made a prior determination of
eligibility for such tower to be included in the contract tower program.
Technical noise assistance .--The Committee recommendation includes
$100,000 for a technical assistance grant for a local citizens group to
retain the services of a technical expert to facilitate the involvement
of local citizens as the FAA pursues the existing plans to redesign the
airspace.
Equipment and staffing deficiencies in the New York/New Jersey
region .--The Committee continues to be concerned about the reports
regarding staffing and equipment needs at New York/New Jersey area
towers, the New York TRACON and the New York Air Traffic Control Center.
While progress has been made since last year's subcommittee hearing on
this topic, the Committee believes more can be done. The Committee urges
the FAA to redouble efforts to improve the safety and efficiency of
these facilities.
Air traffic control reclassification New York-New Jersey
metropolitan region .--The Committee recognizes the recent agreement
between the FAA and air traffic controllers to reclassify the
compensation structure for air traffic controllers nationwide. However,
the Committee is concerned that the initiative, as proposed, threatens
to undermine recent advances achieved in increases in controllers
staffing levels at the towers of the three major airports--Newark,
Kennedy, and LaGuardia. While the reclassification proposes to grant
controllers at the New York Center and the New York TRACON an
appropriate pay grade level of ATC 12, the controllers at the three
major towers would receive a level that is fully two levels lower,
creating an unacceptably large disparity in pay. This new pay grade gap
generated by the FAA reclassification will serve to undermine all
Congress has achieved, as controllers will rapidly leave the towers
seeking higher wages. The FAA will not be able to attract and retain the
most qualified and seasoned controllers to serve the towers in this busy
region. The towers, the New York TRACON, and the New York Center share
the same complexity, high volume and density of traffic, and the
controllers share the same high cost of living. Congress acted to
equalize pay grades among the five facilities in the fiscal year 1991
appropriations act. Consistent with that act the Committee directs the
Administrator to take such actions as are necessary to provide for
equitable pay levels at the relevant FAA site in the New York/New Jersey
area.
Cooperative efforts to minimize delays .--The Committee is aware
that the Port Authority of New York and New Jersey, Continental
Airlines, and the Federal Aviation Administration have entered into an
information partnership in an effort to reduce delays in the Nation's
most delayed airport, Newark International Airport in Newark, NJ. This
partnership, which has been underway since December 1997, has resulted
in a substantial effort by all parties to focus energy and resources on
these projects which can help to improve the chronic delays suffered by
consumers who utilize Newark. As part of this partnership, a list of
eight initiatives has been compiled. These are the items upon which the
partnership has agreed to focus for 1998. Quarterly meetings have been
held to check progress and refocus resources where necessary. The eight
initiatives are as follows: airspace redesign; controller automated
spacing aid [CASA]; increased use of runway 29 for turbojet departures;
Teterboro Airport ILS runway 19; New York ARTCC automated flight plan
processing [DSP]; integrated terminal weather system [ITWS]; south final
vector radar position-New York TRACON; and optimize airport arrival
capacity-runway use.
The Committee directs the FAA to provide a quarterly report citing
the status of each of these eight initiatives. Reports are to include
target dates for completion and explanations for those projects which
may exceed their target dates. Reports are to include an assessment of
what is required to complete the project (for example, environmental
analysis, equipment, personnel).
Frederick Municipal Airport .--The Committee understands that the
NTSB has recommended the FAA transfer responsibility for the Frederick
Municipal Airport airspace from BWI Airport to the Dulles TRACON. Radar
coverage at Frederick Municipal Airport currently terminates at 2,300
feet. The transfer would result in lowering radar coverage at Frederick
Municipal Airport to approximately 900 feet. The Committee encourages
the transfer of responsibilities of this airspace consistent with safety
and efficient airspace management.
Rotorcraft procedures .--The Committee anticipates that air traffic
control [ATC] systems will, in the near future, be able to provide
dispatch reliability, or instrument flight rules [IFR] capability for
both helicopters and the newest rotocraft technology--tiltroter
aircraft. Under the present ATC system, the only current IFR, or
all-weather-capable, airspace control service is designed for runway
approaches and departures. Rotorcraft operating from off-airport sites
lack efficient and consistent all-weather dispatch availability and
reliability. The Committee encourages the FAA to review its existing
terminal instrument procedures [TERPS] and IFR regulations/procedures
and determine if changes are needed to facilitate the takeoff, flight
and landing of helicopters, and tiltrotor aircraft. Special attention
should be given to the feasibility of TERPS revisions which include
procedures to provide noninterfering simultaneous operations and
tiltrotor conversion/transition zones or procedures. The National
Airspace System [NAS] would be improved by separating vertical flight
aircraft from congested fixed-wing flight paths, and the Committee
encourages the FAA to review the current procedures in this area.
National airspace redesign. --The Committee has included $11,000,000
to support the administration's initiative to comprehensively review and
design the domestic and oceanic airspace within the United States. Of
this amount, $3,000,000 is provided to concentrate the administration's
initial efforts on the eastern region, particularly on the redesign of
the New York/New Jersey metropolitan airspace, consistent with the
administration's plans. These initial efforts will support the planning
and design challenges in the New York/New Jersey region's airspace, the
most complex and densely traveled airspace in the world. The national
and regional redesign will take advantage of new technologies, such as
satellite navigation and aircraft capabilities, and new flight paths.
The Committee encourages the administration to ensure that the final
result of the redesign will deliver the greatest safety, efficiency and
environmental benefits to system operators, users and citizens near
airports, particularly those who are affected by air noise.
Leased telecommunication services/RCL. --In the report accompanying
last year's appropriation bill as well as in this report, the Committee
has 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. 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.
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
constrained air traffic services appropriations by disposing of a part
of its underutilized RCL network and taking staffing savings. The
Committee requests a report by March 1, 1999, from the FAA outlining a
plan to more fully utilize RCL or a plan to decommission it.
Given that FAA will apparently continue to underutilize the RCL and
prefers leased telecommunications links, the Committee is recommending a
reduction of $10,000,000 from the request for the systems maintenance
subactivity.
Digital mapping .--The Committee is aware that at St. Louis-Lambert
international air traffic control tower the video mapper used for the
final approach course was considered unusable by FAA standards thus
cutting capacity during certain weather conditions. It was replaced with
a digital mapper in order to keep capacity up and to meet standards to
run simultaneous approaches. Controllers at the facility seek expanded
use of the digital mapper. The Committee directs the FAA to work with
the controllers at the St. Louis tower to expand the use of the digital
mapping equipment consistent with all applicable safety standards.
FAA data bases .--Over time, FAA has invested substantial resources
in the development and maintenance of a large number of data bases. The
growth and proliferation of data bases is a consequence of a number of
factors including the wide scope of FAA's responsibilities, its
organizational structure, and the widely differing dynamics of various
components of the aviation industry. However, responsibility and/or
control over the data bases is not centralized; instead it is spread
among the various lines of business and other organizational elements
who are the prime users of the data collected. There is little
agencywide data integration. As such, FAA is becoming increasingly data
rich and information poor.
Accordingly, the Committee believes that the FAA should develop a
data management plan that leads to optimized data sharing among FAA
organizational elements; better control over the costs of data base
management; the capability to review and analyze data on a subject as
well as a functional basis; and enhanced capability of senior management
to resolve time critical questions and issues that may cut across agency
organizational elements. A report on the progress toward development of
the plan should be made to the Senate Appropriations Committee and the
House Appropriations Committee not later than 6 months from the date
this legislation is enacted into law.
Aviation regulation and certification
The Committee recommends an appropriation of $624,879,000.
Guidelines .--The Committee is concerned that FAA's proposed policy
guidelines regarding the authority of law enforcement officers to carry
weapons aboard aircraft may not adequately reflect the requirement that
U.S. Secret Service personnel be able to carry firearms aboard aircraft
in the most expeditious manner in the execution of their official
duties. The protective mission of the Secret Service is unique, time
sensitive, and critical to national security. The Committee believes it
is imperative that special agents and officers of the Secret Service be
included within any guidelines which provide the highest and most
efficient level of access afforded to armed law enforcement officers on
board aircraft. The FAA is directed to provide the Secret Service with
the most unrestricted access provided to any law enforcement personnel
in any issued regulations. The FAA shall keep this Committee informed as
language is being formulated in regard to this issue.
Aviation Security
The Committee recommends $111,429,000, an increase of $13,950,000
over fiscal year 1998.
Research and Acquisition
The Committee recommends $92,340,000, the same level appropriated in
fiscal year 1998.
Administration of Airports
The Committee recommends $47,891,000, the same level appropriated in
fiscal year 1998.
Commercial Space Transportation
The Committee recommends $6,168,000, the same level appropriated in
fiscal year 1998.
Administration
The Committee recommends $256,493,000, the same level appropriated in
fiscal year 1998.
Mentor-Protege Program. --The Committee supports the goals and
objectives of the mentor-protege program, which was established by the
FAA in 1997 in order to enhance the capabilities of socially and
economically disadvantaged businesses, women-owned small businesses and
other eligible entities, to compete for and successfully perform FAA
contracts. The Committee encourages FAA procurement officials to use the
program as a means of broadening the base of contractors who ultimately
could compete for FAA contracts. The Committee is concerned, however,
that despite the fact that three large companies have been approved to
serve as mentors, no subcontracts have been awarded, to date, to protege
firms because FAA procurement officials have opted not to use the
program. In that regard, the Committee directs FAA to provide a report
to the Senate and House Appropriations Committees within 6 months from
the date of passage of this legislation on the progress of the
Mentor-Protege Program and the impediments to its successful
implementation.
Reprogrammings .--The Committee is extremely concerned with the
inspector general's recent findings of major variances in amounts
proposed for reduction by budget line item to actual amounts
reprogrammed. The FAA should not make changes to congressionally
approved reprogramming notices, without congressional concurrence. To
increase oversight in this area, the Administrator is directed to
provide the House and Senate Committees on Appropriations, with line by
line accounts of all future reprogramming actions taken subsequent to
approval by Congress.
Staff Offices
The Committee recommends $73,193,000, the same level appropriated in
fiscal year 1998.
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 98. It was requested by the
administration for fiscal year 1999.
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
1999.
Contract tower program .--The Committee has included language for a
contract tower cost-sharing program.
Secretary's discretionary transfer funds .--The Committee has
included language that provides authority for the Secretary to transfer
up to $60,000,000 from Coast Guard operating expenses, for the purpose
of air traffic control operations and maintenance to enhance aviation
safety and security.
FACILITIES AND EQUIPMENT
(Airport and Airway Trust Fund)
Appropriations, 1998\1\ $1,900,477,000
Budget estimate, 1999 2,130,000,000
Committee recommendation 2,044,683,269
\1\Includes funds provided in the Fiscal Year 1998 Supplemental
Appropriations Act.
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 1997 CIP 1998 CIP 1983 NAS plan 1991 CIP 1993 CIP 1997 CIP 1998 CIP
Advanced automation system [AAS] 1990 1991 1991 (\1\) (\1\) 1994 2001 2004 (\1\) (\1\)
Air route surveillance radar [ARSR 4] 1998 1993 1994 1996 1996 1991 1996 1996 (\7\) 1999
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 2001 2002
Central weather processor [CWP] 1990 1991 1991 1991 1991 1991 1998 \8\1992 \8\1993 \8\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 1999 1999
Radio microwave link [RML] replacement and expansion 1985 1986 1986 1986 1986 1989 1994 1993 1993 1993
Terminal doppler weather radar [TDWR] (\9\) 1994 1994 1994 1994 (\9\) 1996 1996 (\10\) 2001
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 Automation Program [TAP].
\5\The Tower Automation Program [TAP] schedule is currently under review.
\6\The Tower Automation Program [TAP] has been terminated.
\7\ARSR 4 last-site implementation date had not been determined due to environmental issues at Ajo, AZ.
\8\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.
\9\The TDWR was not included in the 1983 NAS plan.
\10\TDWR last-site implementation indefinite due to site availability and land acquisition problems.
Source: FAA 1983 NAS plan; 1991 and 1993, 1995 CIP; 1997 and 1998 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. Recent delays are due to environmental issues at Ajo, AZ, which is the last site.
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. Recent delays are associated with the addition of ASOS systems per fiscal years 1997 98 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 and 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. Recent delays are associated with land procurement and environmental issues at the last five sites (Fort Lauderdale, San Juan, Las Vegas, Midway, and New York).
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 $2,044,683,269 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 1999 budget estimate Committee recommendation
Engineering, development, test, and evaluation:
En route programs:
Aviation weather services improvements $26,300,000 $26,300,000
Oceanic automation system 16,937,000 3,237,000
Next generation VHF air/ground communications system 500,000 4,706,000
Air traffic management [ATM] 47,800,000 64,300,000
Traffic flow management 3,287,000 3,287,000
En route automation program 118,000,000 113,000,000
Aeronautical data link [ADL] 16,500,000 23,000,000
---------------------------------- --------------------------
Subtotal, en route programs 229,324,000 237,830,000
================================== ==========================
Terminal programs:
Terminal Automation Program 74,700,000 74,700,000
Runway incursion reduction 3,168,000 9,168,000
Airport technology 7,383,000 5,000,000
---------------------------------- --------------------------
Subtotal, terminal programs 85,251,000 88,868,000
================================== ==========================
Landing and navigational aids programs:
Local area augmentation system [LAAS] 6,500,000 6,500,000
Wide area augmentation system [WAAS] for GPS 101,500,000 117,500,000
Navigation and surveillance 13,285,000 13,285,000
Loran-C upgrades 10,000,000
---------------------------------- --------------------------
Subtotal, landing and navigational aids programs 121,285,000 147,285,000
================================== ==========================
Research, test, and evaluation equipment and facilities:
Independent operational test and evaluation [IOT&E] sup 3,500,000 3,500,000
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
---------------------------------- --------------------------
Subtotal, research, test, and evaluation equipment and facilities 17,790,000 17,790,000
---------------------------------- --------------------------
Total, engineering, development, test, and evaluation 453,650,000 491,773,000
================================== ==========================
Air traffic control facilities and equipment:
En route programs:
Long Range Radar [LRR] Program--replace/establish 5,700,000 5,700,000
En Route Automation Program 196,400,000 196,400,000
Next generation weather radar [Nexrad]--provide 4,900,000 4,900,000
Air traffic operations management system [ATOMS] 1,000,000 1,000,000
Weather and radar processor [WARP] 20,000,000 22,200,000
Aeronautical data link [ADL] applications 600,000 600,000
ARTCC building improvements/plant improvements 63,931,563 63,931,563
Voice switching and control system [VSCS] 14,500,000 12,500,000
Air traffic management 47,600,000 47,600,000
Critical communications support 2,400,000 1,850,000
DOD base closure--facility transfer 1,000,000 1,000,000
Backup emergency communications [BUEC]--interim 8,500,000 8,500,000
Air/ground communication radio frequency interference [RFI] 1,600,000 1,600,000
ATC beacon interrogator [ATCBI] replace 14,800,000 14,800,000
Air traffic control en route radar facilities 5,300,000 5,300,000
En route communications and control facilities improvement 3,126,731 2,000,000
Volcano monitor 2,000,000
---------------------------------- --------------------------
Subtotal, en route programs 391,358,294 391,881,563
================================== ==========================
Terminal programs:
Terminal doppler weather radar [TDWR]--provide 4,300,000 1,800,000
Terminal Automation Program 135,300,000 135,300,000
Airport surface detection equipment [ASDE] 5,600,000 5,600,000
Airport movement area safety system [AMASS] 7,000,000 9,800,000
Terminal air traffic control facilities--replace 82,300,000 82,300,000
Air traffic control tower [ATCT]/TRACON facilites--improve 22,722,280 22,722,280
Terminal voice switch replacement [TVSR] 11,500,000 10,300,000
Employee safety/OSHA and environmental compliance standards 22,000,000 22,000,000
Chicago TRACON 500,000 500,000
New Austin Airport at Bergstrom 2,500,000 2,500,000
Potomac TRACON 11,900,000
Northern California TRACON 27,600,000 17,900,000
Atlanta TRACON 18,200,000 12,200,000
Emergency transceivers--replacement 1,000,000
Airport surveillance radar [ASR 9] 6,300,000 6,300,000
Voice Recorder Replacement Program [VRRP] 3,000,000 3,000,000
NAS infrastructure management systems [NIMS] 22,000,000 22,000,000
Terminal facilities integration 5,600,000
Terminal digital radar [ASR 11] 76,100,000 76,100,000
ASR--weather system processor [WSP] 16,100,000 11,900,000
DOD/FAA facilities transfer 3,600,000 1,000,000
Precision runway monitors 3,300,000 3,300,000
Terminal radar [ASR]--improve 2,773,431 2,773,431
Terminal communications improvements 1,119,807 1,119,807
---------------------------------- --------------------------
Subtotal, terminal programs 492,315,518 450,415,518
================================== ==========================
Flight service programs:
Flight service station [FSS] automation 2,000,000 1,000,000
Automated surface observing system [ASOS] 9,900,000 20,977,000
FSAS operational and supportability implementation system [OASIS] 25,500,000 16,000,000
Flight service facilities improvement 1,364,400 1,364,400
---------------------------------- --------------------------
Subtotal, flight services 38,764,400 39,341,400
================================== ==========================
Landing and Navigational Aids Program:
VOR/DME/TACAN network plan 1,000,000 1,000,000
Instrument landing system [ILS]--establish/upgrade 8,000,000 18,000,000
ILS replace Mark 1A, 1B, and 1C 2,100,000 2,100,000
Tactical landing system 3,000,000
Low level windshear alert system [LLWAS]--upgrade to phase I 3,000,000 3,000,000
Approach Lighting System Improvement Program [ALSIP] 1,000,000 2,500,000
Runway visual range [RVR] 2,000,000 2,000,000
Gulf of Mexico Offshore Program 2,400,000 2,400,000
Distance measuring equipment [DME]--sustain 1,200,000 1,200,000
Wide area augmentation system for GPS 16,000,000
Nondirectional beacon [NDB]--sustain 1,000,000 1,000,000
Visual NAVAIDS--establish/expand 400,000 400,000
Navigational and landing aids--improve 2,761,788 8,761,788
---------------------------------- --------------------------
Subtotal, landing and navigational aids 40,861,788 45,361,788
================================== ==========================
Other ATC facilities programs:
Alaskan NAS interfacility communications system [ANICS] 3,500,000 6,000,000
Fuel storage tank replacement and monitoring 10,600,000 10,600,000
FAA buildings and equipment--improve/modernize 8,000,000 4,000,000
Electrical power systems--sustain/support 20,400,000 15,000,000
Air navigational aids and air traffic control facilities (local projects) 2,000,000 2,000,000
Computer-aided engineering graphics [CAEG] replacement 1,000,000 1,000,000
Aircraft and Related Equipment Program 5,000,000 2,000,000
---------------------------------- --------------------------
Subtotal, other ATC facility programs 50,500,000 40,600,000
---------------------------------- --------------------------
Total, air traffic control facilities and equipment 1,013,800,000 967,600,269
================================== ==========================
Nonair traffic control facilities and equipment:
Support equipment:
NAS Management Automation Program [NASMAP] 800,000 800,000
Hazardous materials management 17,000,000 17,000,000
Aviation safety analysis system [ASAS] 11,600,000 11,600,000
Operational data management system [ODMS] 1,200,000 1,000,000
Logistics support systems and facilities 2,300,000 2,300,000
Test equipment--maintenance support for replacement 500,000 500,000
Integrated flight quality assurance 3,000,000 3,000,000
Safety performance analysis system [SPAS] 3,500,000 3,500,000
Performance enhancement system [PENS] 9,700,000 9,700,000
National Aviation Safety Data Analysis Center [NASDAC] 1,800,000 1,800,000
FAA employee housing--provide 8,000,000 8,000,000
Facility security risk management 1,000,000 1,000,000
Information security--NAS information coordination 2,000,000 2,000,000
Explosive detection systems 100,000,000
---------------------------------- --------------------------
Subtotal, support equipment 162,400,000 62,200,000
================================== ==========================
Training, equipment, and facilities:
Distance learning 2,100,000
National airspace system [NAS] training facilities 400,000 400,000
Aeronautical Center training and support facilities 12,000,000 12,000,000
---------------------------------- --------------------------
Subtotal, training, equipment, and facilities 14,500,000 12,400,000
---------------------------------- --------------------------
Total, nonair traffic control facilities and equipment 176,900,000 74,600,000
================================== ==========================
Mission support:
System support and services:
System engineering and development support 29,800,000 28,960,000
Program support leases 31,100,000 27,500,000
NAS modernization integration 8,000,000 8,000,000
Logistics support services 5,600,000 5,600,000
Mike Monroney Aeronautical Center--lease 14,800,000 14,800,000
In-plant national airspace system [NAS] contract support services 2,000,000 2,000,000
Transition engineering support 41,800,000 41,800,000
Frequency and spectrum engineering--provide 2,700,000 1,500,000
Permanent change of station [PCS] 3,500,000 2,500,000
FAA system architecture 4,500,000 2,000,000
Technical services support contract [TSSC] 51,000,000 47,550,000
Resource Tracking Program [RTP] 1,000,000 500,000
Center for Advanced Aviation System Development 57,000,000 57,000,000
Year 2000 date change program 36,000,000 36,000,000
---------------------------------- --------------------------
Total, mission support 280,800,000 275,710,000
================================== ==========================
Personnel and related expenses 235,210,000 235,000,000
---------------------------------- --------------------------
Total, all activities 2,130,000,000 2,044,683,269
engineering, development, test, and evaluation
The Committee recommends $369,973,000 for various engineering,
development, test, and evaluation activities.
En route programs
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].
Aviation weather service improvements .--The Committee has included
$26,300,000 as requested by the administration.
Oceanic automation system .--The FAA has already canceled phase two
of the project and FAA actions to reprogram fiscal year 1998 funds and
to reduce the fiscal year 1999 budget raise questions as to the priority
of this initiative. Moreover, many FAA officials involved with this
project have argued for a revision of the project's scope. The Committee
recommends a reduction for this project and notes that project officials
report that fiscal year 1998 funds remain to complete the data link
segment of phase one and to fund initial system maintenance.
Air traffic management [ATM] .--The Committee recommends an increase
in this activity in order to support higher priority items in ATM
activities identified by the administration.
The Committee recommendation includes funding to support the revised
approach to accelerate the testing and deployment of the traffic
management advisor single center and the passive final approach spacing
tool. These tools will provide controllers with increased capability to
make efficient decisions regarding the sequencing and runway assignments
of terminal arrival aircraft and en route arrival aircraft.
The Committee is aware of the administration's plan to expedite early
deployment of free flight phase I technologies by December 2002 at the
sites identified by the Free Flight Select Committee. The Committee
believes that one of the most important free flight phase I core
capability programs is the center/TRACON automation system, which
consists of traffic management advisor single center and passive final
approach spacing tool [passive FAST]. The Committee supports the
completion of the FAA's existing feasibility study that will determine
if passive FAST can be implemented at the New York TRACON without
multicenter TMA.
The Committee directs that if the feasibility study shows that
passive FAST can be implemented in the New York TRACON, the FAA should
do so as soon as possible. If the FAA implements passive FAST at the New
York TRACON, the Committee believes that the FAA should focus its
priority for site adaptation of passive FAST on the airport with the
highest levels of congestion as measured by air traffic control delays
per 1,000 operations. The Committee directs the Administrator to
provide, within 60 days, a report detailing the timeline and funding
profile for implementation of passive FAST, if feasible, at the major
commercial airports served by the New York TRACON.
En route automation program .--In addition to the recommended
funding level, the Committee provided reprogramming approval for the
host hardware and software suite replacement and the FAA has scaled back
the conflict probe effort from implementation at 20 centers to 5
centers.
In addition, the conflict probe has unobligated balances in excess of
$5,000,000 in this account. The Committee has reduced the requested
levels accordingly.
Aeronautical data link [ADL] .--The Committee recommendation has
been increased by $6,500,000 in this activity to support higher items
identified by the FAA.
Terminal programs
Terminal automation program. --The Committee has provided the
requested $74,700,000 for the terminal automation program, also known as
standard terminal automation replacement system [STARS]. The contract
was awarded in September 1996. Fiscal year 1999 funds will be used to
continue 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.
For a variety of reasons, the FAA is behind schedule in developing
the full service software for the initial STARS configuration and the
development of STARS software entails several risks that are likely to
cause further delays. In addition, the computer-human interface issues
that have emerged in the last 9 months are likely to necessitate further
software requirements growth. Current estimates anticipate a 6- to
9-month delay in the program and cost growth in excess of $200,000,000.
The FAA and the contractor have acknowledged the risk that the
software development schedule may slip by several months and they
currently have risk mitigation efforts underway. The Committee
recommendation includes the entire request for the STARS Program, but
the Committee is increasingly concerned about program slippages, cost
growth, and the severity of the computer-human interface problems. The
Committee is increasingly concerned that procurements like STARS, WAAS,
and the deepwater capability replacement program are beyond the
capability of the Department to manage given the complexity of the
systems and the critical nature of the external factors that influence
program development. The Committee would urge the Department to approach
modernization efforts in a more incremental manner, rather than
attempting--with an exceptionally high probability of failure--to
revolutionize entire functions or capabilities with a single
procurement.
Runway incursion reduction .--The Committee recommends an increase
of $6,000,000 in this program for the inclusion of a surface movement
adviser demonstration initiative. The demonstration would test a
collection of tools that provide terminal data to participating airlines
and permit the exchange of data that support the efficient movement of
aircraft on the airport surface.
Airport technology .--The Committee recommends $5,000,000 for this
account, the same amount as appropriated in fiscal year 1998.
Landing and navigational aids programs
Local area augmentation system [LAAS] for GPS .--The Committee has
included $6,500,000 as requested by the administration.
Wide area augmentation system [WAAS] .--The Committee reiterates the
concern expressed in the fiscal year 1998 appropriations legislation
concerning the wide area augmentation system. Accuracy, integrity,
availability, continuity, and service volume are the major performance
goals for the system. Accuracy is defined as the degree to which an
aircraft's position as calculated using the system conforms to its true
position. Integrity is the system's ability to provide timely warnings
when its signals are providing erroneous information and, accordingly,
should not be relied upon for navigation. Availability is the
probability that, at any given time, the system will meet FAA's accuracy
and integrity requirements for a specified phase of flight. Continuity
is the probability that the system's signal will meet accuracy and
integrity requirements continuously for a specified period. Service
volume is the area of coverage for which the system's signal will meet
availability requirements.
On May 13, 1998, the Department of Transportation Inspector General
reported:
``* * * The WAAS program has technical and program
uncertainties. Uncertainties relating to interference of the
WAAS signal from unintentional and intentional jamming,
communications satellites, and ionospheric variations must be
resolved. Because of these uncertainties, FAA is now
reconsidering the need for a backup system to WAAS. In our
opinion, some type of backup system for WAAS will be needed
for the foreseeable future. In addition, the national airspace
system modernization task force is discussing alternatives
regarding the future phases of WAAS. In our opinion,
determination of the intended ultimate use of WAAS (whether it
will be a primary or a sole means of navigation) is the most
critical issue impacting the WAAS program.
``The ultimate decision on whether WAAS will be
used as a sole or primary means of navigation will impact FAA
and the aviation industry. For example, FAA currently plans to
begin decommissioning its existing navigation aids in 2005 and
transition to WAAS as a sole means of navigation. If WAAS is
not a sole means of navigation, FAA will incur additional
expenditures, not currently planned, to acquire, upgrade,
modernize, and maintain existing navigation aids. FAA's
decision will also impact the aviation industry plans
regarding avionics equipage. Furthermore, in our opinion, this
schedule is very optimistic given all the uncertainties in the
WAAS Program.''
Because of the uncertainties of the WAAS Program, the rethinking on
the need for a backup system, the escalating cost estimates of the
program, the number (and difficulty) of critical unresolved issues and
lack of clarity in program scope and definition, the seemingly
questionable and uncoordinated exercise of contract line items earlier
this year for phases 2 and 3 software development and systems
engineering tasks, and a range of other issues that of and by themselves
would cause the Committee serious concern, combined with the FAA's prior
and current history of difficulty in managing large, complex
procurements, the Committee has conditioned the release of all WAAS
funding. The entire WAAS facilities and equipment request has been
provided for WAAS for engineering, development, test, and evaluation,
and the Secretary is directed, with the Administrator of the FAA, not to
commit any funding to this program until certifying to the House and
Senate Committees on Appropriations that the following issues have been
addressed in the affirmative:
--(1) WAAS is a sole means of navigation;
--(2) The signal continuity issues have been solved without
additional facilities or funding; and
--(3) The cost benefit ratio of this program exceeds that of other
landing and navigational aids programs utilizing the current
$3,049,000,000 January 9, 1998, FAA estimate or any other FAA estimate
in excess of that amount for the WAAS program.
Loran-C .--The Committee continues to support steps to ensure that
loran will be available to meet ongoing user navigation safety and
efficiency requirements. Loran provides important multimodal navigation
capabilities, well-proved, cost-effective, and significant safety and
efficiency benefits. The Committee continues to be convinced that
support of the loran infrastructure is prudent to meet continuing
requirements for the technology, particularly in light of the
difficultly the FAA is experiencing with WAAS. Clearly, a GPS/loran
alternative to WAAS may have significant cost and operational advantages
in both the short and longer term and failure to maintain the investment
in loran infrastructure at this time would be irresponsible.
Research, test, and evaluation equipment and facilities
Research, test, and evaluation equipment and facilities .--The
Committee recommends $17,790,000, the same amount requested by the
administration.
AIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT
En route programs
Weather and radar processor [WARP] .--The Committee recommendation
includes $2,200,000 for the program to support URET CCLD. The increase
will allow the establishment of the connection between the National
Weather Service rapid weather update cycles and the WARP system,
providing critical winds aloft information for URET CCLD.
Air route traffic control center [ARTCC] building improvement/plant
improvements .--FAA is requesting $63,931,563 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.
Critical communications support .--The Committee recommends a
reduction of $550,000 to fund higher priority items in the air traffic
management activity.
Backup emergency communications [BUEC]. --The Committee recommends
$8,500,000 for this activity. The Committee notes that large unobligated
balances have tended to grow in this program and the recommended level
is sufficient to maintain the current pace of backup emergency
communications equipment replacement.
En route communications and control facilities improvement. --The
Committee recommends $2,000,000 for this activity, an increase of
$1,081,700 over fiscal year 1998 appropriated levels.
Volcano monitor .--The Committee has included an additional
$2,000,000 for the Alaska Volcano Observatory for equipment and data
transmission facilities to monitor 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] .--Due to uncertainty over the
plans for TDWR systems at two locations due to land acquisition
problems, $2,500,000 of the request is unnecessary at the current time.
Terminal automation program .--The administration is requesting
$135,300,000 to procure 25 STARS systems and 12 support systems and
necessary actions to allow STARS installation at the TRACON's. The
Committee has provided the full requested amounts.
Airport movement area safety system [AMASS] .--The Committee
recommends an increase in this activity of $2,800,000.
Terminal air traffic control facilities .--The Committee has
provided $82,300,000 of new appropriated funds for this activity and
notes that $7,800,000 of fiscal year 1998 appropriated funds have been
proposed for reprogramming by the Federal Aviation Administration. The
recommended level includes funding to keep the construction of the new
tower at Seattle-Tacoma International Airport on schedule. Further, of
the funds available for this activity, the Committee directs $1,900,000
for the completion of the Lambert-St. Louis air traffic control tower;
$1,000,000 for the Pangborn Memorial Airport air traffic control tower;
$2,000,000 for the construction of an air traffic control tower at Paine
Field; $1,000,000 for a replacement tower at Logan International
Airport; $100,000 to complete the engineering work for the new air
traffic control tower at Port Columbus International Airport; $1,300,000
for the Lawton air traffic control tower; and $2,000,000 for the North
Las Vegas air traffic control tower.
Martin State Airport .--The Committee is concerned that, despite the
clear direction contained in the Senate report that accompanied the
fiscal year 1998 Transportation appropriations bill, the FAA has failed
to program funding to replace the air traffic control tower at Martin
State Airport in Maryland. The Committee expects the FAA to initiate
replacement of the tower immediately and to report back by February 1,
1999, on the status and construction schedule for the project.
Airport traffic control tower [ATCT]/TRACON facilities .--The
administration is requesting $22,722,280 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. The Committee recommends the requested level
for fiscal year 1999.
Terminal voice switch replacement [TVSR] .--The Committee recommends
a reduction of $1,200,000 in the request due to the delay in completion
of the acceptance testing of the redesigned switch. Accordingly, FAA is
requesting funds for more switches that it can field during the fiscal
year.
Potomac TRACON .--The administration is requesting $11,900,000 for
the Potomac TRACON. The Committee appropriation for fiscal year 1998 is
sufficient for proposed program initiatives for the Potomac TRACON.
Northern California TRACON/Atlanta TRACON .--The Committee
recommends a reduction in these two projects consistent with funding the
completion of both projects over 2 fiscal years. Accordingly, the fiscal
year 1999 fiscal year funding requirement is reduced and the resulting
fiscal year 2000 funding requirement will be increased to the fiscal
year 1999 appropriated levels.
Emergency transceivers--replacement .--The Committee recommends no
funding for this activity for fiscal year 1999.
Airport surveillance radar [ASR 9] .--The Committee is concerned
about reports that the FAA did not include Washington County Regional
Airport in Hagerstown, MD, among airports to initially receive service
from the ASR 9 system currently being installed near Martinsburg, WV.
The Committee directs the FAA to ensure that the system has the capacity
and/or interface abilities to provide expanded radar coverage for
aircraft operations to and from the Washington County Regional Airport.
Terminal facilities integration .--The Committee recommends this
activity be funded out of the terminal facilities modernization program
or the specific major system acquisition program.
Terminal digital radar (ASR 11) .--The Committee is aware that the
slippage in the STARS Program schedule has a waterfall effect on several
other major system acquisition programs. Accordingly, the resulting
6-month delay in the ASR 11 survey and design schedule at 16 sites
provides a funding cushion in the fiscal year 1999 request. The
Committee directs the FAA to use the additional funding flexibility in
this program to initiate survey and design work for new radars to serve
Anchorage International Airport in Anchorage, AK; central Oregon
(Deschutes and Jefferson Counties); the mountainous region between
Butte, Helena, and Bozeman, MT; and Provo and Salt Lake City
International Airport in Salt Lake City, UT.
ASR weather system processor [WSP] .--The Committee has reduced the
request by $4,200,000 because the FAA will not be able to deploy the
fifth limited production system prior to December 2000.
DOD/FAA facilities transfer .--The Committee recommends a reduction
in the funding for this activity. The functions of the DOD facilities
will not necessarily transfer within fiscal year 1999. Currently, the
transition of the functions is anticipated within 18 months of the April
1, 1999, scheduled date. FAA anticipates assuming the functions at an
existing FAA facility. The funds provided are sufficient for the
transfer.
Flight service programs
Flight service station [FSS] automation .--The Committee recommends
a reduction in this activity of $1,000,000. The reduced level is
sufficient to remedy the power fluctuation problems contained in the
request.
Automated surface observing system [ASOS] .--The administration
requested $9,900,000 for ASOS. The Committee has provided $20,977,000.
The Committee intends that the requested $9,900,000 will be used to
continue commissioning systems procured through fiscal year 1998 and for
related program management costs. The Committee continues to be
concerned that the FAA has not adequately funded the program for several
years. Adequate 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; $9,577,000 of the additional funding shall be
used to procure additional ASOS systems toward the identified
requirement.
The Committee is aware of an advanced technology program, the
precision airport location system [PALS], that promises to provide
accurate, timely, and representative automated airport surface weather
observations of visibility and sky condition to pilots, air traffic
control, and other aviation weather users. The Committee recommendation
includes $1,500,000 for the acceleration of the independent operational
test and evaluation and first article testing of this technology and
urges the FAA to evaluate this technology as a complement to the ASOS
infrastructure.
FSAS operational and supportability implementation system [OASIS]
.--The Committee has reduced the request by $9,500,000 because system
deployment will fall 18 systems less than planned in fiscal year 1999.
This program should be reviewed and the FAA should address the human
factor concerns raised by the air traffic controllers prior to
deployment.
Landing and navigational aids programs
Atlanta Hartsfield International Airport .--The Committee urges the
FAA to proceed quickly to provide and install the necessary equipment to
upgrade and equip the new commuter runway and the new airport air
traffic control tower. The appropriated levels in this account provide
sufficient resources for necessary equipment and installation at Atlanta
Hartsfield International Airport.
Wide area augmentation system [WAAS] .--The Committee recommends a
reduction in this account consistent with the treatment of this program
elsewhere in this account.
Instrument landing system [ILS] .--The Committee, consistent with
the continued concern about the viability and cost effectiveness of the
WAAS system, recommends an increase in the ILS procurement and
installation program of $10,000,000. Priority consideration should be
given to Burlington-Alamance Regional Airport and Stanly County Airport
in North Carolina, North Las Vegas Airport and McCarran Airport in
Nevada, Fresno Yosemite International Airport in California, Stennis
International Airport in Mississippi, complete the installation of an
ILS at Bessemer Airport in Alabama, install a glideslope indicator at
Clovis Airport in New Mexico, Olive Branch Airport in Mississippi, and
Hays Municipal Airport in Kansas.
Tactical landing system .--The Committee recommended $3,000,000 for
the establishment of tactical landing system test programs at Boeing
Field in Seattle, WA, Pullman/Moscow, ID, Friedman Memorial Airport, ID,
and at Logan/Cache County and Heber Airports in Utah.
Approach Lighting System Improvement Program [ALSIP] .--The
Committee recommends an increase of $1,500,000 for the initiation of a
MALSR system at Juneau International Airport. This project will
complement the substantial strides and efforts that have been made to
reduce the flight restrictions due to weather and visibility at this
airport.
Visual navigation aids. --The Committee is aware of a plan to
install two localizer directional aids and a precision runway monitor
for Newark International Airport that will enable the FAA to conduct
simultaneous parallel approaches in visual meteoric conditions and
marginal visual meteoric conditions. This equipment will help to reduce
the numerous severe delays and enhance safety at the airport. The
Committee directs the Administrator to begin preliminary work for the
installation of this equipment. To this end, the Committee has provided
$2,000,000 for modeling simulation, risk assessment, site survey and
other environmental work associated with this installation.
Navigational and landing aids .--The recommended level has been
increased by $2,000,000 to reflect changing programmatic priorities of
the Federal Aviation Administration. The additional increase in the
funding level over the request is for development work on a low cost
next generation precision gyroscope utilizing silicon manufacturing
technologies. In this development effort, the Committee directs the FAA
to work with the University of Alabama to build on the substantial work
that has already been done in this area to facilitate the expedited
development of a lower cost gyroscope for application in navigation
systems.
Other ATC facilities programs
Alaskan NAS interfacility communications system [ANICS] .--The
Committee recommendation is sufficient to substantially complete this
activity.
FAA buildings and equipment--improve/modernize .--The Committee
recommends a reduction in this activity to increase the appropriation
for higher-priority activities.
Electrical power systems--sustain/support .--The Committee
recommends $15,000,000 for this activity, and the Committee notes that
there is currently unobligated balances for this activity of which a
portion was proposed for reprogramming in fiscal year 1998.
Aircraft and related equipment program .--The Committee recommends
$2,000,000 for this activity, the same level appropriated in fiscal year
1998.
Nonair traffic control facilities and equipment
Operational data management system [ODMS] .--The Committee
recommends $1,000,000 for this activity, the same level appropriated in
fiscal year 1998.
Explosive detection system .--The Committee recommends no funding
for this activity in the ``Facilities and equipment'' account.
Sufficient levels have been provided in the ``Airport Improvement
Program'' account to accommodate the airports' demand for explosive
detection equipment. The Committee continues to be concerned by the slow
pace of installation of the equipment that has already been procured and
the low utilization rates of the equipment that has been installed. The
Committee encourages the FAA to work with interested airports to promote
the integration of equipment provided by prior appropriations for
explosive detection equipment into current airport and carrier
operations and to facilitate airports' use of Airport Improvement
Program funding for acquisition of explosive detection systems.
Training, equipment, and facilities
Distance learning .--The Committee recommends no appropriation for
this activity.
Mission support
System engineering and development support .--The Committee
recommends $28,960,000 for this activity, the level appropriated in
fiscal year 1998.
Program support leases .--The Committee recommends $27,500,000 for
this activity, the level appropriated in fiscal year 1998.
NAS modernization integration .--The Committee includes $8,000,000
for training, procedures, testing, airspace analysis, and other
activities to facilitate the modernization of the NAS consistent with
the recommendations of the NAS modernization task force recommendations.
Frequency and spectrum engineering--provide .--The Committee
recommends $1,500,000 for this activity, the level appropriated in
fiscal year 1998.
Permanent change of station [PCS] .--The Committee recommends
$2,500,000 for this activity. The Committee is confident that the agency
can manage the demands of this activity within that appropriation.
FAA system architecture .--The Committee recommends $2,000,000 for
this activity. There are unobligated balances that the agency can draw
upon for this activity, and the Committee notes that this activity has
been offered as a source for reprogramming activities.
Technical services support contract .--The Committee recommends
$47,550,000 for this activity consistent with the agency's desire to
support higher priority activities.
Year 2000 date change program .--The Committee recommends no
appropriation for this activity pursuant to previous reprogramming
action and supplemental action to accelerate the agency's activities to
correct year 2000 deficiencies. The Committee expects that the FAA
Administrator will promptly notify the Committee of additional
identified requirements to resolve the year 2000 problems.
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 July 1997.
Andrews AFB December 1994 August 1996
Newark December 1994 October 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 April 1998.
Wichita June 1995 September 1995.
Indianapolis July 1995 October 1996.
Cincinnati July 1996 June 1997.
Philadelphia July 1996 October 1997.
Phoenix March 1997 March 1997.
Milwaukee March 1997 November 1997.
Chicago Midway To be determined To be determined.
Cleveland July 1996 October 1996.
Columbus December 1996 May 1997.
San Juan To be determined To be determined.
West Palm Beach February 1996 May 1997.
Nashville April 1997 February 1998.
Louisville June 1997 April 1998.
Washington Dulles November 1996 March 1998.
Charlotte September 1995 December 1995.
Salt Lake City March 1997 April 1998.
Fort Lauderdale To be determined To be determined.
Baltimore November 1996 May 1997.
Raleigh/Durham April 1997 January 1998.
Minneapolis March 1997 May 1997.
Oklahoma City March 1997 April 1997.
Tulsa May 1997 April 1998.
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\
FAA Technical Center\2\
Pittsburgh, PA December 1989 June 1996.
San Francisco November 1991 October 1995.
Dallas/Fort Worth\3\ February 1992 March 1995.
Philadelphia February 1992 March 1996.
Los Angeles\3\ August 1992 April 1995.
Detroit August 1992 December 1994.
Cleveland August 1992 December 1994.
Boston August 1992 March 1995.
Portland August 1992 December 1994.
Atlanta September 1992 January 1995.
Seattle September 1992 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\ December 1993 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\ February 1995 August 1995.
Memphis June 1995 December 1997.
Chicago June 1995 April 1996.
Houston\3\ August 1996 July 1997.
Charlotte June 1999 November 1999.
Louisville\4\ March 1999 November 1999.
Reagan Washington National February 1996 April 1997.
Cincinnati October 1995 September 1996.
Dulles May 1997 February 1998.
San Diego November 1995 November 1996.
Dallas-Fort Worth\3\\4\ November 1996 November 1997.
Andrews AFB January 1999 November 1999.
Salt Lake City\4\ February 1998 February 1999.
Las Vegas\4\ June 1998 June 1999.
New York-LaGuardia October 1998 October 1999.
Newark April 1997 April 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.
TERMINAL AIR TRAFFIC CONTROL FACILITIES
Funding for terminal air traffic control facilities started in previous
years:
Merrill, AK Fort Smith, AR St. Louis (TRACON), MO St. Paul, MN
Syracuse, NY Portland, OR Houston (HOU), TX Salt Lake City (ATCT), UT
Salt Lake City (TRACON), UT Chicago (O'Hare), IL Chicago (Midway), IL
Palwaukee, IL Pontiac, MI Albany, NY Windsor Locks, CT Klamath Falls, OR
Birmingham, AL Little Rock, AR North Las Vegas, NV Topeka, KS Dallas
(Addison), TX Bedford, MA
Phase III for terminal air traffic control facilities started in fiscal
year 1997 and before:
Newark, NJ Seattle, WA LaGuardia, NY Grand Canyon, AZ
Phase II funding for terminal air traffic control facilities started in
fiscal year 1998 and before:
Boston, MA Oakland, CA Roanoke, VA Newport News, VA Port Columbus, OH
Islip, NY Seattle, WA Everett, WA Fort Lauderdale, FL Manchester, NH
Phase I funding for terminal air traffic control facilities to be
started in fiscal year 1999:
Reno, NV Asheville, NC Tulsa (Riverside), OK
Personnel and related expenses
Personnel and related expenses .--The Committee recommends
$220,000,000 for this expense, the same level appropriated in fiscal
year 1998. The reduction from the request can be accommodated by
reduction in travel expenses.
ADVANCE APPROPRIATIONS
The Committee has not included the advance appropriations for fiscal
years 2000 through 2006 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, 1998 $199,183,000
Budget estimate, 1999 290,000,000
Committee recommendation 173,627,000
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 $173,627,000 for research, engineering, and
development. The Committee suggests the following allocation:
Fiscal year 1999 budget estimate Committee recommendation
System development and infrastructure: $2,148,000 $1,164,000
---------------------------------- --------------------------
Subtotal 16,768,000 15,784,000
================================== ==========================
Capacity and air traffic management technology: 4,044,000 7,000,000
---------------------------------- --------------------------
Subtotal 107,011,000 11,902,000
================================== ==========================
Weather 12,284,000 19,284,000
Aircraft safety technology: 4,750,000 4,750,000
---------------------------------- --------------------------
Subtotal 34,886,000 46,114,000
================================== ==========================
System security technology: 39,545,000 42,200,000
---------------------------------- --------------------------
Subtotal 54,872,000 53,423,000
================================== ==========================
Human factors and aviation medicine: 9,903,000 9,903,000
---------------------------------- --------------------------
Subtotal 22,229,000 22,229,000
================================== ==========================
Environment and energy 3,391,000 2,891,000
Innovative/cooperative research 2,330,000 2,000,000
================================== ==========================
Total 290,000,000 173,627,000
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.
System planning and resource management .--The Committee recommends
$1,164,000, the same level appropriated in fiscal year 1998.
FAA technical laboratory facility .--The administration's request
was $9,730,000 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.
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.
System capacity, planning, and improvement .--The Committee
recommends a reduction from the original request to $3,000,000 and
includes an additional $4,000,000 for flight 2000 planning and scoping
activities. A primary stated goal of the research is to develop an
overall strategy to enhance capacity. The Committee encourages the FAA
to focus on that goal and to narrow the budget justification's scope of
initiatives advertised under this activity. The recommended funding is
adequate for these tasks.
Cockpit technology .--The Committee recommends $1,000,000 for this
initiative. This funding is adequate for the principal focus to design
and implement change 7 to TCAS II.
Flight 2000 .--The Committee has included $4,000,000 in system
capacity, planning, and improvement, to allow the FAA to complete the
initial program planning activities into flight 2000 concepts. The
Committee notes that the request for fiscal year 1999 differs from the
fiscal year 1998 request primarily in the ambitiousness of the program
and in the discussion of WAAS. While the Committee continues to believe
that GPS based navigational and landing systems have substantial promise
for the aviation community, the Committee is concerned about the FAA's
desire to initiate research into this area with a request that would
increase the RE&D program by 45 percent. Given the budgetary constraints
faced by the Committee, the uncertainties of whether WAAS can ever be
cost effective, the prior difficulty that FAA has had with overly
ambitious initiatives into modernization or new technologies (MLS, AAS,
and WAAS), the Committee directs the FAA to focus on accomplishing the
tasks that must be completed prior to the start of a more robust flight
2000 effort--namely, definition and validation of a flight 2000
operational concept and evaluation, development of a flight 2000
integrated program plan, and further development of a plan to implement
flight 2000 capabilities in Alaska, Hawaii, and Oakland Air Route
Traffic Control Center [ARTCC] oceanic and domestic airspace. The
recommended level in system capacity, planning, and improvement is
sufficient for those initiatives.
Operations concept validation .--The Committee does not recommend
any funding for this effort at this time. The operations concept
validation is contingent upon the transition to a free flight
environment. Although the Committee endorsed, in concept, such a
transition, it is premature to establish a transition plan to an
environment that has yet to be adequately defined by the FAA or endorsed
by the Congress. The Committee would welcome the reconsideration of this
initiative once greater clarity and definition is available on the free
flight concept.
Software engineering R&D .--The Committee recommends $1,000,000 for
this initiative to assess the prior work of the Office of Information
Technology and to identify processes and guidelines to help the FAA
address the shortcomings noted in software dependent procurements. The
Committee encourages the FAA to conduct an indepth analysis of the
processes within the FAA which are affected by COTS/NDI technologies,
identify new methods to test and validate safety-critical systems that
are not dependent on source code analysis, investigate ways to reduce
cost and time to establish high confidence in a system. Establishment of
a center is an activity better considered in the context of the fiscal
year 2000 appropriations bill.
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 $19,284,000 for the weather program, a
$7,000,000 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.
Project Socrates. --The Committee has added $3,000,000 to this
program 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.
Juneau, AK .--The Committee has included $4,000,000 for the Juneau
turbulence and windshear project. The funding is sufficient to continue
the research and to permit the FAA to purchase the wind profilers and
anemometers at the airport. The preliminary results of the research
indicate that this may be a technology and approach that is transferable
to other similarly situated airports with critical approach patterns and
severe wind conditions. The Committee urges the FAA to integrate this
project into current operational procedures as soon as the research data
warrants and the operational benefits can be realized.
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 $21,540,000 for FAA's
research in the aging aircraft area, $6,846,000 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 conducts 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 $3,000,000 for direct support of the AANC's work. Further, the
Committee directs the FAA to explore the options of building a new
hanger for AANC or modifying the existing hanger at Albuquerque airport.
The FAA should report back to the Committee on the results of this
exploration by January 15, 1999. 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 $4,440,000 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
$42,200,000 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 consistent with the
administration's request adjusted for the resources reprogrammed prior
to the beginning of this fiscal year.
Of the funds provided, the Committee directs $4,000,000 to the pulsed
fast neutron analysis cargo inspection system [CIS] for an operational
field demonstration by the Federal Aviation Administration at an
airport; $6,000,000 for the continuation of the research into the pulsed
fast neutron transmission spectroscopy [PFNTS]; $1,000,000 to accelerate
research and development of explosives and chemical or biological agents
currently being conducted by the Insititute of Biological Detection
Systems; and $1,000,000 for exploration of x-ray scanning technology
which incorporates combined automatic organic detection and software
based threat image projection testing capabilities.
The Committee believes that FAA's R,E&D efforts to identify and
develop alternative technologies continue to be very important. The
funds provided are sufficient to continue research and development
efforts in this area and to explore the most promising new technologies.
Airport security technology integration .--The Committee recommends
$3,941,000 for this activity, an increase of $1,456,000 over the fiscal
year 1998 appropriation.
Aircraft hardening .--The Committee recommends $2,000,000 for this
activity, the level appropriated in fiscal year 1998.
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. The
Committee recommends full funding of the request.
Aeromedical research. --The Committee directs the FAA to report on
the utility of a multiperson hyperbaric chamber and attendant supporting
research and evaluation equipment to the goals of the aeromedical
research program.
ENVIRONMENT AND ENERGY
Objectives: To protect the environment, conserve energy, and keep the
U.S. air transportation industry strong and competitive. The Committee
recommends $2,891,000, the level appropriated in fiscal year 1998.
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. The Committee
recommends $2,000,000, the level appropriated in fiscal year 1998.
GRANTS-IN-AID FOR AIRPORTS
(Liquidation of Contract Authorization)
(Airport and Airway Trust Fund)
Appropriations, 1998 $1,600,000,000
Budget estimate, 1999 1,600,000,000
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 1999 and for the
payment of previous years' obligations.
(Limitation on Obligations)
Limitation, 1998 $1,700,000,000
Budget estimate, 1999 1,700,000,000
Committee recommendation 2,100,000,000
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 1999 is
$2,100,000,000 and 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 level that the Committee has proposed will mean more money for
airports in all the States as compared to the administration's budget
request. The table below shows estimates of the entitlement and State
allocation grant funds that each State would receive under the Committee
recommendation. 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]
Total formula funds
State
at $2,100,000,000
Alabama $5,823,950
Alaska 31,277,460
Arizona 8,759,576
Arkansas 4,577,601
California 31,086,667
Colorado 7,958,160
Connecticut 2,809,935
Delaware 635,295
District of Columbia 468,506
Florida 13,064,255
Georgia 8,040,687
Hawaii 1,186,786
Idaho 5,134,047
Illinois 11,777,613
Indiana 6,148,104
Iowa 5,065,177
Kansas 6,193,550
Kentucky 4,932,788
Louisiana 5,778,788
Maine 2,734,919
Maryland 4,298,977
Massachusetts 5,091,338
Michigan 12,190,141
Minnesota 7,873,545
Mississippi 4,490,016
Missouri 7,558,689
Montana 8,289,328
Nebraska 5,247,768
Nevada 6,692,991
New Hampshire 1,334,174
New Jersey 6,348,164
New Mexico 7,508,916
New York 16,573,616
North Carolina 7,827,567
North Dakota 4,180,667
Ohio 10,647,533
Oklahoma 6,061,992
Oregon 7,247,957
Pennsylvania 11,505,588
Puerto Rico 2,632,148
Rhode Island 832,693
South Carolina 4,302,524
South Dakota 4,559,359
Tennessee 5,936,395
Texas 26,942,447
Utah 5,752,302
Vermont 933,033
Virginia 6,947,024
Washington 7,410,694
West Virginia 2,638,950
Wisconsin 7,204,305
Wyoming 5,421,196
Insular areas 2,564,100
388,500,000
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 March 1, 1998, 289 airports have been
approved for collection of PFC's in the amount of $18,100,000,000.
During calendar year 1997 it is estimated that airports collected
$1,222,745,000 in PFC charges and $1,258,000,000 is estimated to be
collected in calendar year 1998. Of the airports collecting PFC's,
approximately one-fifth collected about 85 percent of the total, and all
of these are either large or medium hub airports. DOT estimates that
these airports will collect more than $1,157,000,000 in calendar year
1999, 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 partially 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 1998 $111,300,000 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 1999
Budget estimate\1\ Committee recommendation\1\
Appropriation limitation $1,700,000,000 $2,100,000,000
Entitlements: 527,949,003 527,949,003
-------------------- -----------------------------
Subtotal entitlements 995,621,560 1,079,621,560
==================== =============================
Returned entitlements: Small airport fund 113,767,800 113,767,800
Discretionary set-asides: 211,054,936 225,000,000
Other discretionary: 210,779,025 405,162,776
-------------------- -----------------------------
Subtotal other discretionary 300,000,000 559,178,335
==================== =============================
Total entitlement 1,109,389,360 1,193,389,360
Total discretionary 590,610,640 906,610,640
-------------------- -----------------------------
Grand total 1,700,000,000 2,100,000,000
\1\Assumes current law pending AIP program reauthorization with continuation of MAP and noise levels at fiscal year 1998 levels.
DISCRETIONARY GRANTS
As the table above illustrates, at a level of $2,100,000,000 for the
total AIP program, as recommended by the Committee, there are
$906,610,000 in discretionary funds. At this level, the authorization
legislation causes 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.
At the recommended levels for the total AIP program under the prior
AIP authorization, a transfer normally would have occurred 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 $377,000,000
and $132,000,000, respectively. 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 $225,000,000, 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 1999. The Committee
expects the Administrator to give great deference to the Committee's
recommendations for discretionary grants in fiscal year 1999.
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 1999 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
subsequently issues), 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.
Within the obligation level recommended, the Committee directs that
priority be given to grant applications involving the further
development of the following airports:
Albuquerque International Sunport, NM Allen C. Thompson Field, MS
Anaconda Airport, MT Anchorage International Airport, AK Ann Arbor
Municipal Airport, MI Birmingham International Airport, AL Bishop
Airport, MI Bismarck Municipal Airport, ND Brunswick County Airport, NC
Burlington-Alamance Regional Airport, NC Burns Airport, OR Butler County
Airport, PA Capital City Airport, MI Chautauqua/Jamestown Airport, NY
Chicago Midway Airport, IL Chignik Lagoon Airport, AK Clarence E.
Hancock Airport, NY Clarks Point Airport, AK Colorado Springs Airport,
CO Concord Regional Airport, NC Creve Coeur Airport, MO Dane County
Regional Airport, WI Deer Lodge Airport, MT Erie International Airport,
PA Eufaula Airport, AL Fairbanks International Airport, AK Felts Field
Airport, WA General Carl A. Spatz Airport, PA Global Transpark, NC
Golden Triangle Regional Airport, MS Grand Rapids, Kent County Airport,
MI Greater Baton Rouge Airport, LA Greensboro-High Point-Winston
Regional Airport, NC Halifax County, NC Hays Municipal Airport, KS
Helena Regional Airport, MT Huntsville International Airport, AL Jackson
International Airport, MS Kahului International Airport, HI Karluk
Airport, AK Kent County Airport, MI Lacrosse Municipal Airport, WI
Lansing Capital City Airport, MI Lancaster Airport, PA Lee Summit
Municipal Airport, MO Madison County Airport, AL Manistee County-Blacker
Airport, MI March Joint Use Airport, CA Miami International Airport, FL
Midway Airport, IL Moore County Airport, NC New Orleans International
Airport, LA Newport State Airport, VT Niagara Falls International
Airport, NY Nikola Airport, AK Northwest Alabama Regional Airport, AL
Oakland County International Airport, MI Olive Branch Airport, MS
Pangborn Field, WA Peachtree De Kalb County Airport, GA Peterson Field,
CO Philadelphia International Airport, PA Philadelphia Airport, MS
Piedmont-Triad International Airport, NC Pittsburgh International
Airport, PA Paine Field Airport, WA Reading Airport, PA Republic
Airport, NY Rickenbacker International Airport, OH Roswell Industrial
Air Center, NM Russian Mission Airport, AK Salt Lake City International
Airport, UT San Bernardino Airport (Norton Air Force Base), CA Santa
Barbara Airport, CA Schaumburg Regional Airport, IL Shelby County
Airport, AL Sheldon Point Airport, AK Siletz Bay Airport, OR Spokane
International Airport, WA Stanly County Airport, NC Stennis Airport, MS
Syracuse-Hancock International Airport, NY Traverse City Cherry Capital
Airport, MI University Airport, MS W.K. Kellogg Regional Airfield, MI
Waynesboro Airport, MS Westchester County Airport, NY
Westmoreland/Latrobe County Airport, PA Williamsport-Lycoming County
Airport, PA Wilmington International Airport, NC
Clayton Municipal Airport/Abbeville Airport, AL .--The Committee
directs the FAA to work with interested airport authority officials at
both these airports to determine the eligibility of these airports for
inclusion in the national plan of integrated airport systems [NPIAS].
Greater Baton Rouge Airport district, Louisiana .--The Committee
urges the FAA to give priority consideration to requests for
discretionary funding to support continuation of the airport's
improvement program, including the reconstruction of existing taxiways,
the relocation of an electrical vault, the acquisition of an aviation
easement for an existing runway, and to mitigate the remaining homes and
churches in the airport's noise mitigation program.
Helena Regional Airport .--The Committee is concerned by the flow of
traffic between runways and aircraft staging areas at Helena Regional
Airport. The airport has requested funding for an exit taxiway that
would permit aircraft not to have to cross the active main runway at the
airport midpoint in order to utilize the south parallel taxiway. In
addition, there is a line-of-sight correction project that the Committee
is aware that the FAA is working with the airport to resolve. The
Committee urges the FAA to give priority consideration to correcting the
line-of-sight problem and to include the full length of taxiway ``F'' in
the project in order to facilitate the safe movement of aircraft around
the airport.
Gulf Coast Regional Airport .--The Committee is aware of efforts to
develop a regional airport to serve the southern gulf coast region. The
Committee directs the FAA to study the feasibility of such a regional
airport and to work with the University of West Florida and the
University of South Alabama for the research, the necessary demographic
projections, and an assessment of the economic impact of a gulf coast
regional airport located between Mobile, AL, and Pensacola, FL.
Kahului Airport, HI .--The Committee understands the State of Hawaii
will soon file an application for a discretionary grant to strengthen
and extend the Kahului Airport runway in Maui, HI. The application,
however, is pending the issuance of a record of decision [ROD] on the
EIS associated with the extension of the runway, which was approved by
the FAA regional office more than 7 months ago. The Committee directs
the FAA to give priority consideration to issuance of the ROD associated
with this project and, further, provide priority consideration for the
strengthening and extension project.
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 regional
commercial airport to be located near Mesquite, NV. The Committee
directs the FAA to give priority consideration to requests for
discretionary funding to complete these studies.
New Orleans International Airport .--The Committee reiterates the
priority consideration placed on the new parallel north/south runway
from prior appropriations acts for completion of the environmental
impact statement and initial land acquisition to meet the growing needs
of this region.
Philadelphia Airport, MS. --Due to rapid economic development in
east-central Mississippi, a project to extend the runway at the
Philadelphia, MS, Airport should be given high priority by the Federal
Aviation Administration. The Committee directs that the FAA conduct an
immediate assessment of air operations at the airport which will count
all air operations and commitments for such operations, including
resort-related charter commitments, on an equal basis in determining the
eligibility for funding of the project to extend the airport runway.
2002 Olympic general aviation airports, Utah .--The 2002 Winter
Olympic Games will place significant additional demand on the Salt Lake
City metropolitan airports system. The Olympic aviation system plan,
being developed by various local and State planning agencies in
conjunction with the FAA and the Salt Lake Olympic Organizing Committee,
has identified four key general aviation airports (Ogden, Provo, Tooele
Valley, and Heber), which will serve over 65 percent of the general
aviation demand during the Olympics. The Utah Statewide Capital
Improvement Program, prepared in cooperation with the FAA's airport
division, has identified projects at these airports which have a high
national priority and are necessary for these airports during the 2002
Winter Olympic Games. The Committee urges the FAA to give priority
consideration to request for discretionary funding for these necessary
capital improvements.
Schaumburg Regional Airport, IL .--The Committee commends to the
FAA's attention the growing need for a debt retirement plan for the
Schaumburg Regional Airport. The village of Schaumburg, at the urging of
the FAA, purchased the Schaumburg Air Park in 1994 and has converted it
into a first-class, regional general aviation facility. Therefore, the
Committee recommends the FAA give priority consideration to
discretionary funds for retirement of the outstanding principal balance.
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, as Congress reauthorizes this program, 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 1999 grant
allocations:
Arkansas: Fayetteville (northwest Arkansas) $5,000,000
Colorado: Denver International 24,931,000
Georgia: Hartsfield Atlanta International 7,083,000
Illinois:
14,000,000
3,000,000
Kentucky:
6,000,000
18,243,000
Michigan: Detroit Metropolitan 16,400,000
Mississippi: Golden Triangle 300,000
Nevada: Reno/Tahoe International 6,500,000
New York: Buffalo International 1,700,000
Rhode Island: Theodore F. Green State 6,500,000
South Carolina:
558,000
94,000
Tennessee:
555,000
18,733,000
Texas:
11,430,000
12,500,000
1,327,000
Virginia: Reagan Washington National 14,232,000
Washington: Seattle-Tacoma International 4,400,000
173,486,000
Under current law, 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 $173,486,000 that FAA has committed to
LOI's during fiscal year 1999, the Committee estimates that
approximately $131,300,000 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.
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.
Salt Lake City International Airport, UT .--The Salt Lake City
International Airport has been one of the fastest growing local origin
and destination travel airports in the Nation. The airport has
experienced significant growth for 17 consecutive years. SLCIA is the
only primary commercial service airport in the region and will serve as
the gateway for most Olympic visitors during the 2002 Winter Olympic
Games. The Salt Lake City Airport Authority has planned airport terminal
expansion and modernization projects to meet both short-term demand and
future needs. The Committee urges the FAA to give full and immediate
consideration to the SLCIA application for a letter of intent.
Anchorage International Airport, AK .--The Anchorage International
Airport is one of the fastest growing passenger and cargo airports in
the country and provides a unique mix of international, rural, hub,
military, and point-to-point aviation operations. The massive growth in
enplanements and cargo tonnage has been accommodated with a minimum of
infrastructure improvements. The Committee urges the FAA to give full
and immediate consideration to the Anchorage International Airport
application for a letter of intent.
Orlando International Airport, FL .--The Committee encourages the
FAA to give full and immediate consideration to the Greater Orlando
Aviation Authority's application for a letter of intent for construction
of a north crossfield taxiway connecting the two west runways (18L/36R
and 18R/36L) with the existing east runway. The Committee is informed
that substantial safety and capacity benefits will accrue from the
completion of this project.
FEDERAL HIGHWAY ADMINISTRATION
SUMMARY OF FISCAL YEAR 1999 PROGRAM
The principal missions of the Federal Highway Administration are:
administration, in cooperation with the States, of the Federal-aid
highway program; 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 governance of
the safety in movement over the Nation's highways of dangerous cargoes
such as explosives, flammables, and other hazardous materials.
Under the Committee recommendations, a total program level of
$27,018,903,000 would be provided for the activities of the Federal
Highway Administration in fiscal year 1999. The following table
summarizes the fiscal year 1998 program levels, the fiscal year 1999
program request and the Committee's recommendations:
[In thousands of dollars]
Program Fiscal year-- Committee recommendation
1998 program level 1999 budget estimate
Appalachian development highway system\1\ 300,000 200,000
Federal-aid highways\2\\3\ 21,500,000 21,500,000 25,511,000
Office of Motor Carrier Administrative expenses\6\ (51,000) (55,383) (53,375)
Exempt Federal-aid obligations 1,597,851 1,265,143 1,207,903
Emergency relief supplemental 259,000
State infrastructure banks 150,000
Transportation Infrastructure credit enhancement 100,000
Motor carrier safety 84,825 100,000 100,000
-------------------- ---------------------- ------------
Total 23,741,676 23,115,143 27,018,903
\1\The administration proposed $200,000,000 for fiscal year 1998, and $290,000,000 for fiscal year 1999 in contract authority for this program under Federal-aid highways as part of ISTEA reauthorization.
\2\Excludes reduction for TASC pursuant to section 320 of Public Law 105 66.
\3\Obligation limitation on contract authority.
\4\Includes funding for research and technology programs.
\5\Does not include research and technology programs funded with contract authority.
\6\Included within limitation on administrative expenses.
LIMITATION ON ADMINISTRATIVE EXPENSES
Appropriations, 1998\1\ $552,266,000
Budget estimate, 1999\2\ 325,421,000
Committee recommendation\2\ 320,413,000
\1\Excludes reduction for TASC pursuant to section 320 of
Public Law 105 66. Includes funding for research and technology
programs.
\2\Does not include funding for research and technology
programs funded with contract authority.
The limitation on administrative expenses controls spending for
virtually all the salaries and expenses of the Federal Highway
Administration. Under the Intermodal Surface Transportation Efficiency
Act of 1991, the limitation on general operating expenses included
funding for research activities, including intelligent transportation
systems. The Transportation Equity Act for the 21st Century changed the
funding source for the highway research accounts from the administrative
takedown of the Federal-Aid Highway Program to individual contract
authority provisions.
The following table reflects the fiscal year 1998 level, the level
requested by the administration, and the Committee's recommendation:
[In thousands of dollars]
Program Fiscal year-- Committee recommendation
1998 level 1999 budget estimate
Administrative expenses (except OMC): 180,065 184,130 184,130
------------ ---------------------- ---------
Subtotal 259,558 270,038 267,038
============ ====================== =========
Motor carrier safety administrative expenses: 40,700 41,280 41,280
------------ ---------------------- ---------
Subtotal 51,000 55,383 53,375
============ ====================== =========
Total 310,558 325,421 320,413
Administrative expenses. --The Committee recommends a reduction of
$3,000,000 in administrative expenses and provides FHWA the flexibility
to allocate that reduction among such expenses as ADP, permanent change
of station, travel, transportation, and nonmandatory bonuses and
incentives. The Committee notes that FHWA requested roughly $12,000,000
in increases of nonsalary administrative expenses. The Committee has
also included language to require the FHWA to transfer $3,000,000 to the
Appalachian Regional Commission for the administrative costs associated
with the Appalachian development highway system, as requested by the
administration.
Motor carrier operations .--The Committee recommends $53,375,000 for
motor carrier operations. This is an increase of $2,375,000 over the
enacted 1998 level, but $2,008,000 less than requested. At this level,
salaries and benefits, printing, supplies, and equipment are fully
funded. Travel, transportation, and other service programs were held to
a lower rate of growth.
FEDERAL-AID HIGHWAYS
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1998
$20,800,000,000
Budget estimate, 1999
23,000,000,000
24,000,000,000
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
$24,000,000,000 for the Federal-aid highways program.
FEDERAL-AID HIGHWAYS
(Limitation on Obligations)
(Highway Trust Fund)
Appropriations, 1998\1\
$21,500,000,000
Budget estimate, 1999
21,500,000,000
Committee recommendation
25,511,000,000
\1\Excludes reduction for TASC pursuant to section 320 of
Public Law 105 66.
The Committee has provided an obligation limitation of
$25,511,000,000 for the Federal-aid highway program for fiscal year
1999.
The following table shows the estimated amount each State will
receive in Federal-aid highway funds for fiscal year 1999:
Federal-aid highway funds
States
Amount
Alabama $437,353,306
Alaska 252,320,041
Arizona 344,931,488
Arkansas 282,579,790
California 1,991,755,320
Colorado 259,578,089
Connecticut 323,124,550
Delaware 99,379,774
District of Columbia 87,500,316
Florida 1,000,449,443
Georgia 754,962,181
Hawaii 111,163,793
Idaho 159,169,262
Illinois 725,721,558
Indiana 506,152,008
Iowa 261,973,826
Kansas 255,167,363
Kentucky 375,665,177
Louisiana 338,954,945
Maine 115,063,711
Maryland 327,736,090
Massachusetts 403,582,854
Michigan 675,089,120
Minnesota 319,764,565
Mississippi 263,410,883
Missouri 507,923,396
Montana 220,718,067
Nebraska 175,808,636
Nevada 158,367,488
New Hampshire 109,009,011
New Jersey 554,254,802
New Mexico 213,589,362
New York 1,099,208,782
North Carolina 611,178,278
North Dakota 147,048,006
Ohio 739,155,849
Oklahoma 337,184,137
Oregon 259,884,779
Pennsylvania 1,051,222,087
Rhode Island 131,222,264
South Carolina 348,091,802
South Dakota 155,040,095
Tennessee 489,038,856
Texas 1,569,977,644
Utah 168,272,822
Vermont 101,608,486
Virginia 556,710,098
Washington 383,048,289
West Virginia 237,063,277
Wisconsin 428,463,250
Wyoming 155,569,193
21,581,208,209
Special limitation:
1,271,395,575
68,175,000
2,590,221,216
25,511,000,000
Star landing highway/rail enhancement, Desoto County, MS.-- For the
purpose of constructing an underpass to improve access and enhance
highway/rail safety and economic development along Star Landing Road in
Desoto 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.
INTELLIGENT TRANSPORTATION SYSTEMS
(LIMITATION ON OBLIGATIONS)
The Committee recommends a total limitation of $200,000,000 to be
distributed as follows:
[In thousands of dollars]
Budget estimate, 1999 Committee recommendation
Intelligent transportation systems: 58,600 38,000
----------------------- --------------------------
Total, ITS 250,000 200,000
ITS deployment projects .--The Committee action provides a
limitation of $105,000,000 for ITS deployment projects. The funds
provided are for deployment projects in the areas listed below. The
amounts associated with each area represent the minimum amount such area
shall receive.
Committee
ITS deployment projects
recommendation
Atlanta, GA $4,000,000
Brandon, VT 750,000
Buffalo, NY 1,750,000
Columbus, OH 2,000,000
Corpus Christi, TX 900,000
Delaware River, PA 4,000,000
Huntington Beach, CA 1,000,000
Jackson, MS 4,000,000
Kansas City, MO 1,000,000
Missouri rural ITS 1,000,000
Mobile, AL 5,000,000
Monroe County, NY 1,000,000
Montgomery, AL 2,500,000
Nashville, TN 1,000,000
New York/Long Island, NY 5,000,000
Onondaga County, NY, rural ITS 1,000,000
Raleigh-Wake County, NC 4,000,000
Riverside, CA 1,000,000
Spokane, WA 900,000
St. Louis, MO 1,500,000
State of Alaska 3,000,000
State of Idaho 1,000,000
State of Maryland 2,000,000
State of Michigan 2,000,000
State of Montana 2,000,000
State of Nevada 1,150,000
State of New Jersey 6,000,000
State of New Mexico 2,000,000
State of North Dakota 1,450,000
State of Pennsylvania 4,000,000
State of Texas 2,000,000
State of Utah 7,200,000
State of Washington 3,000,000
State of Wisconsin 3,000,000
Westchester and Putnam Counties, NY 1,000,000
Intelligent vehicle initiative [IVI] .--The Committee urges the
Director of the Joint Program Office to ensure that the primary Federal
role in the IVI is focused on expediting the innovation of integrated
crash avoidance technologies for passenger vehicles. In view of the
substantial human factors research, performance specification work,
crash avoidance and information systems integration, and cost/benefit
assessment work that remains to be completed, an IVI program focused on
those critical safety issues is of foremost importance. Such activities
as automation of transit vehicles, snow removal systems, and other
highway maintenance vehicles and research on nonsafety components of the
IVI shall receive a much lower priority than critical safety objectives.
Evaluation .--The Committee recommends $7,000,000 for program
evaluation studies and recognizes the importance of continuing to
evaluate the benefits and costs of various ITS projects and tracking
progress on those projects.
Architecture and standards .--The Committee recommends $18,000,000,
for architecture and standards work.
Mainstreaming .--The Committee believes that the Department is
spending too much of scarce ITS resources trying to convince planners,
the engineering community, and others of the benefits of ITS. There is
substantial literature documenting the benefits of using ITS; numerous
training courses and programs are well underway; and the ITS concept is
beginning to be mainstreamed in the transportation community.
Consequently, the Committee's allowance deletes funds for grass roots
involvement ( -$535,000), eliminates funds for cooperation with transit
companies ( -$350,000), and reduces funds for commercial vehicle
operations mainstreaming to no more than $500,000. The Committee also
reduces funds for planning/policy mainstreaming activities to less than
$1,000,000 and denies funds to establish the role of ITS in supporting
FHWA/FTA mobility goals. The Committee also denies funds for ITS
awareness and advocacy ( -$2,000,000). Publication funds should be
included as an integral part of related activities. Remaining
mainstreaming funds shall be used to provide technical assistance on the
planning, procurement, and implementation of integrated ITS
technologies, offer guidance on the use of the national architecture,
and supplement critical training not available from the private sector
or universities.
Transportation Research and Development
(Limitation on Obligations)
The Committee recommends a total limitation of $178,150,000 on
research and development activities. These funds shall be distributed as
follows:
Surface transportation research:
$65,000,000
14,000,000
7,500,000
10,000,000
500,000
97,000,000
Technology deployment program 35,000,000
Training and education 15,000,000
University transportation research 31,150,000
178,150,000
National advanced driving simulator [NADS] .--Within the funds
available for research and development, the Committee directs that
$9,000,000 be for the NADS. NADS is a key element of crash avoidance
research and will serve as a helpful tool for evaluating various ITS and
other collision avoidance products. This new driving simulator will
enhance the agency's capability to safely conduct research into complex
driver-vehicle interactions that contribute directly to the cause of
more than three-quarters of all vehicle crashes. The NADS will be
installed in a dedicated building being constructed at the University of
Iowa's Oakdale Research Park.
Alabama Transportation Research Institute .--The Committee is aware
of the current and planned research activities being conducted at the
University of Alabama's Transportation Research Institute [ATRI] in
Tuscaloosa, AL. In particular, these activities include research into
advanced vehicle technologies, intelligent transportation systems, and
computer-based highway safety data systems. The ATRI is to be commended
for the foresight evidenced by the research in these specific areas, and
in the applications of new technology to ATRI's work and the integration
of Internet access. Further, the Committee applauds the aggressive and
ambitious plans the university and the ATRI have for expanding the
research and facilities dedicated to this initiatives, and directs the
Secretary to utilize the strengths of the Alabama Transportation
Research Institute as the Department carries out transportation research
and development activities, including intelligent transportation system
research.
Highway Research and Development
The Committee recommends the following allocation of highway research
and development contract program funds:
[In thousands of dollars]
1998 program 1999 estimate 1999 recommendation
Safety 9,500 11,202 12,835
Pavements 10,500 11,150 15,000
Structures 15,256 15,256 17,000
Environment 5,666 6,352 5,000
Real estate services 365 365 365
Policy 5,400 6,362 4,400
Planning 7,000 9,369 4,000
Motor carrier 7,400 8,652 6,400
Highway operations 2,000
-------------- --------------- ---------------------
Total 61,087 70,708 65,000
Within the appropriate research areas, FHWA is directed to fund each
of the research activities or programs specified in various sections of
TEA21.
Within the funds available for transportation research and
development, the Committee directs that $500,000 be made available
pursuant to section 5118 of TEA21 for infrastructure research conducted
by the Drexel University Intelligent Infrastructure Institute.
Safety .--The Committee recommends $12,835,000 for safety research
and development activities. The Committee supports research and
demonstration activities to advance technology combining the use of UV
lights and flourescent materials to improve night time visibility, to
help identify lane markings and pedestrians at night. Because of the
substantial benefits that might be realized as a result of that
technology, FHWA should accelerate that initiative as expeditiously as
possible.
Work zone safety. --More than 700 people are killed and 5,000
injured each year in accidents that occur in road construction sites
across the Nation. That figure is anticipated to rise as an
ever-increasing amount of road work is done under traffic and at night.
Driver awareness of potential work zone hazards is an important element
of increasing safety in this area. Of the funds provided in the safety
research account, the Committee directs that $1,000,000 be used to
educate new drivers on the special challenges and potential dangers of
road construction work zones by developing and distributing a multimedia
driver training program module on this subject. The Committee encourages
the FHWA to work with a national nonprofit transportation development
foundation to carry out this project.
Pavements .--The Committee recommends $15,000,000 for pavements
research. The Committee is encouraged by the potential benefits for
highway construction--including lower construction and maintenance
costs, higher riding quality, and a longer life-cycle of new and
reconstructed highways--resulting from the use of geosynthetic
materials. Therefore, the Committee has included $1,000,000 for
geosynthetic material research at the Western Transportation Institute
at Montana State University.
The Committee also directs FHWA to conduct further research into
polymer additives for pavements. The Committee is aware that recent
performance measurements have shown in various limited applications to
increase the expected life of asphalt pavement. Therefore, the Committee
has included $3,000,000 to conduct extensive research into this area. Of
this amount, $1,000,000 shall be for the development and deployment of a
second generation FRP composite bridge deck system at the University of
West Virginia. Further, the Committee encourages the FHWA to work with
an academic and industry-led national consortium and fund with available
balances, an additional polymer additive project to demonstrate the use
of polymer additives in pavement for civil infrastructure purposes.
The Committee is aware of the Federal Highway Administration's
pavement design analysis work that utilizes the fundamental properties
of the various pavement materials, analytical packing algorithms and
granular mechanics, coupled with state-of-the-art imaging techniques and
computational modeling and builds on the work performed at the
University of Mississippi. The Committee directs the FHWA to continue to
cooperate and work with the researchers there to develop concepts and
technologies that will lead to better constructed and longer lasting
high quality pavements.
The Committee recognizes the potential for the use of silica fume to
decrease the national waste material stream and increase the durability
and quality of concrete structures and pavement. Within the funds
provided, the Committee directs that $1,000,000 be used to evaluate and
promote the benefits of using silica fume high performance concrete, and
that the Administrator of the FHWA report on its findings to the
Committee no later than September 30, 2001. The Committee directs the
Administrator to work with a representative national organization of the
silica fume industry to carry out this project.
Structures .--The Committee recommends $17,000,000 for structures
research. The Committee believes that 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 I 15 and other projects will
provide the country with a detailed analysis of the load capacities of
deteriorated bridge structures, seismic retrofitting, new nondestructive
evaluation techniques, and many other valuable areas of research. The
Committee has included an additional $2,000,000 for this research and
because of the urgency of this research, directs the FHWA to make these
funds available to the Utah Department of Transportation and the Utah
Transportation Center in a timely manner to ensure the execution of this
research.
The Committee is aware of the University of Missouri-Rolla's leading
role in exploring the use of advanced composites for repair and
rehabilitation of buildings and civil infrastructure and of the
university's current work in the field of advanced composites with a
number of private organizations in the State of Missouri, the National
Science Foundation, and the Missouri Department of Transportation. The
Committee has included $1,000,000 for research at the University of
Missouri-Rolla to explore new technologies in advanced composite
materials that will help prolong the functional lifespan of bridges and
reduce retrofit maintenance costs in the long term.
The Committee recognizes that wood composite products have
demonstrated tremendous potential as an alternative method of providing
low-cost, extremely durable, and environmentally sensitive material for
building and repairing bridges across the country. The Committee has,
therefore, included $1,000,000 for wood composite research and
$1,000,000 for the Innovative Bridge Research and Construction Program
at the University of Maine's Wood Composite Center.
Currently, bridges over 20 feet must be inspected once every 2 years.
This inspection usually consists of a visual check. Although this type
of monitoring can detect several structural problems, it cannot detect
deterioration or distress that occurs beneath the asphalt. The Committee
has included $2,000,000 for the evaluation of new technologies for
nondestructive evaluation of bridges and encourages the department to
work with recognized industry leaders to carry out this evaluation.
The Committee notes that the fiscal year 1998 conference report
included funding for 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. The
Committee directs the Administrator to work with Lehigh University,
Pennsylvania on this research.
Environment .--The Committee recommends $5,000,000 for environmental
research. Within that amount, $50,000 is provided to conduct a study to
determine noise levels in Rattlesnake Valley near Missoula, MT, and
$100,000 is included to conduct a regional air quality study for the San
Joaquin Valley in California.
Policy .--The Committee recommends $4,400,000 for policy research.
The Committee is not convinced of the need to update the national
personal transportation survey continuously and FHWA should plan on
completing the next edition of that study as soon as practicable. FHWA
should develop a work plan being certain to limit the scope and size of
the NPTS to essential questions of importance to both the States and the
Federal Government users.
Fuel tagging. --The Committee is aware that fuel dyeing technology
may be insufficient to protect against illegal avoidance of Federal fuel
taxes. In addition, the Committee is concerned that fuel dye may
inadvertently contaminate other fuels, such as jet fuels, during the
refining process and in transport. The Committee, therefore, directs the
Administrator of the Federal Highway Administration to report to the
House and Senate Appropriations Committees, no later than March 31,
1999, on the viability of existing alternative technology developed
through research conducted at the Los Alamos National Laboratory.
Further, the report should include an examination of other possible uses
of molecular tagging, for example, as a deterrent against theft and as a
method for determining surface and underground pollution.
Planning .--The Committee's allowance includes $4,000,000 for
planning research. The Committee is aware that $2,000,000 designated in
its fiscal year 1998 report for an assessment of the transportation
infrastructure of the Northern Great Plains States has not yet been
administered by the FHWA. The Committee restates its support for such an
assessment and urges the FHWA to act expeditiously toward its
initiation. The Committee also directs the FHWA to provide a report to
the Committee on the status of the assessment by October 15, 1998.
Motor carrier .--The Committee recommends $6,400,000 for the motor
carrier research program. The FHWA budget office is directed to improve
the presentation of the budget justification pertaining to this area.
Future budget requests should clearly articulate the specific projects
that will be funded and the exact amounts that are requested for each of
those projects. In addition, baseline funding amounts for both
terminating and continuing projects should be specified.
The Committee is concerned about several features of the current
motor carrier research program. There is a proliferation of at least 100
diffuse research projects that are now being managed by numerous staff.
The Office of Motor Carriers should focus the motor carrier research
program on those areas that are most likely to make the greatest
contribution to its strategic goals and performance measures. The
Committee directs FHWA to request the Research and Technology
Coordinating Committee of the National Academy of Sciences [NAS] to
review the scope and direction of the OMC research program, its
organizational framework, diversity of projects, and allocation of
funds. The Administrator of the OMC should report back to the House and
Senate Committees on Appropriations no later than May 1, 1999, on the
administration's response to the NAS recommendations.
Within the funds provided, the Committee directs the OMC to prepare a
report to the House and Senate Appropriations Committees--no later than
September 1, 1998--documenting the potential safety advantages of a
Federal rule to require a uniform national display policy for inspection
stickers on commercial motor vehicles.
TECHNOLOGY DEPLOYMENT PROGRAM
Center for Advanced System Technology .--The Committee recommends
$2,000,000 for the Center for Advanced Simulation Technology, Long
Island, NY, of which not less than $500,000 shall be made available to
Auburn University for a transportation management program. These funds
will be used to develop outreach initiatives involving technology
transfer, technical assistance and training related to transportation
management, traffic control, and simulation and human factors.
CONSTRUCTION OF FERRY BOATS AND FERRY TERMINAL FACILITIES
(limitation on obligations)
The Committee has provided a limitation on obligations of $38,000,000
for the new construction of ferry boat and ferry terminal facility
program. The Committee notes that the authorization of this program
reserves $20,000,000 of the total amount for projects within the marine
highway system. Within the $18,000,000 not reserved for this purpose,
$4,000,000 shall be provided to the North Carolina State ferry system,
which is an essential component of the State of North Carolina's
hurricane evacuation program. In addition, $3,000,000 shall be provided
to the State of Hawaii to initiate a high-speed ferry boat demonstration
program on the Island of Oahu and neighbor islands. In addition,
$1,000,000 is provided for the restoration of S.S. AEmdbo AF AEmdnm
AFNobska AEmdbo AF AEmdnm AF and New Bedford, MA, ferry service.
MAGNETIC LEVITATION TRANSPORTATION
TECHNOLOGY DEPLOYMENT PROGRAM
(Limitation on obligations)
(Highway Trust Fund)
Appropriations, 1998 ...........................
Budget estimate, 1999 ...........................
Committee recommendation ($15,000,000)
Pursuant to section 1218 of the Transportation Equity Act for the
21st Century, $15,000,000 in highway trust funds are made available for
obligation in the same manner as if the funds were apportioned under
chapter 1 of title 23, U.S.C. Therefore, these funds are within the
highway funding firewall established in TEA21 under the Federal-aid
highways program obligation ceiling. Within the funds made available
under this heading, $6,000,000 is directed to be provided to the State
of Pennsylvania for a high-speed intercity magnetic levitation project
between Philadelphia and Pittsburgh, that will incorporate an
Americanized version of the German Thyssen Transrapid System magnetic
levitation train technology. The guideway for the system will be heavy
steel plate, presenting the opportunity for market growth in the U.S.
precision fabrication industry. The system will be developed for
American operational conditions, using American manufacturing methods
and materials. The funds provided in this appropriation will support the
design and development of: intermodal transportation facilities on the
system's right-of-way; right-of-way alignment finalization; a draft
environmental impact statement; and magnetic levitation industry
standards for communications, control, and power systems. This program
will be administered by the Federal Railroad Administration.
APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM
The Committee has provided $200,000,000 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 is aware that the Transportation Equity Act for the
21st Century provided $450,000,000 per year in contract authority over
the next 5 years. However, the Federal share of the current cost to
complete the Appalachian development highway system is $5,800,000,000.
Given the funding schedule in the TEA 21 legislation, and without
inflationary increases, it would take at least another 13 years to
complete the system, putting the completion date at 46 years from its
inception in 1965. Given the hazardous conditions of many of the roads
on and around the unfinished segments of the ADHS, and the commitment of
the Congress to the people of Appalachia, this delay is unacceptable.
The funds provided in this legislation should be viewed as an effort to
expedite the completion of the system in a reasonable fashion, and not
as a substitute for any funds which may be provided in any other
legislation.
FEDERAL LANDS highways program
The Committee is very concerned with the degree to which funding
awards are made on a partisan basis in the Public Lands Program. The
General Accounting Office has noted in a draft report that the
administration has awarded more projects and total funding to projects
in Democratic districts, even though States requested more funds for
projects in Republican districts. The Committee directs FHWA to move
toward a merit-based approach in funding public lands projects, and to
develop specific criteria for the funding of projects under this
program. The Secretary shall report to both the House and Senate
Appropriations Committees no later than December 1, 1998, with a
detailed proposal to address this problem.
The Committee urges the Federal Highway Administration to authorize
the Montana Department of Transportation to begin construction of a
pending four-lane improvement plan of Highway 93 within the Flathead
Indian Reservation in northwest Montana. The road is a direct and vital
link to support commerce and personal travel for both Indian and
non-Indian residents on and off the reservation. The Committee urges the
FHWA to reconsider a FHWA record of decision requiring resolution at the
State and local level and pursuant to the Treaty of Hellgate (July 16,
1855) and the Upper Missouri Treaty (October 17, 1855) signed by the
Confederated Salish and Kootenai Tribes and to use the authority of the
Federal Government pursuant to these treaties to acquire all
right-of-way necessary to construct the four lane design. Local, State,
tribal, and Federal officials have been negotiating this issue for over
5 years with little resolution and progress. Highway 93 is a direct
route from Missoula, MT, providing access to northwest Montana, one of
the State's fastest growing regions. The current two-lane configuration
of Highway 93 is subject to hazardous traffic scenarios and has resulted
in increased accidents and fatalities due to traffic growth patterns of
up to 3 percent annually with that number forecasted to increase.
The Committee directs the Secretary to make $3,000,000 available
under this program for a design study for the construction upgrade to a
paved public road standard for 50.4 miles of roadway in southeastern
Montana known as Highway 323, located between the communities of Alzada,
MT, and Ekalaka, MT. This important project would improve upgrades on
lands held in ownership by the Bureau of Land Management (13.71 miles),
the Federal Government, and private landowners. The Committee is aware
that Highway 323 is a main roadway from southeastern Montana to the
north and that all major trade is completed in the community located
directly to the north of the southern terminus of this highway. This
road provides access to the Bureau of Land Management areas and would
provide vital fire safety access. In addition, this roadway provides
access to the areas of national interest, including Devil's Tower
National Monument and Medicine Rocks State Park, both native American
heritage sites. The State of Montana has agreed to match 20 percent of
the cost of construction of the roadway.
The Committee also directs the Secretary to make available under this
heading $3,900,000 for improvements to roadways on Federal lands on the
Kenai Peninsula, AK; $4,000,000 for construction and improvements to the
Bear River Migratory Bird Refuge access road and Soldier Hollow, which
is an integral access road for the 2002 Olympics; $200,000 for snow
removal activities on Beartooth Highway in Montana; $4,000,000 to
continue work on the Baltimore-Washington Parkway; $1,000,000 for
restoration and preservation of the historic Columbia River Highway in
Oregon; $5,000,000 for Federal lands highways improvements associated
with Hanalei National Wildlife Refuge in Haleakala and Hawaii Volcanoes
National Parks in Hawaii; and $1,200,000 for repair work to three access
roads to the Katmai National Park in Alaska--Lake Camp Road, Valley
Road, and Bear Pond Terrace Road, in the Brooks River area.
BUREAU OF TRANSPORTATION STATISTICS
(limitation on obligations)
Appropriations, 1998 ($25,000,000)
Budget estimate, 1999 (31,000,000)
Committee recommendation (31,000,000)
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. For fiscal
year 1999, the Committee recommends a funding level of $31,000,000.
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.
Railroad rationalization and diversion analysis .--The Committee
directs that of the funds provided, $375,000 be for a railroad
rationalization and diversion analysis. The Committee notes that
railline abandonments and diversion of traffic from railroads to trucks
are having a significant impact on rural grain-producing regions. Major
grain producing States in the Midwest have experienced significant
reductions in railroad service from 1965 to 1995. This research project
would develop nationwide capabilities to analyze the impacts of
grain-traffic diversion from railroads to highways, and provide
important planning information for State and local governments. In
addition, the recent shortages of rail cars for grain transportation
have created diversion of grain shipments from rail trucks. The main
objectives of this project should be to: (1) document the extent of
railroad traffic diversion and its likely consequences on highway
budgets; (2) forecast the scope of potential future traffic diversions
as a result of changes in railroad rate structures, shortages of grain
cars or poor management of rail car spotting, and additional line
abandonments; (3) estimate the likely impacts of future traffic
diversions on State and local highway needs; and (4) formulate potential
asset management strategies and policy alternatives. The Committee
encourages the Bureau to work with North Dakota State University to
carry out this project.
MOTOR CARRIER SAFETY GRANTS
(liquidation of contract authorization)
(Highway Trust Fund)
Appropriations, 1998 $85,000,000
Budget estimate, 1999 100,000,000
Committee recommendation 100,000,000
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
$100,000,000.
(limitation on obligations)
Appropriations, 1998 ($84,825,000)
Budget estimate, 1999 (100,000,000)
Committee recommendation (100,000,000)
The Committee recommends a limitation on obligations of $100,000,000
for motor carrier safety grants.
The Committee recommends the following allocation of motor carrier
safety funds:
Basic motor carrier safety grants $84,500,000
Performance-based incentive grant program ...........................
Border assistance 2,000,000
Priority initiatives 2,500,000
State training and administration 1,000,000
Information systems and strategic planning 10,000,000
100,000,000
Basic motor carrier safety grants .--The Committee has provided
$84,500,000 for basic motor carrier safety grants, an increase of
$11,000,000 over the fiscal year 1998 level.
Safety performance incentive grant program .--The Committee has not
provided any of the funds requested for performance grants, partly
because FHWA has not yet implemented applicable congressional guidance.
In designing an incentive program, OMC should ensure that the allocation
formula does not result in a decline from a prior year in the amount of
basic funds received by any State.
Information systems and analysis .--The Committee has provided
$10,000,000, which is $2,000,000 more than the amount provided last
year. Of that amount, $3,000,000 will be provided to the States to
improve information systems and computer and evaluation capabilities.
The Committee recommends $1,000,000 for driver safety activities to
continue to improve the CDL programs or judicial outreach of the various
States.
The Committee allowance includes $5,000,000 for the PRISM project to
increase the number of States participating in this program.
NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION
SUMMARY OF FISCAL YEAR 1999 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.
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. Alcohol incentive grants are allocated to the States for
alcohol-impaired driver safety programs. The occupant protection
incentive grants reward States that implement strong laws and programs
to increase safety belt and child safety seat use and those that show
exceptional performance in raising safety belt use rates. The State
highway safety data grants encourage the States to take effective
actions to improve the timeliness, accuracy, uniformity, and
accessibility of their highway safety data.
The following table summarizes the Committee recommendations:
Program Fiscal year 1998 enacted\1\ Fiscal year 1999 estimate Committee recommendation
Operations and research $146,962,000 $172,902,000 \2\$161,400,000
Highway traffic safety grants (firewall)\3\ \2\186,500,000 233,000,000 200,000,000
----------------------------- --------------------------- --------------------------
Total 333,462,000 405,902,000 361,400,000
\1\Excludes reductions for TASC pursuant to section 320 of Public Law 105 66.
\2\Includes funding for National Driver Register.
\3\Limitation on obligations.
Operations and Research
(Highway Trust Fund)
The Congress has recently passed--and the President has signed into
law--the Transportation Equity Act for the 21st Century. For fiscal year
1999, this legislation provided $72,000,000 of contract authority from
the highway trust fund to finance NHTSA's operations and research
activities under title 23 U.S.C. 403. This funding is included within
the firewall guarantee for highway spending, and is not subject to
appropriations. The bill includes an authorization subject to
appropriations of $89,400,000 for operations and research activities
under sections 30104 and 32102 of title 49 U.S.C. and chapter 303 of
title 49 U.S.C. for fiscal year 1999. Thus, the total authorized level
for fiscal year 1999 for NHTSA operations and research activities is
$161,400,000, and the Committee recommends that this full amount be
appropriated and be distributed as follows:
Committee
Program
recommendation
Safety performance $14,695,000
Safety assurance 21,491,000
Highway safety 56,041,000
Research and analysis 60,147,000
National driver register 2,000,000
Office of the Administrator 4,100,000
General administration 9,250,000
Grant administration reimbursement -6,324,000
161,400,000
Agencywide FTE levels .--Due to budgetary constraints, the Committee
denies the request to increase the number of FTE's from 621 to 631.
Consequently, the Committee's allowance does not include the $780,000
requested for that purpose.
SAFETY PERFORMANCE STANDARDS
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.
Side impact standard harmonization .--In the conference report
accompanying the fiscal year 1997 bill, the conferees noted that there
are substantial differences between the U.S. side impact standard and a
similar European requirement. The report notes that ``these differences
are inconsistent with the need for the international harmonization of
motor vehicle safety standards'', and directed that a report be provided
on NHTSA's plan for achieving harmonization of the side impact rule. The
Committee is concerned that NHTSA is not moving forward more
aggressively on this matter, particularly since a harmonized standard
could result in a safety improvement for U.S. motorists. Therefore, the
Committee directs NHTSA to use funds made available in the vehicle
safety performance standard program budget for development of a
harmonized side impact standard so long as the Administrator is
convinced that such a harmonization effort will improve the safety of
U.S. motorists. The Committee directs NHTSA to report to the House and
Senate Committees on Appropriations by December 15, 1998, on progress in
addressing this issue.
SAFETY ASSURANCE
Safety defects investigation .--A portion of the funds provided will
be used to examine whether there are significant defect problems in
heavy, transit, and emergency response vehicles that require the
agency's continued attention. NHTSA should be prepared to document next
year the continued need for the additional dollars provided herein for
the monitoring and investigating of defects of small population
vehicles.
HIGHWAY SAFETY PROGRAMS
Alcohol Program .--The Committee asserts that State and local
governments would benefit greatly if NHTSA provided additional guidance
and evaluations on the new grant criteria authorized in the revised
alcohol countermeasures traffic safety incentive grant. Information on
best practices, implementation guidelines, and countermeasure
effectiveness would be particularly beneficial. More specifically, there
is a need to ensure that the effectiveness and impacts of 0.08 BAC laws
in numerous States are well understood. Special attention needs to be
paid to information and analysis that will help State legislatures
decide on whether to adapt such a standard. Additional studies on the
impacts of the 0.08 BAC laws on the judicial and law enforcement
community would be especially beneficial. Also, there is a need for
additional implementation guidelines and studies on the effectiveness of
countermeasure programs targeted at the 21- to 34-year-old drivers
impaired with alcohol and to help States assess whether they wish to
impose increased penalties for those convicted of driving while under
the influence of higher BAC levels.
Youth, drugs, and driving initiative .--For the same reasons
detailed last year, the Committee deletes funds for the prelicensure
drug testing pilot project.
Emergency medical services .--Head injury is a serious public health
problem in the United States, with over 2 million injuries occurring
each year and over 500,000 leading to hospitalization, the majority of
which are caused by motor vehicle accidents. NHTSA began a collaborative
project in 1998 to significantly decrease mortality and morbidity due to
severe head injury, and to reduce the substantial economic costs to
society in caring for head-injured patients. The first phase of this
project covered the development of a voluntary national standards
curriculum for emergency medical service providers on the prehospital
treatment of severe head injury. The Committee directs that of the funds
made available for emergency medical services, $250,000 be used to
complete the second phase of this project to field test the
dissemination and implementation of these head injury prehospital
protocols. The Committee encourages NHTSA to continue to work with the
Aitken Neuroscience Center to carry out this program. The Committee has
also included $1,000,000 for a head injury prevention project at the
University of Alabama at Birmingham. The initial focus of this effort
will be on the prehospital aspect of trauma research involving the
causative factors of the injury. Roadway design, environmental factors,
and automotive safety all contribute to the potential for head injury.
Funds will be used to develop a sophisticated computer center for
maintenance of a detailed data base which would integrate both the
engineering design factors with patient care outcomes.
Older driver research. --The Committee has included $1,000,000 for
the Pennsylvania State University consortium for the demonstration of
technologies and practices to improve the driving performance of older
drivers and other special groups.
Red light running initiative .--The Committee continues to be
concerned with the high number of motorists who disregard traffic
signals. Failure to obey traffic signals is one of the leading causes of
urban crashes, which claim the lives of many Americans every year. The
Committee notes that Secretary Pen AE6a reported that accidents
resulting from failure to obey traffic signals cost Americans about
$7,000,000,000 in medical bills, time off work, insurance premium
increases, and property damage. The problem of red light running in
Jefferson Parish, LA, is exacerbated by the interstate nature of traffic
patterns. To combat this problem, the Jefferson Parish Sheriff's Office
has initiated an innovative program to combat red light running. This
program has the potential to serve as a national model, and the
Committee has included $100,000 for the development, deployment, and
evaluation of this program in Jefferson Parish.
RESEARCH AND ANALYSIS
Biomechanics .--Funding is continued 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.
Child crash test dummy. --The Committee recognizes that during
fiscal year 1998, a program to develop a new child test dummy was
launched by a consortium of Pennsylvania universities and a private
crashworthiness firm. This project will compare the injuries suffered by
children in automobile accidents with crash dummy tests to assess the
level of injury prediction of the current dummies. This project will
improve the current state of research on injuries suffered by children
in automobile accidents, and the Committee encourages NHTSA to work with
this consortium to improve child safety.
Spray suppression research .--The Committee acknowledges the work
previously undertaken by NHTSA in the area of spray suppression research
and evaluation of abatement technologies and continues to support
further research by NHTSA in this area to make travel on the Nation's
highways safer and less stressful. The Committee is aware of the
progress made in the European Union in designing beneficial performance
standards and implementing roadway spray suppression regulations to
improve highway visibility. The Committee directs NHTSA to update its
research by conducting a comprehensive review and evaluation of spray
suppression measures that can be employed on heavy duty vehicles (over
8,500 pounds gross vehicle weight rating) to provide clearer highway
visibility and safety during periods of adverse weather conditions.
NHTSA shall publish and report its findings to Congress within 12 months
of enactment.
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. 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 $2,000,000 for the NDR.
HIGHWAY TRAFFIC SAFETY GRANTS
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1998 ($186,000,000)
Budget estimate, 1999 (197,000,000)
Committee recommendation (200,000,000)
The Transportation Equity Act for the 21st Century authorized the
following State grant programs: Highway Safety Program, the
Alcohol-Impaired Driving Countermeasures Incentive Grant Program, the
Occupant Protection Incentive Grant Program, and the State Highway
Safety Data Grant Program. Under the Highway Safety Program, grant
allocations are determined on the basis of a statutory formula
established under 20 U.S.C. 402. 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-Impaired Driving
Countermeasures Incentive Grant Program encourages States to enact
stiffer laws and implement stronger programs to detect and remove
impaired drivers from the roads. The occupant protection program
encourages States to promote and strengthen occupant protection
initiatives. The State Highway Safety Data Grants Program encourages
States to improve their collection and dissemination of important
highway safety data.
The Committee recommends an appropriation for liquidation of contract
authorization of $200,000,000 for the payment of obligations incurred in
carrying out provisions of these grant programs.
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. Separate
obligation limitations are included in the bill with the following
funding allocations:
Fiscal year 1998 enacted Fiscal year 1999 estimate Committee recommendation
Highway safety programs $149,700,000 $166,700,000 $150,000,000
Alcohol-impaired driving countermeasures grants 34,500,000 39,000,000 35,000,000
Occupant protection incentive grants 20,000,000 10,000,000
Drugged driving incentive grants 5,000,000
State highway safety data grants 5,000,000
-------------------------- --------------------------- --------------------------
Total 184,200,000 230,700,000 200,000,000
FEDERAL RAILROAD ADMINISTRATION
SUMMARY OF FISCAL YEAR 1999 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 infrastructure are also administered by the Federal Railroad
Administration.
The Committee recommends new appropriations and obligation
limitations totaling $707,150,000 for the activities of the Federal
Railroad Administration for fiscal year 1999. This is $44,209,000 less
than the budget request. In addition to these appropriated Federal
funds, $1,091,810,000 will be paid to Amtrak in fiscal year 1999 by the
Secretary of the Treasury pursuant to section 977 of the Taxpayer Relief
Act of 1997.
The following table summarizes the Committee recommendations:
Program Fiscal year-- Committee recommendation
1998 enacted\1\ 1999 budget estimate
Office of the Administrator $20,290,000 $21,573,000 $21,020,000
Railroad safety 57,067,000 61,959,000 61,876,000
Railroad research and development 20,758,000 20,757,000 25,760,000
Nationwide differential global positioning sys- tem 3,000,000
Northeast Corridor Improvement Program 250,000,000 (\2\)
Railroad Rehabilitation and Improvement Financing Program
Next generation high-speed rail 20,395,000 12,594,000 28,494,000
Alaska railroad rehabilitation 10,000,000 10,000,000
Rhode Island rail development 10,000,000 10,000,000 5,000,000
Grants to National Railroad Passenger Corpora- tion (appropriations)\3\ 344,000,000 621,476,000 555,000,000
----------------- ----------------------- ------------------
Subtotal, Amtrak and NECIP 1,685,810,000 1,713,286,000 1,646,810,000
================= ======================= ==================
Total budgetary resources 1,824,320,000 \4\1,843,169,000 \4\1,798,960,000
\1\Excludes reduction for TASC pursuant to section 320 of Public Law 105 66; also excludes reduction to Alaska railroad rehabilitation pursuant to Presidential line item veto.
\2\Included in Amtrak request.
\3\Administration requests fiscal year 1999 appropriation from highway trust fund.
\4\Includes Taxpayer Relief Act funds.
OFFICE OF THE ADMINISTRATOR
Appropriations, 1998\1\ $20,290,000
Budget estimate, 1999 21,573,000
Committee recommendation 21,020,000
\1\Excludes reduction for TASC pursuant to section 320 of
Public Law 105 66.
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.
COMMITTEE RECOMMENDATION
The Committee recommends the following adjustments to the budget
request:
Travel -$52,000
Equipment -101,000
Electronic grant program -200,000
Decrease amount estimated for vendor increases/inflation
-200,000
The recommendation for the Office of the Administrator is
$21,020,000, which is $553,000 less than the amount requested in the
administration's budget. The Committee is holding travel and equipment
expenses to the fiscal year 1998 level, and directs that funds for the
electronic grant program be obtained within the agency's base program
funding.
RAILROAD SAFETY
Appropriations, 1998 $57,067,000
Budget estimate, 1999 61,959,000
Committee recommendation 61,876,000
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 $61,876,000 program level for the Railroad
Safety Program, $83,000 less than the amount requested by the
administration.
The Committee has provided funding for the three railroad safety
activities at the following levels:
Federal enforcement $45,826,000
Automated track inspection program 2,500,000
Safety regulation and program administration 13,550,000
Total, Office of Railroad Safety 61,876,000
Federal enforcement staffing increases .--The FRA has requested a
staffing increase of 32 FTE's in fiscal year 1999, for a total of
$1,691,000 in associated personnel costs. The Committee recommendation
provides funding for 16 of these requested positions: 8 principal
inspectors positions, who will be assigned to each of FRA's regional
offices to assist in the agency's Safety Assurance and Compliance
Program [SACP]; and 8 field inspectors, who will be distributed
throughout selected regional offices to perform site-specific
inspections (particularly of small railroads), and to participate in
agency rulemaking working groups. Overall, the workload of FRA's
inspector resources has been increased by railroad mergers, where as
large railroads consolidate, numerous small feeder railroads are being
independently formed. The SACP process has also increased inspector
responsibilities. However, the Committee notes that during the last 10
years there has been a substantial increase in the number of FRA staff
employed by the Office of Railroad Safety, and in view of the
significant improvements in railroad safety during that same period, the
Committee maintains that an increase of 32 positions over 2 years is
inappropriate.
Operation Lifesaver .--The Committee recommends $600,000 for
Operation Lifesaver to help fund the organization's State assistance
grants, educational programs, and 5-year public awareness and education
campaign. This level is $300,000 above that requested by the
administration. The Federal Highway Administration provides annual
funding from the Surface Transportation Program safety set-aside to
cover Operation Lifesaver salaries and benefits and overhead costs
($300,000 a year under ISTEA; $500,000 a year is authorized in the
Transportation Equity Act for the 21st Century [TEA21]). All the
appropriated funds in this account are program funds, supporting
Operation Lifesaver's 49 active State programs and national safety
initiatives.
In the fiscal year 1998 Senate Report 105 55, the Committee
encouraged FRA to increase the percentage of safety inspectors who are
certified to be Operation Lifesaver presenters from 60 to 80 percent.
FRA's response was immediate and robust. However, it has come to the
Committee's attention that some FRA inspectors are not comfortable with,
or particularly effective at, public speaking. Therefore, the Committee
is broadening the interpretation of this goal to include certification
as Operation Lifesaver associates within the goal of 80 percent FRA
inspector participation.
Operation Respond .--Operation Respond is a public/private
partnership that provides critical information to first responders at
hazardous cargo and passenger train incidents. Subscribers to Operation
Respond's software package can access rail and motor carriers' mainframe
data bases for access by the emergency response community, so a
firefighter or police officer can obtain, via computer modem, a list of
the cargo contents and guidelines on how to safely manage a Hazmat spill
or passenger train accident. Federal support for Operation Respond is
included in the safety regulation and program administration base.
Grade crossing safety .--In addition to the increased Operation
Lifesaver funding level, the Committee recommends an additional $450,000
for FRA's public education, training, and enforcement liaison activities
associated with grade crossing and trespasser challenges above the
requested funding of $757,000. The Committee has been informed that FRA
was required to conduct an unanticipated environmental impact statement
[EIS] for the agency's forthcoming regulation pertaining to whistle
bans. The funds to conduct the study were derived from the core grade
crossing program--$220,000 of the additional $275,000 provided by the
conferees in fiscal year 1998 for enhanced grade crossing safety
initiatives. Though whistle ban work is one of the six eligible
activities listed in the statement of managers, the Committee believes
that additional funds are needed in fiscal year 1999 to strengthen FRA's
overall grade crossing safety program, and has provided these funds for
the express purposes outlined in the conference report (House Report 105
313). In addition, FRA is encouraged to work with law enforcement
personnel on grade crossing activities, and some portion of these
additional funds may be used to defer costs associated with these
cooperative efforts.
NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM
Appropriations, 1998 ...........................
Budget estimate, 1999 $3,000,000
Committee recommendation ...........................
In 1999, the administration has requested a new appropriation under
FRA and FHWA which will enable installation of nationwide differential
global positioning system [NDGPS] transmitters by enhancing the existing
Coast Guard network throughout the United States. The FHWA portion of
the NDGPS installation funding, $5,500,000 would be administered by FRA
to support national NDGPS coverage toward establishing a network that
would facilitate positive train control technologies. Also in the FHWA
budget, $4,154,000 was requested under the NDGPS contract for the L5
system (an alternative civil frequency) for the GPS. In total, the
Department's budget requests $15,254,000 for NDGPS activities in fiscal
year 1999.
The Committee has not provided the funds requested for NDGPS under
this head, and has also denied funding for related requests within the
Federal Highway Administration's surface transportation research
contract program. However, $6,920,000 in NDGPS funding has been included
in the Coast Guard's ``Acquisition, construction, and improvements''
account, for continued installation of DGPS transmitters throughout the
United States, toward the enhancement of the existing Coast Guard DGPS
network, which is now operating only in areas along the coasts and
navigable inland waterways.
In terms of transportation needs, the primary benefit of the
requested investment for the L5 system would accrue to the Federal
Aviation Administration's wide area augmentation system program. The
Committee maintains that it would be inappropriate to fund these
aviation benefits from the Federal highway trust fund. Furthermore,
there is little, if any, evidence of the pressing need for a substantial
departmental investment in DGPS to support the National ITS Program or
the development of positive train control-based rail systems. The
Committee is also concerned that the total costs for construction,
operation, and maintenance of the DGPS over the next 15 years could
exceed $90,000,000 and that costs of construction of L5 line has not yet
been reliably determined, but could require $100,000,000 to
$200,000,000.
More generally, the Committee has not provided DGPS funds because the
primary benefit of that investment in the near-term would accrue to many
other Federal agencies and commercial interests. The Committee maintains
that DGPS-related expenses should not be derived solely from the Federal
highway trust fund or other DOT accounts. Recognizing the importance of
both DGPS and L5 to a wide array of strategic national purposes, the
Secretary will need to obtain funding from other Federal agencies and
sources as well as other modal administrations.
The Department is directed to submit a report to the House and Senate
Committees on Appropriations as part of the fiscal year 2000 budget
justification identifying the long-term costs, benefits, and cost
sharing that might be reasonably expected for both DGPS and the L5. The
likely financial role of the States, other Federal agencies, and the
private sector in those systems should be clearly specified in terms of
expected cash and in-kind contributions. The report also should address
the role that DGPS will play in the national ITS program and in the
development of positive train control systems. Both near-term (next 5
years) and long-term (next 20 years) needs should be considered. The
costs and benefits of further investment in DGPS for transportation
purposes, and an analysis of the actual number of highway crashes in
which emergency responders are substantially delayed because of an
inability to obtain exact crash locations also should be addressed in
the report.
RAILROAD RESEARCH AND DEVELOPMENT
Appropriations, 1998 $20,758,000
Budget estimate, 1999 20,757,000
Committee recommendation 25,760,000
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 $25,760,000
for railroad research and development.
COMMITTEE RECOMMENDATION
The Committee recommends the following changes to the
administration's budget submission:
Equipment, operation, and hazardous materials +$1,800,000
Safety of high speed ground transportation -150,000
R&D facilities -500,000
Alaska Railroad positive train control research and implementa- tion +4,000,000
Administration -147,000
Equipment, operation, and hazardous materials .--The Committee
recommends a program funding level of $7,466,000, which is $1,800,000
more than the administration's request. Within this amount, $2,000,000
shall be for a full-scale crash test of rail passenger equipment at the
Transportation Test Center [TTC] near Pueblo, CO. Currently, FRA has a
contract with the Volpe Transportation Research Center that supports
research on rail equipment collision and evacuation safety which depends
heavily on computer modeling. It is the Committee's belief that the
accuracy and usefulness of this research will be enhanced with a
controlled, full-scale, passenger car crash (utilizing donated
equipment), which will generate real-time data on which to base further
computer modeling and simulation work. The Committee has decreased the
human factors budget activity by $200,000 for the proposed study on
engineer napping strategies.
Track and vehicle-track interaction .--The Committee recommends a
program funding level of $6,950,000, which holds the program to the
enacted level. This funding level represents all projects being held to
a current services level and an increase of $500,000 in the bridge
safety area. The additional bridge safety funds shall be used to
demonstrate and evaluate the use of carbon composites for strengthening
aging steel railroad bridges. These funds shall be made available to a
constructed facilities center with extensive experience in this area.
The Committee is concerned that recent consolidations in the rail
freight industry have caused significant increases in rail congestion
and safety implications for the affected communities. Within this total
funding level, $500,000 is provided for the development of an automatic
traffic control management and monitoring system to enhance safety and
minimize traffic congestion that results from increased rail freight
traffic in selected high density corridors.
Safety of high-speed ground transportation .--The Committee
recommends a program funding level of $4,800,000, a decrease of $150,000
below the administration's request. Funding is not provided for the
assessment of current maglev systems.
Research and development facilities .--The Committee has included
the requested bill provision that allows FRA to sell old aluminum
reaction rail at the TTC. The aluminum reaction rail test track with
side guide rail was built in the 1970's, and does not have any research
function in today's high-speed rail testing environment. The aluminum is
an unused asset that could be sold to raise funds for needed capital
improvements at the TTC. The aluminum has not been formally appraised,
and there will be costs associated with removing the track, but
estimates of the aluminum's net worth range from $500,000 to $1,000,000.
The Committee has authorized FRA to use any profits realized from this
sale for physical plant improvements at TTC.
The Committee recommends a program funding level of $130,000 for R&D
facilities, and has not provided the requested funds for the T 6
research vehicle ( -$500,000). The Committee is aware that the
Association of American Railroads [AAR], which jointly manages many of
the research activities at the TTC, has recently purchased a new track
research vehicle. To avoid duplicative costs, the Committee directs FRA
to include in the fiscal year 2000 budget justification a description of
FRA's track research vehicle needs, and an analysis of whether the FRA
could utilize the AAR track research vehicle that is currently onsite at
TTC.
Alaska Railroad positive train control research and implementation
.--The Committee recommends $4,000,000 for the Alaska Railroad's ongoing
efforts to implement collision avoidance positive train control system
over the entire Alaska Railroad system. These funds will help fund a
satellite-based communications and tracking system that will provide
positive train separation for all locomotives and track vehicles, and
precision train control with movement-pass planning capabilities. The
Committee understands that the Alaska Railroad presents a uniquely
suitable staging area for positive train control, because it will be
much simpler and quicker to install 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, unlike the situation on other privately
controlled systems in the lower 48 States, on the Alaska Railroad there
is no debate over the correct strategy to convert from current
conventional signaling to PTC signaling. This project, once completed,
will be more than a demonstration project--it will be a fully
operational PTC system, providing the FRA and rail industry with an
invaluable baseline reference for other positive train control system
development projects.
Administration .--The Committee has provided $2,612,000 for
administration of the Office of Railroad Research and Development,
holding funding to current service levels. The Committee approves the
position requested to manage and oversee communications-based positive
train control projects, but has not approved the new position for an
additional track engineer.
NORTHEAST CORRIDOR IMPROVEMENT PROGRAM
Appropriations, 1998 $250,000,000
Budget estimate, 1999 (\1\)
Committee recommendation ...........................
\1\Requested funding of $200,000,000 for NECIP and $11,746,530
for Pennsylvania Station redevelopment is included in the proposed
``Capital grants to the National Railroad Passenger Corporation (highway
trust fund)'' appropriation.
For fiscal year 1999, the administration has requested Northeast
Corridor Improvement Program [NECIP] funding under the ``Capital grants
to the National Railroad Passenger Corporation'' account.
RAILROAD REHABILITATION AND IMPROVEMENT FINANCING PROGRAM
Section 502 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 1999 consistent with the budget request.
The Rail Rehabilitation and Improvement Financing Program, as
established in section 7203 of the Transportation Equity Act for the
21st Century [TEA21], will enable the Secretary of Transportation to
provide loans and loan guarantees to State and local governments,
Government-sponsored authorities and corporations, railroads and joint
ventures to acquire, improve, or rehabilitate intermodal or rail
equipment or facilities, including track, bridges, yards, and shops.
However, due to budgetary constraints, the Committee is unable to
provide fiscal year 1999 appropriated general funds to fund the credit
risk premium portion of the program as required by the Credit Reform
Act.
The Committee anticipates that the Department will likely receive
applications incorporating non-Federal commitments for this risk
premium, as authorized in the enabling legislation. The Committee
expects that the Secretary will consider any such applications
carefully, given the extent of the potential risk to the Federal
Government as the guarantor of the loan guarantee amount. While this
loan and loan guarantee program provides an opportunity for developing
significant rail infrastructure improvements benefiting the national
transportation system, the Secretary should proceed judiciously to
ensure that any approved applications are fully warranted.
NEXT GENERATION HIGH-SPEED RAIL
Appropriations, 1998 $20,395,000
Budget estimate, 1999 12,594,000
Committee recommendation 28,494,000
The Committee has provided $23,494,000 in general fund appropriations
for the High-Speed Ground Transportation [HSGT] Program. The amount
provided is $10,900,000 more than the administration's request.
The Committee first provided funding for the Next Generation
High-Speed Rail [NGHSR] Program in fiscal year 1995. The program funds
high-speed rail research, development, and technology programs that are
aimed at demonstrations to foster high-speed passenger service on
corridors throughout the country. The NGHSR program's authorization
lapsed at the end of fiscal year 1998, and has been recently
reauthorized in sections 7201 and 1103 of the Transportation Equity Act
for the 21st Century. In section 1103, an automatic set-aside of
$5,250,000 a year from surface transportation program safety funds is
made available for the elimination of rail-highway crossing hazards. A
limited number of rail corridors are deemed eligible for these funds,
including the gulf coast high speed railway corridor. Of these set-aside
funds, the Committee directs that $1,000,000 be used to mitigate grade
crossing hazards on the Mobile, AL, to New Orleans, LA, segment of the
gulf coast corridor. In addition to the automatic set-aside funding,
$15,000,000 in general funds is authorized to be appropriated for these
purposes. However, due to budgetary constraints, no additional funds are
appropriated pursuant to this authorization. Section 7201 of TEA21
provides a more general authorization of the high-speed rail program at
a total level of $35,000,000 in general funds each year through fiscal
year 2001. Within this total, $10,000,000 a year is authorized for
high-speed rail corridor planning. The current Federal Railroad
Administration NGHSR program emphasizes technology development and
consequently, the Committee has not provided any new funds for
high-speed rail corridor planning activities.
The Committee has made the following adjustments to the
administration's next generation high-speed rail programs:
Prototype nonelectric high-speed [HS] locomotive +$4,200,000
Advanced propulsion project +1,600,000
New York RTL 3 turbo trains +2,500,000
Sealed corridor initiative +2,100,000
High-speed Talgo service, Las Vegas-Los Angeles +5,000,000
Positive train control study +500,000
Nonelectric locomotives .--The Committee has provided a total of
$15,100,000 for the high-speed, nonelectric locomotive program. This is
$8,300,000 more than the level requested by the administration (a
request that was $2,500,000 less than the fiscal year 1998 enacted
program level). The Committee is dismayed by the administration's lack
of program continuity in the nonelectric locomotive area. FRA should
take ownership of these projects, and request a steady and reliable
funding stream from year to year. The Committee expects that the fiscal
year 2000 budget justification will demonstrate this continuity and
commitment to the nonelectric locomotive projects that are currently
underway.
Prototype nonelectric HS locomotive and advanced propulsion project
.--The funds for these programs focus on the demonstration of a
high-speed, lightweight fossil fuel locomotive that will be able to
facilitate the testing of an advanced locomotive propulsion system
[ALPS]. The Committee recommends $9,000,000 for the locomotive
demonstration and $3,600,000 for the ALPS program. These locomotives
will be designed to facilitate the testing of a flywheel turbine
developed under the ALPS program. The locomotives should have the
potential to operate at 150 mph, yet be available for revenue
demonstration at speeds of 125 mph within a 2-year period.
New York RTL 3 turbo trains .--The Committee recommends $2,500,000
for the refurbishment of two turbo trainsets for revenue service on
Amtrak's empire corridor from New York City to Buffalo. This project
received $2,500,000 in fiscal year 1998, which remains unobligated at
this time. With this additional funding, the contract to complete the
upgrades on two trainsets will be fully realized.
Grade crossing hazard mitigation .--The Committee recommends
$2,500,000 for the North Carolina sealed corridor initiative, $2,100,000
more than the level requested by the administration. The sealed corridor
initiative is a State-supported effort to systematically install
crossing hardware that positively prevents crossing incursions on 130
grade crossings on the 140-mile route from Raleigh to Charlotte. This
project is also an excellent candidate for the TEA21 set-aside hazard
elimination program referenced above, and the Committee encourages FRA
to consider granting up to $2,500,000 of the funds in that program to
the North Carolina sealed corridor initiative upon enactment of the
authorization bill.
High-speed Talgo service between Las Vegas and Los Angeles .--The
Committee has provided $5,000,000 for infrastructure upgrades including
traffic and signal systems, improving right-of-way quality and
elevation, and construction of passenger facilities on the 340-mile rail
corridor from Las Vegas to Los Angeles. Currently, there is no Amtrak
rail service between these cities. The private sector partners have
agreed to cover all operating expenses associated with this service.
Positive train control study .--The Committee recommends $500,000
for the FRA to conduct a study that will promote positive train control
[PTC] systems used in high-speed rail operations and interoperability
among those systems. Currently, there is no assurance that all PTC
systems being advanced will allow equipment of one railroad to be used
on the track of another. There is no common agreement of the
communication formats and information flows that must be shared to allow
interoperability. The objective of the proposed study is to characterize
the common elements required for interoperability in order to promote
high-speed rail development in the United States. The study will provide
the basis for developing an open systems architecture to facilitate
interoperable PTC systems. The study is an important step toward
ensuring that different positive train control technologies, which might
be used in the future by different railroads, can communicate or
interact effectively with each other. This research will accelerate the
development of any high-speed rail project, the RSAC work on positive
train control, and the national objective of establishing an
interoperable high-speed rail system in the United States. In order to
ensure an objective study, these funds shall be awarded to a research
institution or organization without a vested interest in any particular
PTC technology.
ALASKA RAILROAD REHABILITATION
Appropriations, 1998\1\ $10,000,000
Budget estimate, 1999 ...........................
Committee recommendation 10,000,000
\1\Reflects reduction of $5,280,000 pursuant to Presidential
line item veto.
The Committee has included a total of $10,000,000 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. The $10,000,000
provided in the bill will continue the railroad's multiyear effort to
reduce the backlog of deferred track maintenance and related capital
rehabilitation. The railroad has always provided a substantial
non-Federal match for past Federal appropriations, and will continue to
do so.
RHODE ISLAND RAIL DEVELOPMENT
Appropriations, 1998 $10,000,000
Budget estimate, 1999 10,000,000
Committee recommendation 5,000,000
The Committee recommends $5,000,000 for construction of a third track
paralleling the Northeast corridor for the 22-mile stretch between
Quonset Point/Davisville and Central Falls, RI. This project is an
initiative supported by the administration and Amtrak, to avoid mixing
freight traffic and high-speed passenger rail service and to provide
sufficient clearance to accommodate double-stack freight cars. There is
a 50-percent match required on the third-rail project, and Rhode Island
voters have approved a $50,000,000 State bond issue to meet this match
requirement.
In May 1998 the Federal Highway Administration and Federal Railroad
Administration signed the record of decision on this project, completing
the environmental impact statement [EIS] process. This will enable the
State of Rhode Island to commence action on final design and
construction. To date, this project has received $23,000,000 in Federal
funds, of which $3,500,000 has been obligated. However, with the
completion of the EIS, the Committee anticipates that the spending pace
will speed up, and that, by the end of fiscal year 1999, at least
$37,600,000 in total project funds will have been expended. According to
the State's project schedule, the total amount of Federal funds that
should be obligated by the end of the fiscal year is $18,800,000,
leaving a Federal share unexpended balance of $4,200,000. Combined with
the $5,000,000 made available in this appropriation, there should be
sufficient carryover funds to allow Rhode Island to sign long-lead
procurement contracts in 1999, so that the integrated construction plan
is not slowed, nor the overall Northeast corridor electrification
program impeded.
CAPITAL GRANTS TO THE NATIONAL RAILROAD PASSENGER CORPORATION (AMTRAK)
Appropriation Public Law 105 34 section 977 Total
Appropriations and other Federal funding, 1998 $344,000,000 $1,091,810,000 \1\$1,685,810,000
Budget estimate, 1999\2\ 621,476,000 1,091,810,000 1,713,286,000
Committee recommendation 555,000,000 1,091,810,000 1,646,810,000
\1\This total includes Northeast corridor improvement program funds.
\2\The administration requested that 1999 funding be derived from the highway trust fund.
The Fiscal Year 1998 Transportation Appropriations Act, Public Law
105 66, included $543,000,000 for Amtrak capital and operating grants
from general funds. The capital funding portion of this appropriation,
$199,000,000, was included to ensure some level of capital support for
Amtrak in the event that the tax refund mechanism contained in the
Taxpayer Relief Act (Public Law 105 34 section 977) was not enacted. The
bill was signed by the President on August 5, 1997, and on December 2,
1997, the Amtrak Reform and Accountability Act was enacted, triggering
the release of the TRA funds. On March 20, 1998, the Secretary of the
Treasury made a payment of $1,161,500,000 to Amtrak--one-half of the
total TRA payment, with the remainder due in 1999. Amtrak is statutorily
required in the TRA to make payments to each of the six non-Amtrak
States (Alaska, Hawaii, Maine, Oklahoma, South Dakota, and Wyoming) of 1
percent of the total Amtrak receives in that year. On April 19, 1998,
Amtrak transferred a payment of $11,615,000 to each non-Amtrak State,
for a total of $69,690,000. Therefore, the net level of Federal funding
that Amtrak received from the Taxpayer Relief Act in fiscal year 1998
was $1,091,810,000. The railroad will receive an identical payment,
under the same requirements, in fiscal year 1999.
For fiscal year 1999, the administration has requested an
appropriation of $621,476,000 for capital funding, to be derived from
the highway trust fund. These funds would be in addition to the
$1,091,810,000 in fiscal year 1999 TRA funds. The total, $1,713,286,000,
would represent an historically high Federal funding level for Amtrak
over its 28-year history as a Government-subsidized for-profit
corporation.
Amtrak appropriations history--1971 98
[In millions of dollars]
Fiscal year
Annual total
1971 72 40.0
1973 170.0
1974 149.1
1975 276.5
1976 471.2
Transition quarter (fiscal year change) 180.0
1977 800.7
1978 1,116.0
1979 1,234.0
1980 1,223.4
1981 1,246.3
1982 905.0
1983 815.0
1984 816.4
1985 707.6
1986 602.7
1987 618.5
1988 608.3
1989 603.6
1990 629.1
1991 798.9
1992 861.2
1993 846.1
1993 supplemental appropriations 45.0
1994 922.2
1995 972.0
1996 750.0
1997 760.0
Omnibus consolidated appropriations 1997 82.5
1998 (Taxpayer Relief Act) 1,091.8
1998 (appropriations, Amtrak operations and Northeast corridor improvement program) 594.0
Total 20,937.1
Source .--Amtrak Strategic Business Plan, fiscal year 1998
2000 (September 23, 1997).
[Graphic Image Not Available]
Under the administration's fiscal year 1999 request, no less than
$200,000,000 would be for Northeast corridor improvements; $409,229,470
would be for capital grants; $11,746,530 would be for the New York
Pennsylvania Station redevelopment project; and $500,000 would be for
departmental costs associated with the independent assessment of
Amtrak's financial requirements and Amtrak reform council administrative
expenses.
COMMITTEE RECOMMENDATION
The Committee recommends an additional $555,000,000 for Amtrak
capital grants in fiscal year 1999. This is $66,476,000 less than the
administration's request, and brings total Federal fiscal year 1999
funding for Amtrak to $1,646,810,000 when the Taxpayer Relief Act
funding of $1,091,810,000 is included. This funding level should be
sufficient to provide for Amtrak's capital infrastructure and equipment
needs.
The Committee has included bill language to allow the capital funds
provided in this act to be spent under the same definition of capital
expenses that currently pertains to Federal capital funds provided for
other transportation modes.
In addition, section 977 of the TRA, which allows the use of funds
for ``the acquisition of equipment, rolling stock, and other capital
improvements, the upgrading of maintenance facilities, and the
maintenance of existing equipment, in intercity passenger rail service *
* *'', statutorily provides Amtrak the flexibility to utilize the TRA
capital funds in the most effective ways. According to the fiscal year
1999 budget, Amtrak estimates that approximately $400,000,000 of its
annual operating expenses are spent on progressive overhauls and
maintenance of existing equipment, and that these expenses are eligible
for funding under the TRA. If Amtrak's own operating revenues are
insufficient to cover its fiscal year 1999 costs, an amount of the
railroad's eligible expenses could be funded either through the TRA or
through funds provided in this act utilizing the broader definition of
capital expenses.
Use of appropriated capital funds .--The administration's request
earmarks $500,000 for departmental costs associated with the independent
assessment of Amtrak's financial requirements and Amtrak reform council
administrative expenses. This is not necessary, because the Committee
has responded to both these issues within other accounts. The
departmental expenses have been incurred primarily by the Office of
Inspector General [OIG], and the Committee responded this past spring by
allowing the OIG to transfer $400,000 of the $2,450,000 provided for the
Amtrak Reform Council in the fiscal year 1998 emergency supplemental
(Public Law 105 174), to alleviate the costs of new responsibilities
associated with administering the contract for the independent financial
assessment. In addition, $450,000 is provided for the newly formed
Amtrak Reform Council under a separate head in this bill, to pay for
administrative expenses incurred in carrying out its mission as outlined
in the Amtrak Reform and Accountability Act of 1997.
The administration's request also earmarks $11,746,530 for the New
York Pennsylvania Station redevelopment project. It is not necessary to
provide appropriated general funds for this project, because it has been
fully funded by a high-priority projects contract authority earmark of
$40,000,000 in the Transportation Equity Act for the 21st Century
(TEA21, sec. 1602, No. 1679). The Federal Government committed to a
$100,000,000 share of this project, which will renovate and reconstruct
the James A. Farley Post Office in New York City as a new Amtrak
station, replacing the current Amtrak connection at Pennsylvania Station
one block away. The two stations will be connected by a lengthened
underground passenger platform, mitigating crowded conditions, and
separating the commuter rail operations from the intercity passenger
rail operations. To date, Federal funds provided through ISTEA and
appropriations bills total $88,253,470. With the $40,000,000 guaranteed
highway funds that are provided in TEA21, the Federal commitment will be
more than filled, and further appropriated funds are not necessary.
Northeast Corridor Improvement Program.-- The Committee has
recommended $200,000,000 of the appropriated capital funds for the
Northeast Corridor Improvement Program, as requested by the
administration. The Committee is aware that work on implementing
Amtrak's Northeast corridor high-speed rail program is progressing
rapidly on all fronts. Electrification and infrastructure work and
trainset manufacturing are underway, and the railroad is planning every
facet of implementation of the new high-speed rail service when the
first Bombardier trainset is delivered to Amtrak for revenue service in
October 1999. Much of Amtrak's future is riding on the success of this
high-speed service. Amtrak estimates in its March 10, 1998 revised
strategic business plan that the profits associated with the initiation
of high-speed service in the Northeast corridor will net the railroad
some immediate level of profit in fiscal year 1999, and an increasing
profit margin of $93,000,000 in fiscal year 2000, $190,000,000 in fiscal
year 2001, and $210,000,000 in fiscal year 2002. The cost benefits of
high-speed service will allow the railroad to become less dependent on
Federal subsidies, and the shorter travel times should make all
passenger train service between Washington, DC, and Boston even more
competitive with other transportation choices.
Of the appropriated general capital funds provided for Amtrak in this
bill, $3,950,000 shall be dedicated to funding the following projects of
high priority in the specified amounts:
Southern Pines, NC, railroad station restoration .--The Committee
recommends $800,000 for restoration of the historic Southern Pines, NC,
railroad station, which is owned by the State of North Carolina and is
served by Amtrak's Silver Star route. The State will contribute to this
project, which enjoys broad local support.
Brattleboro to White River Junction, VT, rail signalization upgrade
project .--The Committee recommends $500,000 for the replacement of
outdated pole line signal controls along the main rail line between
Brattleboro and White River Junction, VT. The Amtrak Vermonter is routed
along this track, which is owned by the New England Central Railroad.
These funds shall be used to upgrade the pole line signal system to an
electronic control system along this 60-mile stretch of track.
Advanced civil speed enforcement systems upgrade .--The Committee
recommends $1,000,000 for the installation of a speed monitoring system,
the advanced civil speed enforcement systems [ACSES], on all locomotives
operating between New Haven, CT, and Boston, MA. In the interest of
passenger and crew safety, the Federal Railroad Administration has
required the installation of the ACSES on all locomotives, of both
passenger and freight trains, that operate on the segment of the
Northeast corridor between New Haven and Boston, before high-speed rail
service is introduced on the north end of the corridor. The funds made
available herein shall be distributed to freight or passenger operators
who have not yet made this capital upgrade, and priority consideration
shall be given to smaller operators who have no alternative Federal
source of funds for this purpose.
Amtrak station at T.F. Green Airport .--The Committee is aware of
the State of Rhode Island's interest in enhancing high speed passenger
rail service and improving intermodal transportation by establishing an
Amtrak station at T.F. Green Airport. The Committee believes the
airport's close proximity to the Northeast corridor and the State's
efforts to date make this a worthy initiative that deserves Amtrak's and
the Federal Railroad Administration's [FRA] support and assistance. The
Committee instructs Amtrak and the FRA to report on their efforts to
assist the State of Rhode Island by February 1, 1999.
Erie, PA, rail passenger station renovation .--The Committee
recommends $1,400,000 for rehabilitation and relocation of the Erie, PA,
Amtrak passenger station. Amtrak's Northeast Direct, Lake Shore Limited,
and Pennsylvanian routes serve this station, which has become profoundly
dilapidated over the years and is in need of repairs and improvements to
bring the station into compliance with Americans With Disabilities Act
regulations. Amtrak shall work with the city of Erie and the
Commonwealth of Pennsylvania to explore all funding match alternatives,
and to begin renovation work on the station with all due speed.
High-speed rail improvements outside the Northeast corridor .--The
Committee directs Amtrak and the Federal Railroad Administration to
determine what improvements would need to be made on the Washington, DC,
to Richmond, VA, corridor to bring the line higher-speed rail service.
Currently, the 107-mile distance between Richmond and Washington takes
approximately 2 hours on Amtrak, an average speed of 53 miles per hour.
Amtrak is directed to report its findings to the Committee no later than
March 31, 1999. The study shall include an analysis of current and
potential ridership, cost-sharing strategies, necessary capital
improvements, track use agreement issues, and a cost-benefit analysis
for each outlined option. The Committee recommends that Amtrak use up to
$250,000 of the funds provided in this appropriation to prepare this
study.
GENERAL PROVISIONS
The Committee has included the following general provision relating
to Amtrak funding and operations.
Section 325.-- Public disclosure of Amtrak ticket subsidy. --The
Committee believes that Amtrak should provide each passenger with a
clear and unambiguous description of the American taxpayers' support for
its operations. In its recent analysis of Amtrak's route system, the
General Accounting Office calculated Amtrak's average per passenger loss
by using Amtrak's fully allocated costs and the ridership on its core
intercity passenger service. The Committee believes that this method
produces a meaningful indication of Amtrak's operating performance.
Accordingly, the bill requires Amtrak to incorporate this method of
calculating its per passenger loss in its disclosure to passengers.
Further, the bill requires Amtrak to verify its calculation with the
General Accounting Office. The Committee expects that Amtrak will convey
its per passenger loss and continuing need for support from the American
taxpayers using the following language: ``The American taxpayer
subsidized this railroad ticket. Amtrak lost an average of $47 per
passenger in fiscal year 1997.'' Amtrak would be expected to update the
disclosure contained on passenger tickets with the latest annual data.
FEDERAL TRANSIT ADMINISTRATION
SUMMARY OF FISCAL YEAR 1999 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 in both
metropolitan and rural areas; 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 the programs funded by the Federal
Transit Administration is contained in the Transportation Equity Act for
the 21st Century.
Under the Committee recommendation, a total program level of
$5,365,000,000 would be provided for the programs of the Federal Transit
Administration for fiscal year 1999.
The following table summarizes the Committee's recommendations
compared to fiscal year 1998 and the administration's request:
[In thousands of dollars]
Program 1998 enacted\1\ 1999 estimate\2\ Committee recommendation
Administrative expenses 45,738 48,142 54,000
Formula grants 2,500,000 3,709,235 2,850,000
University transportation research 6,000 (\3\) 6,000
Transit planning and research 92,000 91,900 98,000
Capital investment grants \4\2,000,000 \4\876,115 \4\2,257,000
Job access and reverse commute grants 100,000 50,000
Washington Metro 200,000 50,300 50,000
----------------- ------------------ --------------------------
Total 4,843,738 4,775,692 5,365,000
\1\Excludes reductions for TASC pursuant to section 320 of Public Law 105 66 and Presidential line-item veto.
\2\The budget proposes funding all FTA programs from the ``Mass transit'' account of the highway trust fund.
\3\Proposed to be funded within transit planning and research.
\4\Limitation on obligations.
ADMINISTRATIVE EXPENSES
General fund Trust fund Total
Appropriations, 1998\1\ $45,738,000 $45,738,000
Budget estimate, 1999 $48,142,000 48,142,000
Committee recommendation 10,800,000 43,200,000 54,000,000
\1\Excludes reduction of $124,000 for TASC pursuant to section 320 of Public Law 105 66.
The Committee recommends a total of $54,000,000 in budget resources
funds for administrative expenses. The administration's request
envisioned funding administrative expenses from the ``Mass transit''
account of the highway trust fund.
Project management oversight activities, section 5327 .--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.
There are approximately nine fixed guideway projects planned and in
process that are expected to cost $1,000,000,000 or more. The DOT Office
of Inspector General is in the process of auditing two of those
projects. The Committee directs the OIG to track the progress of all
fixed guideway projects of national significance and perform audits of
those experiencing cost, schedule, or financing problems. To help fund
this work, the OIG is authorized to draw $1,000,000 from FTA's project
management oversight funds, as specified in the bill.
FORMULA GRANTS
General fund Trust fund Total
Appropriations, 1998 $240,000,000 $2,260,000,000 $2,500,000,000
Budget estimate,\1\ 1999 3,709,235,000 3,709,235,000
Committee recommendation 570,000,000 2,280,000,000 2,850,000,000
\1\The administration request includes fixed guideway modernization.
Formula grants to States and local agencies funded under this heading
fall into four categories: urbanized area formula grants (U.S.C. sec.
5307); clean fuels formula grants (U.S.C. sec. 5308); formula grants and
loans for special needs of elderly individuals and individuals with
disabilities (U.S.C. sec. 5310); and formula grants for other than
urbanized areas (U.S.C. sec. 5311). In addition, set asides of formula
funds are directed to: a new grant program for intercity bus operators
to finance Americans With Disabilities Act [ADA] accessibility costs;
and the Alaska Railroad for improvements to its passenger operations.
Within the total funding level of $2,850,000,000, the new statutory
distribution of these formula grants is allocated among these categories
as follows:
Urbanized areas (sec. 5307) $2,548,190,791
Clean fuels (sec. 5308) 50,000,000
Elderly and disabled (sec. 5310) 67,035,601
Nonurbanized areas (sec. 5311) 177,923,658
Rural Transportation Accessibility Incentive Program 2,000,000
Alaska railroad 4,849,950
Section 3007 of the Transportation Equity Act amends U.S.C. section
5307, urbanized area formula grants by striking the authorization to
utilize these funds for operating costs, but includes a specific
provision allowing the Secretary to make operating grants to urbanized
areas with a population of less than 200,000. Generally, these grants
may be used for capital projects, and to finance planning and
improvement costs of equipment, facilities, and associated capital
maintenance used in mass transportation. All urbanzied areas greater
than 200,000 in population are statutorily required to use 1 percent of
their annual formula grants on enhancements, which include landscaping,
public art, bicycle storage, and connections to parks.
Section 3008 of TEA21 overwrites the Mass Transit Account Block
Grants Program and replaces it with the Clean Fuels Formula Grants
Program. The new program provides grants for the purchase or lease of
clean fuel buses for eligible recipients in areas that are not in
compliance with air quality attainment standards. TEA21 statutorily sets
aside $50,000,000 of the total formula program funds for the new clean
fuels program. The Committee is aware that several problems associated
with heavy mass transit buses can be addressed through the use of
lightweight composite primary structure. These problems include
excessive road wear, fuel economy, brake wear, and difficulty
incorporating clean fuel systems. The Committee encourages the
Administrator to use $4,000,000 of the clean fuels formula funds to
establish a composite bus structure demonstration program to validate
long-term structural integrity and maintainability of composite primary
bus structure in a transit operating environment.
The elderly and disabled and nonurbanized areas formula grants
programs have been reauthorized without any substantive changes.
The following table displays the State-by-State distribution of the
formula program funds within each of the program categories:
FEDERAL TRANSIT ADMINISTRATION, FISCAL YEAR 1999 APPORTIONMENTS FOR FORMULA PROGRAMS (BY STATE)
State Section 5307 urbanized area formula apportionment Section 5311 nonurbanized formula apportionment Section 5310 elderly and persons with disabilities apportionment Total formula programs
Alabama $11,448,978 $4,228,780 $1,160,647 $16,838,405
Alaska 2,084,859 630,602 185,871 2,901,332
American Samoa 89,880 52,397 142,277
Arizona 28,863,235 1,851,249 1,023,763 31,738,247
Arkansas 4,437,072 3,380,734 812,084 8,629,889
California 404,820,386 8,251,269 6,271,272 419,342,928
Colorado 31,175,375 1,761,316 794,916 33,731,608
Connecticut 35,537,313 1,597,680 910,339 38,045,332
Delaware 4,871,260 398,583 278,659 5,548,502
District of Columbia 19,766,462 276,620 20,043,082
Florida 121,835,003 5,304,280 4,233,062 131,372,345
Georgia 44,801,810 6,182,926 1,503,895 52,488,632
Guam 255,869 132,972 388,840
Hawaii 19,715,744 693,939 353,457 20,763,140
Idaho 2,611,707 1,400,002 361,628 4,373,337
Illinois 178,200,662 5,672,490 2,737,694 186,610,846
Indiana 28,038,909 5,479,496 1,438,171 34,956,576
Iowa 7,342,475 3,524,466 872,739 11,739,680
Kansas 6,877,235 2,803,601 732,264 10,413,100
Kentucky 14,117,305 4,628,133 1,112,476 19,857,914
Louisiana 23,605,365 3,827,801 1,116,063 28,549,229
Maine 1,873,536 1,847,063 451,211 4,171,811
Maryland 66,793,154 2,305,970 1,121,323 70,220,447
Massachusettes 97,110,007 2,471,299 1,613,444 101,194,750
Michigan 50,670,971 6,692,700 2,342,839 59,706,510
Minnesota 25,338,046 3,851,262 1,137,080 30,326,388
Mississippi 4,031,432 3,758,332 789,061 8,578,825
Missouri 28,788,463 4,485,729 1,458,410 34,732,602
Montana 1,976,281 1,134,112 332,096 3,442,489
Nebraska 7,022,250 1,711,231 517,396 9,250,877
Nevada 15,616,798 558,691 385,885 16,561,374
New Hampshire 2,768,934 1,479,267 364,757 4,612,959
New Jersey 150,533,752 2,115,039 1,936,285 154,585,075
New Mexico 5,915,986 1,662,741 455,491 8,034,218
New York 455,065,563 7,445,190 4,481,782 466,992,534
North Carolina 22,137,693 7,908,991 1,709,831 31,756,515
North Dakota 1,926,497 838,726 283,256 3,048,479
Northern Mariana Islands 83,293 52,189 135,482
Ohio 72,161,826 8,051,902 2,856,940 83,070,668
Oklahoma 9,323,663 3,442,105 960,541 13,726,309
Oregon 22,267,054 2,733,062 893,273 25,893,390
Pennsylvania 125,058,247 8,981,981 3,424,587 137,464,814
Puerto Rico 38,115,924 2,684,099 847,585 41,647,607
Rhode Island 8,372,466 343,837 402,028 9,118,332
South Carolina 9,650,172 3,958,489 928,595 14,537,257
South Dakota 1,389,716 1,022,342 305,582 2,717,640
Tennessee 18,996,990 5,109,957 1,369,761 25,476,709
Texas 131,378,560 10,788,540 3,536,745 145,703,845
Utah 17,042,862 774,992 424,725 18,242,578
Vermont 698,431 914,062 253,268 1,865,761
Virgin Islands 195,639 135,122 330,761
Virginia 51,284,500 4,530,472 1,424,809 57,239,782
Washington 68,412,549 3,174,445 1,278,234 72,865,228
West Virginia 3,367,205 2,699,193 679,558 6,745,956
Wisconsin 29,244,129 4,663,889 1,304,931 35,212,950
Wyoming 965,020 652,297 215,996 1,833,313
--------------------------------------------------- ------------------------------------------------- ------------------------------------------------------------------ ------------------------
Subtotal 2,535,449,837 177,034,040 67,035,601 2,779,519,477
Oversight 12,740,954 889,618 13,630,572
--------------------------------------------------- ------------------------------------------------- ------------------------------------------------------------------ ------------------------
Total 2,548,190,791 177,923,658 67,035,601 2,793,150,050
=================================================== ================================================= ================================================================== ========================
Alaska Railroad 4,849,950
Clean Fuels 50,000,000
Rural Transportation Accessibility Incentive Program 2,000,000
--------------------------------------------------- ------------------------------------------------- ------------------------------------------------------------------ ------------------------
Grand total 2,850,000,000
Coordination between public transit agencies and human service
agencies .--The Committee notes the success that Madison METRO in
Madison, WI, has had in coordinating with the State and county officials
on the provision of nonemergency Medicaid transportation. The Madison
experience contains valuable lessons and should be shared with other
public transit providers, particularly since many areas have had
difficulty achieving a coordinated effort. In order to foster the best
use of limited public resources, the Committee directs the Secretary of
Transportation, working with the Secretary of Health and Human Services
through the DOT/HHS Coordinating Council, to advance joint efforts to
create State and regional planning guidelines which promote
transportation coordination between public transit agencies and human
service transportation providers. The joint planning guidelines task
force, which was created to tackle this issue, is further encouraged to
work collaboratively with Madison METRO and the coalition for
paratransit solutions to ensure timely public transit agency input and
dissemination of the planning guidelines.
UNIVERSITY TRANSPORTATION RESEARCH
General fund Trust fund Total
Appropriations, 1998 $6,000,000 $6,000,000
Budget estimate, 1999 (\1\) (\1\)
Committee recommendation 1,200,000 $4,800,000 6,000,000
\1\Proposed to be funded within transit planning and research accounts.
Section 5505 of TEA21 provides authorization 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 Committee action provides $6,000,000 for the university
transportation centers program, the same level as provided in fiscal
year 1998.
TRANSIT PLANNING AND RESEARCH
General fund Trust fund Total
Appropriations, 1998\1\ $92,000,000 $92,000,000
Budget estimate, 1999 (highway trust fund) $91,900,000 91,900,000
Committee recommendation 19,800,000 78,200,000 98,000,000
\1\Excludes $500,000 reduction pursuant to Presidential line-item veto.
The Committee action provides $98,000,000 for transit planning and
research. The bill contains language specifying that $43,841,600 shall
be available for the metropolitan planning program; $5,250,000 for the
rural transit assistance program; $27,500,000 for the national planning
and research program; $9,158,400 for the State planning and research
program; $8,250,000 for transit cooperative research; and $4,000,000 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-- Committee recommendation
1998 program level 1999 budget estimate
Metropolitan planning $39,500,000 $39,500,000 $43,841,600
Rural transit assistance program 4,500,000 5,250,000
State planning and research program 8,250,000 8,250,000 9,158,400
Transit cooperative research program 8,250,000 8,250,000
National Transit Institute 3,000,000 3,000,000 4,000,000
National planning and research program\1\ 36,250,000 26,900,000 27,500,000
University transportation centers 6,000,000
-------------------- ---------------------- -------------
Total 91,500,000 91,900,000 98,000,000
\1\Reflects $500,000 Presidential line-item veto in fiscal year 1998.
The Committee action provides funding for a number of important
initiatives in fiscal year 1999. They are as follows:
National Transit Institute .--Of the funds provided, the Committee
recommends $1,000,000 be committed to transit workplace safety training.
Within the national planning and research program, the folowing
projects have been provided specific funding levels in the bill:
Calstart .--The Committee has provided $1,000,000 for two
transportation technology projects in the State of California: the Santa
Barbara Electric Transportation Institute and for the San Diego Clean
Fuel Ferry Program. The Committee directs the Secretary to work with the
CALSTART advanced transportation technology consortium to fund a
feasibility analysis and preliminary implementation plan for clean fuel
ferry service in the San Diego area. The Committee also notes that the
Santa Barbara ETI is eligible for formula funding under the new clean
fuels formula program and the capital investment grant bus set-aside
program for clean fuels bus projects.
City of Branson congestion study .--The Committee is aware of
Branson, MO, severe traffic congesting and the urgent need to explore
transportation alternatives. The Committee has provided $450,000 for the
city of Branson to undertake a transportation investment analysis to
develop and evaluate mobility alternatives.
Special Olympics planning and assistance .--The Committee has
provided $1,500,000 for transportation system support for the 1999
Special Olympics World Summer Games, to be held in the
Raleigh-Durham-Chapel Hill Triangle in North Carolina from June 26
through July 4, 1999. This funding complements other Federal agency
participation in the games, which will be the largest multisport event
in the world during 1999.
Skagit County north sound connecting communities project .--The
Committee has provided $50,000 for the Skagit County Council of
Governments North Sound connecting communities project (the Cascadia
project). The Cascadia project will recommend enhanced intercounty
connections to expanded service on the Northwest passenger rail corridor
between Seattle and Vancouver, BC, including local and intercounty
transit, auto, and passenger-only ferry service, intercity coach and
airporter service. The allocation shall be matched equally with State,
local, and private sector funds.
Project Action. --The Committee recognizes the ongoing efforts of
Easter Seals Project Action, and supports a continued active role for
Project Action in the Federal Transit Administration's national planning
and research program specialized transit services activity. Consistent
with TEA21, the annual setaside for project action is increased from
$2,000,000 to $3,000,000.
Olympics security training and assistance .--The Committee has
provided $1,000,000 for the Salt Lake City, UT Winter 2002 Olympics
transit training and security programs. The funds will be used for
training operators and mechanics of both bus and light rail operations,
and for training security personnel for the Utah Transit Authority
system and facilities.
Desert air quality .--The Committee has provided $500,000 for a
comprehensive analysis of air quality in Las Vegas, NV, by the Desert
Research Institute, to develop a remote pollution sensing program to
identify high-emitting vehicles, study air pollution transport from the
Los Angeles Basin, develop emission reductions strategies, and study the
impact of air pollution in desert climates.
Vegetation control techniques on rail right-of-way .--The Committee
has provided $250,000 for a survey of known effective vegetation control
technologies currently in use on rail rights-of-way throughout the
United States. Vegetation growth that encroaches on the right-of-way is
a problem common to commuter and freight carriers throughout the county.
However, many States are considering moratoria on herbicide use as
public interest in pursuing alternatives to chemical control of
vegetation increases. FTA is directed to work with the Federal Railroad
Administration to conduct demonstration testing of vegetation control
technologies in cooperation with commuter or freight railroad carriers
that express interest in participating in this research program.
Zinc-air battery .--The Committee recognizes that a demonstration
program for alternative, renewable, and clean transportation
technologies has been authorized for implementation in southern Nevada.
This comparative framework provides valuable opportunity to assess the
relative merits of these emerging technology options. Accordingly, the
Committee directs FTA to provide $1,000,000 to continue and expand the
zinc-air bus demonstration project in Las Vegas, NV.
Virtual transit enterprise [VTE] .--The Committee has provided
$1,400,000 for phase II of the virtual transit enterprise, a science and
technology collaboration between the South Carolina Department of
Transportation and the South Carolina Research Authority designed to
improve efficiency and reduce the cost of operations of South Carolina
transit providers through the use of distributed information technology.
In addition to the initiatives listed above, the Committee reaffirms
the transit planning and research grants from the national program that
were contained in sec. 3012 of the Transportation Equity Act:
North Orange-South Seminole County, FL, fixed guideway ITS application $750,000
Galveston, TX, fixed guideway ITS activities 750,000
Washoe County, NV, transit technology 1,250,000
Massachusetts Bay Transit Authority advanced electric transit buses and related infrastructure 1,500,000
Palm Springs, CA, fuel cell buses 1,000,000
Gloucester, MA, intermodal technology center 1,500,000
Southeastern Pennsylvania Transit Authority advanced propulsion control system 2,000,000
However, the Committee notes that, according to the ITS Joint Program
Office, any and all of these projects could be funded within the
intelligent transportation system program.
TRUST FUND SHARE OF EXPENSES
(Liquidation of Contract Authorization)
(highway trust fund)
Appropriations, 1998\1\ $2,260,000,000
Budget estimate, 1999 ...........................
Committee recommendation 2,446,200,000
\1\Includes $50,000,000 made available in section 607 of Public
Law 105 78.
For fiscal year 1999, the Committee has provided $2,446,200,000 in
liquidating cash for the trust fund share of transit expenses associated
with the following programs: administrative expenses, formula grants,
university transportation research, transit planning and research, and
job access and reverse commute grants. This level of funds is equal to
the total budget authority from the highway trust fund inside the
transit firewall as outlined in the transportation discretionary
spending guarantee subtitle of the Transportation Equity Act for the
21st Century.
CAPITAL INVESTMENT GRANTS
(Limitation on Obligations)
(Highway Trust Fund)
Appropriations, 1998 $2,000,000,000
Budget estimate, 1999 876,114,857
Committee recommendation 2,257,000,000
Section 5309 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 Transportation
Equity Act, 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, under the administration's proposal, only new fixed
guideway systems or extensions--major capital investments--would be
funded in this account.
The Committee action provides a level of $2,257,000,000. Within this
total, $1,805,600,000 is from the ``Mass transit'' account of the
highway trust fund, and no more than $451,400,000 shall be appropriated
from general funds. The following table summarizes the Committee
recommendations:
[In thousands of dollars]
1998 program level Fiscal year 1999 budget estimate Committee recommendations
Bus and bus facilities 400,000 451,400
Fixed guideway modernization 800,000 902,800
New systems and new extensions 800,000 876,115 902,800
-------------------- ---------------------------------- ---------------------------
Total 2,000,000 876,115 2,257,000
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 1996
Transportation appropriations bill (Public Law 104 50) and previous acts
making these funds available for reallocation in fiscal year 1999. As in
previous years, a general provision (sec. 317) is included which limits
funding availability for these fiscal year 1999 discretionary funds,
except fixed-guideway modernization funds, to 3 years from enactment.
Under the 3-year availability rule, funding provided in fiscal year
1996 for the following bus and bus-related projects will lapse if the
grant recipients do not obligate the remaining unobligated funds by
September 30, 1998.
Remaining
unobligated funds
Norwich, CT, bus transfer/parking facility $1,488,750
Buffalo, NY, Crossroads intermodal station 496,250
Albany, NY, CNG buses 4,962,500
New Rochelle, NY, intermodal facility 744,375
Rensselaer, NY, intermodal station 5,843,750
Erie, PA, intermodal complex 3,970,000
Nashville, TN, electric buses 297,750
Peoria, IL, transfer facility 714,601
Arkansas, buses 794,000
Saint Bernard Parish, LA, intermodal facility 1,488,750
San Diego, CA, San Ysidro intermodal center 4,674,500
The Committee urges the grant recipients noted above to move swiftly
to obligate these funds. When the transportation appropriations
conferees meet later this year, any unobligated funds in the bus or new
systems accounts that were earmarked in fiscal year 1996 or prior will
be available for reprogramming under the 3-year availability rule.
Honolulu buses and bus facilities .--Funds provided in Public Law
104 50 for the Honolulu/Oahu Kuakini Medical Center are reprogrammed for
buses and bus facilities for the city and county of Honolulu, HI.
BUS AND BUS FACILITIES
The Committee recommendation for bus and bus facilities funding is
$451,400,000, which is 20 percent of the total made available for
capital investment grants. These funds may be used to replace,
rehabilitate, and purchase buses and related equipment and to construct
bus-related facilities. Under TEA21, there are three set-asides from bus
funds within the allocation of discretionary bus grants: $3,000,000 is
made available for the Altoona, PA, bus testing facility; $50,000,000 is
made available only for grants that meet the 49 U.S.C. section 5308
Clean Fuels Formula Grant Program standards, and $4,850,000 is made
available for qualifying fuel cell bus projects.
The Committee has included bill language that delineates a number of
eligible bus and bus facilities projects, and directs the Federal
Transit Administrator to submit to the congressional appropriations and
authorizing committees, within 60 days of enactment of the fiscal year
1999 appropriations legislation, a grant recommendation list choosing
from among the projects listed in the appropriations bill. This list is
inclusive of all bus and bus facilities projects that were included in
the TEA21 legislation (sec. 3031), as well as projects that have been
brought to the Appropriations Committee's attention as being meritorious
and in need of Federal assistance.
The Committee recommends the following projects for funding under
this program.
AC Transit electric bus program, CA
Albany, NY paratransit buses and facilities
Albuquerque, NM buses and bus facilities
Alexandria, VA King Street Station access
Alexandria, VA bus maintenance facility
Allegheny County, PA buses and intermodal station
Altoona, PA Metro Transit Authority buses
Altoona, PA pedestrian crossover
Altoona, PA Metro Transit Authority Logan Valley Mall suburban
transfer center
Anacortes, WA ferry terminal information system
Anchorage, AK Ship Creek intermodal facility
Arkansas statewide bus needs
Armstrong County-Mid County, PA bus facilities and buses
Atlanta, GA MARTA buses
Austin, TX Capital Metro bus replacement
Babylon, NY intermodal center
Beaver County, PA transit facility
Bellingham, WA Whatcom Transit Authority bus maintenance facility
Berlin, NH Tri-County Community Action transit garage
Birmingham, AL intermodal facility
Birmingham-Jefferson County, AL buses
Boston, MA Logan Airport intermodal buses
Boston, MA Charles Street/MA General Hospital ``T'' Station
Rehabilitation
Boston, MA South Station intermodal center connection link
Boulder/Denver, CO RTD buses
Bradford County, PA Endless Mountain Transportation Authority buses
Brattleboro, VT Union Station multimodal center
Brazos, TX Transit Authority buses and facilities
Bremerton, WA Sinclair's Landing, multimodal center
Brockton, MA intermodal transportation center
Brookhaven Town, NY elderly and disabled buses and vans
Brooklyn-Staten Island, NY mobility enhancement buses
Broome County, NY buses and fare collection equipment
Broward County, FL buses
Buffalo, NY Crossroads intermodal station
Buffalo, NY Auditorium intermodal center
Burlington, VT ferry terminal improvemets
Burlington, VT multimodal center
Butte, MT bus replacements
California I 5 corridor intermodal transit centers
Cambria County, PA bus facilities and buses
Carroll County, NH transportation alliance buses
Cedar Rapids, IA Ground Transportation Center
Centre Area, PA Transportation Authority buses
Chambersburg, PA Transit Authority buses and intermodal center
Chelan, WA Chelan-Douglas multimodal center
Chester County, PA Paoli transportation center
Clark County, NV RTC CNG fueling facility
Clark County, NV Regional Transportation Commission buses
Cleveland, OH Triskett Garage bus maintenance facility
Clinton, WA ferry terminal
Colorado statewide buses
Columbia, SC bus replacement
Concord Area Transit, NH buses
Corpus Christi, TX transit authority buses and facilities
Crawford Area, PA buses
Culver City, CA CityBus buses
Dade County, FL Metro-Dade Transit Agency replacement buses
Dallas, TX Dallas Area Rapid Transit buses
Davis, CA Unitrans transit maintenance facility
Davis/Sacramento CA hydrogen bus technology validation
Dayton, OH multimodal transportation center
Daytona, FL intermodal center
Deerfield Valley, VT Transit Authority
Demonstration of universal electric transportation subsystems
(DUETS), bus system, NM
Denver, CO Stapleton intermodal center
Des Moines, IA intermodal facility
Dothan, AL Wiregrass Transit Authority demand response shuttle buses
and transit facility
Duluth, MN Transit Authority community circulation vehicles
Duluth, MN Transit Authority intelligent transportation systems
Duluth, MN Transit Authority transit hub
Dutchess County, NY Loop System buses
East Hampton, NY elderly and disabled buses and vans
El Paso, TX Sun Metro demand response, maintenance, and terminal
facility
Erie, PA Metropolitan Transit Authority buses
Essex and Middlesex Counties, MA buses
Eugene, OR Lane Transit District buses
Everett, WA multimodal transportation center
Fairbanks, AK intermodal rail/bus transfer facility
Fayette County, PA intermodal facilities and buses
Fayetteville, AR University of Arkansas Transit System buses
Folsom, CA Railroad block project
Fort Ord, CA multi-modal transportation center
Fort Dodge, IA Intermodal Facility
Fort Worth, TX buses
Frankford, PA Septa transportation center
Galveston, TX alternative fuel buses
Gary, IN Transit Consortium buses
Georgetown University fuel cell bus development and manufacturing
Gloucester, MA intermodal transportation center
Grand Forks, Fargo, Bismarck-Mandan and Minot, ND buses
Grant County, WA buses and vans
Greater Laconia, NH Transit Agency buses
Greensboro, NC Transit Authority buses and vans
Greensboro, NC multimodal center
Harrison County, MS multimodal center/hybrid electric shuttle buses
Harrisonburg, VA buses
Hartford, CT transportation access project
Healdsburg, CA intermodal facility
Honolulu, HI bus facility and buses
Hot Springs, AR transportation depot and plaza
Humboldt, CA intermodal facility
Huntington Beach, CA senior center shuttle buses
Huntington, WV intermodal facility
Huntsville, AL U.S. Space and Rocket Center intermodal facility
Hyannis, MA intermodal transportation center
Illinois statewide buses and bus-related equipment
Indianapolis, IN buses
Iowa/Illinois Transit Consortium bus safety and security
Iowa statewide bus request
Ithaca, NY TCAT bus technology improvements
Jackson, MS buses and facilities
Jacksonville, FL Transit Authority buses and mini transit center
Jasper, AL buses
Johnson County, KS bus maintenance/operations facility
Kansas City, MO Union Station redevelopment
Kansas City, MO two-way radios; farebox system; facility repair
Keene, NH HCS community care buses and equipment
King County/Kingdome, WA pedestrian bridges
King County, WA Metro transit transfer facilities
Lackawanna County, PA Transit System buses
Lake Tahoe, CA intermodal terminal
Lake Tahoe, CA alternative fuels station
Lake Tahoe, CA coordinated transit system
Lakeland, FL Citrus Connection transit vehicles/equipment
Lane County, OR bus rapid transit
Lansing, MI CATA bus technology improvements
Las Vegas, NV RTC South Resort Corridor transit center
Las Vegas, NV Citizen Area Transit System
Las Cruces, NM buses, facilities and park and ride
Lebanon, NH advance transit buses
Lee County, AL buses
Little Rock, AR Central Arkansas Transit buses
Little Rock, AR New Harbor Inlet intermodal center
Livermore-Ardmore Valley, CA automatic vehicle locator program
Long Island, NY CNG transit vehicles and facilities
Long Island, NY bus replacement
Long Beach, NY central bus facility
Los Angeles County, CA Foothills transit buses
Los Angeles County, CA Metropolitan Transportation Authority bus
replacement
Los Angeles, CA Foothills transit bus maintenance facility
Los Angeles, CA San Fernando Valley smart shuttle buses
Los Angeles, CA Union Station Gateway intermodal transit center
Los Angeles, CA municipal transit operators consortium
Louisiana statewide bus request
Louisville, Kentucky University of Louisville and River City buses
Lynchburg, VA buses
Market Street, NJ bus maintenance facility
Maryland statewide bus facilities and buses
Massachusetts Bay Transportation Authority statewide bus replacement
Mercer County, PA buses
Miami-Dade, FL buses
Miami Beach, FL electric shuttle service
Michigan statewide buses
Milwaukee, WI train station improvements
Milwaukee County, WI buses
Mineola/Hicksville, NY LIRR intermodal centers
Minnesota Metro transit buses
Minnesota I 35 corridor transit stations
Missouri statewide bus and bus facilities
Mobile, AL bus replacement
Mobile, AL intermodal facilities
Modesto, CA bus maintenance facility
Monroe County, PA Transportation Authority buses
Monroe, LA maintenance facility
Monterey, CA Monterey-Salinas buses
Montgomery, AL Union Station intermodal center and buses
Morongo Basin, CA Transit Authority bus facility
Mount Vernon, WA multimodal center
New York City, CNG buses and refueling station
New Orleans, LA RTA maintenance facility
New York, NY West 72nd St. intermodal station
New Jersey statewide buses and bus facilities
New Hampshire statewide transit systems
New Haven, CT bus facility
New Bedford/Fall River, MA mobile access to health care
New Rochelle, NY intermodal center
New Mexico statewide buses and bus facilities, including northern New
Mexico park and ride
New Jersey Transit jitney shuttle buses
Newark, NJ Morris and Essex Station access and buses
Niagara Frontier Transportation Authority Hublink, NY
North Slope Borough, AK buses
North Carolina statewide buses and bus facilities
North Dakota statewide buses and bus-related facilities
Northern Kentucky Area Development District senior citizen buses
Northstar Corridor, MN intermodal facilities and buses
Norwich, CT buses
Oak Park, IL Marion Street multimodal transit center
OATS Transit, MO
Ogden, UT Intermodal Center
Ohio statewide buses and bus facilities
Oklahoma statewide bus facilities and buses
Olympia, WA bus replacement
Olympic Peninsula, WA International Gateway transportation center
Omnitrans, CA replacement buses
Oneida County, NY Union Station intermodal facility
Oneida County, NY buses and equipment
Orlando, FL Lynx buses and bus facilities
Orlando, FL Downtown intermodal facility
Pee Dee, SC Regional Transportation Authority
Pennsylvania statewide request for small communities
Perris, CA bus maintenance facility
Phenix City, AL express transit system
Philadelphia, PA Market Street bus maintenance facility
Philadelphia, PA Frankford transportation center
Philadelphia, PA Septa ADA bus acquisition
Philadelphia, PA 30th Street intermodal station
Philadelphia, PA regional transportation system for elderly and disabled
Phoenix, AZ alternatively fueled buses
Pittsfield, MA intermodal center
Portland, OR Tri-Met buses
Potomac and Rappahanock, VA Trans Commission buses
Poughkeepsie, NY intermodal facility
Prichard, AL bus transfer facility
Providence, RI buses and bus maintenance facility
Rankin County, MI Intermodal Connector
Reading, PA BARTA intermodal transportation facility
Red Rose, PA transit bus terminal
Reno, NV RTC transit passenger and facility security improvements
Rensselear, NY intermodal facility
Rhode Island Public Transit Authority buses
Rialto, CA Metrolink depot
Richland, WA Ben Franklin Transit maintenance, operation, and
administration facility
Richmond, VA Main Street station
Richmond, VA GRTC bus maintenance facility
Riverhead, NY elderly and disabled buses and vans
Riverside, CA Transit Agency buses, facilities and ITS applications
Roanoke, VA buses
Robinson, PA Towne Center intermodal facility
Rochester-Genessee, NY CNG buses
Rochester, NY Rochester central bus facility
Rogue Valley, OR transit district bus purchase
Rome, NY intermodal center
Rural Texas bus replacement
Sacramento, CA intermodal station
Sacramento, CA CNG buses
Salem, OR area mass transit buses
San Francisco, CA Islais Creek maintenance facility
San Joaquin, CA buses and facilities
San Juan, Puerto Rico intermodal access
Santa Clarita, CA facilities and buses
Santa Cruz, CA bus facility
Santa Rosa/Cotati, CA intermodal transportation facilities
Santa Clara, CA Valley Transportation Authority buses
Savannah, GA Chatham buses and bus facilities
Savannah, GA downtown multimodal center
Seattle RTA buses
Seattle, WA intermodal transportation terminal
Seward, AK intermodal facility
Shelter Island, NY elderly and disabled buses and vans
Sinclair Landing transit facility, WA
Sioux Falls, SD buses
Sioux City, IA park and ride bus facility
Smithtown, NY elderly and disabled buses and vans
Solano Links, CA intercity transit consortium
Solano County, CA automated vehicle locator
Somerset County, PA bus facilities and buses
Sonoma County, CA intermodal center
South Bend, IN urban intermodal transportation facility
South Carolina statewide Virtual Transit Enterprise
South Dakota computerized bus dispatch system, radios, money boxes,
lift replacements
South Amboy, NJ regional intermodal transportation initiative
South Dakota statewide bus facilities and buses
Southampton, NY elderly and disabled buses and vans
Southeast Missouri transportation services
Southold, NY elderly and disabled buses and vans
Spartanburg, SC intermodal facility
Springfield, MA Union Station
Springfield/Branson, MO bus terminal
St. Louis, MO Bi-state intermodal center
St. Louis, MO Care-Cab
St. Louis, MO Bi-State development agency bus replacement
Suffolk County, NY elderly and disabled buses and vans
Syracuse, NY CNG buses and facilities
Tacoma, WA Tacoma Dome station
Tampa, FL Hartline buses
Tampa, FL Ybor intermodal station (Hillsborough Area Regional Transit
Authority)
Tennessee statewide bus and facility replacement
Texas statewide small urban and rural buses
Tompkins County, NY new technology project
Towamencin Township, PA intermodal bus transportation center
Tucson, AZ alternatively fueled buses
Tuscaloosa, AL intermodal center
Ukiah, CA transportation center
Ulster County, NY bus garage and equipment
University of North Alabama, pedestrian walkways
Utah Olympics park and ride lots
Utah Olympics intermodal transportation centers
Utah Hybrid electric vehicle bus purchase
Utah Transit Authority/Park City Transit, UT buses
Utah Transit Authority, UT intermodal facilities
Utica and Rome, NY bus facilities and buses
Utica, NY Union Station
Vancouver, WA C-Tran Seventh Street transit center expansion
Vancouver, WA I 5 park and ride lots
Vermont statewide bus needs
Volusia County, FL bus systems integrated fleet operations system
Washington County, PA intermodal facilities
Washington, Community Transit bus replacement
Washington statewide buses
Washington RTA buses
Washington, D.C. intermodal transportation center
Washoe County, NV transit improvements
Waterbury, CT bus facility
Waukesha, WI downtown transit center
West Virginia statewide intermodal facility and buses
Westchester County, NY DOT articulated buses
Westchester County, NY Bee-Line transit system shuttle buses and
fareboxes
Westfield, MA intermodal center
Westmoreland County, PA intermodal facility
Wilkes-Barre, PA intermodal facility
Williamsport, PA bus facility
Wilsonville, OR buses and bus shelters
Windsor, CA intermodal facility
Wisconsin statewide bus facilities and buses
Woodland Hills, CA Warner Center transportation hub
Worcester, MA Union Station intermodal transportation center
Yonkers, NY intermodal facility
Yosemite area, CA regional transportation strategies
FIXED GUIDEWAY MODERNIZATION
The Committee recommends a total of $902,800,000 for the
modernization of existing rail transit systems. Under TEA21 all of the
funds are distributed by formula. The following table itemizes the
fiscal year 1999 rail modernization allocations by State:
Fixed guideway modernization apportionments
State
Apportionment
Alabama ...........................
Alaska ...........................
American Samoa ...........................
Arizona $1,240,236
Arkansas ...........................
California 83,594,745
Colorado 1,132,463
Connecticut 34,548,995
Delaware 661,223
District of Columbia 28,912,935
Florida 11,206,655
Georgia 15,834,034
Guam ...........................
Hawaii 498,050
Idaho ...........................
Illinois 108,868,175
Indiana 7,307,446
Iowa ...........................
Kansas ...........................
Kentucky ...........................
Louisiana 2,648,872
Maine ...........................
Maryland 21,397,326
Massachusetts 59,250,813
Michigan 361,728
Minnesota 2,694,403
Mississippi ...........................
Missouri 1,695,212
Montana ...........................
Nebraska ...........................
Nevada ...........................
New Hampshire ...........................
New Jersey 81,197,462
New Mexico ...........................
New York 300,062,837
North Carolina ...........................
North Dakota ...........................
Ohio 14,775,328
Oklahoma ...........................
Oregon 2,483,658
Pennsylvania 94,063,790
Puerto Rico 1,468,302
Rhode Island 1,833,110
South Carolina ...........................
South Dakota ...........................
Tennessee 47,600
Texas 4,607,963
Utah ...........................
Vermont ...........................
Virgin Islands ...........................
Virginia 504,285
Washington 12,613,895
West Virginia ...........................
Wisconsin 517,458
Wyoming ...........................
896,029,000
Oversight 6,771,000
902,800,000
NEW SYSTEMS
The bill provides $902,800,000 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. Under section
3009(g) of TEA21, there is an 8-percent statutory cap on the amount made
available for activities other than final design and construction--that
is, alternatives analysis, environmental impact statements, preliminary
engineering, major investment studies, and other predesign and
preconstruction activities. Within the total of $902,800,000 for new
systems, no more than $72,224,000 may be allocated for these activities.
The funds are to be distributed as follows:
Project
Recommendation
Alaska and/or Hawaii ferry projects $10,400,000
Albuquerque/Santa Fe regional multimodal transportation 2,500,000
Albuquerque light rail project 10,000,000
Atlanta--MARTA North Springs project 55,000,000
Austin Capital Metro preliminary engineering 2,000,000
Baltimore central downtown MIS 1,000,000
Baltimore light rail double-track project 2,000,000
BART to San Francisco Airport extension and San Jose Tasman West extension 37,600,000
Birmingham light rail feasibility study 1,000,000
Boston North-South rail link 1,000,000
Boston--South Boston Piers MOS 2 project 53,983,000
Boston urban ring 1,500,000
Burlington-Essex, VT, commuter rail 4,000,000
Charleston, SC, monobeam rail project 3,000,000
Charlotte, NC, North-South Corridor Transitway 3,000,000
Chicago Metra commuter rail extensions and upgrades 19,000,000
Chicago CTA Ravenswood and Douglas Branch Lines 4,000,000
Cincinnati Northeast/Northern Kentucky rail line 3,600,000
Cleveland Berea red line MIS 1,000,000
Cleveland Euclid corridor improvement project 4,000,000
Colorado--North Front Range corridor feasibility study (Greeley-Fort Collins) 500,000
Dallas DART north central light rail extension 20,500,000
Denver southwest corridor light rail project 40,000,000
Denver southeast corridor multimodal corridor 1,000,000
Fort Lauderdale, FL, Tri-County commuter rail 10,000,000
Fort Worth Railtran 12,000,000
Galveston, TX, rail trolley system extension 1,000,000
Harrisburg, PA, capitol area transit/corridor one 2,000,000
Hartford, CT light rail 3,300,000
Honolulu major investment analysis 1,000,000
Houston Metro regional bus plan 59,670,000
Jacksonville light rail/bus corridors study 1,000,000
Johnson County, KS, I 35 commuter rail project 1,500,000
Kansas City, MO, commuter rail study 500,000
Kenosha-Racine-Milwaukee, WI, commuter rail 1,000,000
King County, WA Elliott Bay water taxi 250,000
Knoxville, TN, transit program 2,000,000
Largo, MD, Metro extension 2,000,000
Las Vegas resort corridor fixed guideway system 4,000,000
LIRR East Side access project, New York 40,000,000
Little Rock, AR, Arkansas River rail project 4,000,000
Los Angeles MOS 3 project 30,000,000
MARC commuter rail improvements 17,000,000
Memphis Medical Center rail extension 2,200,000
Massachusetts North Shore corridor project 1,500,000
Miami Metrorail Palmetto extension 3,000,000
Miami East-West corridor 4,000,000
Miami North corridor transitway to Broward County 8,000,000
Morgantown, WV, fixed guideway modernization 4,500,000
Nashville regional commuter rail 2,500,000
New Jersey urban core Hudson-Bergen light rail 70,000,000
New Jersey urban core Newark-Elizabeth Rail Link 12,000,000
New London, CT waterfront access project 1,000,000
New York City, Kennedy class ferryboat replacement 12,000,000
Niagara Frontier Transportation Authority light rail car rebuild 2,000,000
Norfolk-Virginia Beach corridor 20,000,000
Northern Indiana commuter rail (south shore) project 6,000,000
Old Saybrook-Hartford rail extension project 500,000
Orlando Lynx light rail project 20,000,000
Philadelphia to Pittsburgh high-speed magnetic levitation 500,000
Philadelphia-Reading SEPTA Schuylkill Valley Metro 6,500,000
Philadelphia SEPTA Cross County Metro 1,000,000
Pittsburgh Allegheny County Stage II light rail 5,000,000
Pittsburgh Airborne Shuttle System 5,000,000
Pittsburgh North Shore central business district MIS 1,000,000
Portland Westside and South-North light rail projects 26,700,000
Puget Sound RTA Link light rail 13,000,000
Puget Sound RTA Sounder commuter rail 47,000,000
Raleigh-Durham-Chapel Hill Triangle Transit 14,000,000
Sacramento South corridor LRT extension 23,480,000
Salt Lake City South light rail project 70,000,000
Salt Lake City/Airport to University (West-East) light rail 8,000,000
San Diego-Mission Valley and Mid-Coast Corridors 5,000,000
San Juan Tren Urbano 19,967,000
Santa Fe rail link 2,000,000
Sioux City micro rail trolley system, planning 250,000
South DeKalb-Lindbergh Corridor LRT 1,000,000
Southeast Michigan commuter rail viability study 200,000
St. George Terminal project, NY 10,000,000
St. Louis METRO Link/St. Clair County (IL) LRT 35,000,000
St. Louis-Jefferson City-Kansas City, MO commuter rail 500,000
Stamford, CT fixed guideway connector 2,700,000
Tampa Bay regional rail project 1,000,000
Whitehall Ferry Terminal, NY 15,000,000
Note. --Of the funds provided for Los Angeles Metro Rail,
$24,000,000 are reprogrammed from funds provided in fiscal year 1998.
PROJECT DESCRIPTIONS
Alaska and/or Hawaii ferry .--The Committee recommends $10,400,000
for Alaska and/or Hawaii ferry projects. Section 3009 of TEA21
authorizes $10,400,000 of new starts funds to be made available each
year for capital ferry projects in Alaska and Hawaii. Eligible purposes
include new fixed guideway systems such as ferryboats, extensions to
existing systems, ferry terminal facilities, and approaches to ferry
terminal facilities. The State of Alaska, due to its isolated nature,
relies on ferries to connect many of the coastal islands and towns. The
State operates the Alaska Marine Highway, a system of 17 vessels,
primarily in the southeast part of the State. There are still a number
of isolated communities in the State which rely on access by water or
air, since a road system is simply not developed. The State of Hawaii is
nearing the initiation of interisland ferry service to improve its
transportation infrastructure. The addition of ferry service will
provide an alternative to air-only options.
Albuquerque/Santa Fe regional multimodal transportation .--The
Committee recommends $2,500,000 for a regional major investment study to
identify and establish both a near and long-term multimodal
transportation system for the Albuquerque/Santa Fe region of New Mexico.
The study shall provide a comprehensive assessment of travel corridors
in northern New Mexico, and shall outline a full alternatives analysis
for each of these corridors. The administration has not been responsive
to directives from the Committee to perform this study that were
contained in both the 1998 appropriations bill and 1998 supplemental
appropriations bill, and the Committee expects that this funding
provided herein will be promptly utilized for the regional
transportation study.
Albuquerque light rail project .--The city of Albuquerque has
developed a proposed light rail system that is authorized in the new
starts projects section of TEA21. The middle Rio Grande region of
central New Mexico is the most rapidly growing area of the State, with
population projected to grow to 1 million people by 2020, one-third more
than currently live in the area. While the road system is being
expanded, it cannot keep pace with the rapid growth and limitations of
geography, including rugged mountains and large areas of tribal
reservation lands. Air quality standards are becoming an increasing
concern with this rapid growth. The Committee recommends $10,000,000 for
major investment studies, preliminary engineering, right-of-way
acquisition, and an environmental impact statement for a light rail
system in the Albuquerque metropolitan area.
Atlanta-MARTA North Springs extension. --The Committee recommends
$55,000,000 for the Atlanta-MARTA North Springs 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 for $305,010,400 in section 5309 funds. The
current cost estimate for the project totals $487,700,000. The sum of
$208,146,866 has been made available in appropriated funds through
fiscal year 1998.
Austin Capital Metro--Northwest/North Central corridor. --The
Committee recommends $2,000,000 for Austin Capital Metro for preliminary
engineering for 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 in March 1997 which identifies a 30-mile LRT as the
locally preferred alternative. The initial cost estimate totals
$182,300,000.
Baltimore downtown central MIS .--The Committee recommends
$1,000,000 to conduct a major investment study in Baltimore in the
central downtown business district. This funding will allow Baltimore to
study a range of available technologies and alternatives and,
ultimately, to determine a locally preferred alternative, to address
heavy traffic congestion in the core area of downtown.
Baltimore light rail double track project .--The Committee
recommends $2,000,000 for double-tracking existing rail line in the city
of Baltimore, for the purpose of initiating light rail transit services.
BART to San Francisco airport and San Jose Tasman west extensions.
--The Committee recommends $37,600,000 for the BART to San Francisco
airport extension and the San Jose Tasman west extension. Local
officials in the San Francisco area have proposed a four-station,
8.7-mile extension of the bay area transit [BART] system from Colma to
an intermodal station at Millbrae with a spur 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. However, BART is deferring letting construction
bids on the south San Francisco and the San Bruno stations until later
this year. The majority of the proposed route is to follow a combination
of existing and abandoned railroad rights-of-way. An FFGA was issued in
1997, in the amount of $750,000,000. To date, Congress has provided
$113,726,474 in appropriated funds for the project.
The Committee has followed the progress of this line with great
interest and some concern. The SFO Airport/Millbrae extension has
incurred serious cost overruns, documented by GAO. Through the use of
contingency funds and additional funds from the State of California,
these costs are being met within the project budget. The Committee also
notes that BART is projecting an initial fare on the SFO/Millbrae line
of $4.50 one way from downtown San Francisco to the airport. This is the
highest transit-to-airport fare in the country (average
transit-to-airport fare is $1.50). The Committee is concerned that this
high fare may reduce patronage below EIS projections.
The San Jose Tasman LRT 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 $342,500,000. In 1994,
Santa Clara County District entered into an FFGA totaling $182,750,000
for the west extension, and the requested funding for fiscal year 1999
under the FFGA is $35,000,000. To date appropriations totaling
$124,080,786 have been made available for this project.
Birmingham, AL, light rail feasibility study .--The Committee
recommends $1,000,000 for a transit alternatives analysis and
feasibility study in Birmingham, AL. Birmingham is the most congested
city in the State, and the city has been declared an EPA nonattainment
area.
Boston north-south rail link .--The Committee recommends $1,000,000
for a major investment study, being conducted by the Massachusetts Bay
Transportation Authority [MBTA], to examine transit options in the
corridor between North Station and South Station in downtown Boston. The
alternatives under consideration include various configurations of a
rail tunnel which would permit through commuter rail trains to serve
both downtown stations. Currently, MBTA commuter rail service is split
into two completely separate services, one serving the North Station and
one serving the South Station. A feasibility study on the proposed
corridor was completed in 1995. Currently, the major investment study
[MIS] is considering tunnel alternatives under the Boston central
artery. Through fiscal year 1998, Congress has appropriated $250,000 for
this effort.
Boston-South Boston Piers MOS 2 project. --The Committee recommends
$53,983,000 for the South Boston Piers Transitway project. This project
consists of a 1-mile bus tunnel connecting South Station to the Fan Pier
and to the World Trade Center. 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 under
construction. The local share commitment to this project is 20 percent.
An FFGA was issued in November 1994, in the amount of $330,726,320.
Through fiscal year 1998, Congress has made available $188,300,861 in
appropriated funds.
Boston urban ring. --The Committee recommends $1,500,000 for
developing a preferred alternative for the Massachusetts Bay
Transportation Authority's planned circumferential corridor surrounding
the Boston central core. Alternatives for this new service include
various combinations of light rail, busways, and rapid transit service
to new station stops on the existing radial system, and enhanced local
bus service. All build alternatives require a tunnel under the Charles
River and, depending on the alternative, bridges and/or tunnels at the
Southeast Expressway in south Boston. Initial cost estimates range from
$700,000,000 to $2,400,000,000. This project has received a total of
$2,088,514 in past years' appropriations.
Burlington-Essex, VT, commuter rail. --The Committee recommends
$4,000,000 for the construction of a commuter rail line linking
Burlington to Essex Junction. The commuter rail improvements in this
corridor include track, tunnel, signal at 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. Through fiscal year 1998, Congress
has made available $4,983,828 in appropriated funds.
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. The preliminary cost estimates for the 1.2
miles of the distance between the coliseum and the convention center
totals approximately $35,000,000, mostly from private sources. Through
fiscal year 1998, Congress has made available $1,495,150 in appropriated
funds for this project.
Charlotte, NC, north-south corridor. --The Committee recommends
$3,000,000 for the Charlotte, NC, north-south corridor. The city of
Charlotte, in cooperation with the North Carolina Department of
Transportation, is conducting an MIS to explore the feasibility of
constructing a rapid transit system within the Charlotte-Mecklenburg
County area. The South Corridor Transitway extends 13.5 miles from the
Uptown Charlotte Transportation Center to Interstate 485 near Pineville,
NC. The total estimated cost for the transitway is $250,000,000. The
corridor is included in the Mecklenburg-Union Metropolitan Planning
Organization's 2015 long-range plan. Through fiscal year 1998, Congress
has appropriated $1,000,000 for this effort.
Chicago Metra extensions and upgrades .--The Committee recommends
$19,000,000 for three Chicago Metra extensions and upgrades: (1) double
tracking the north-central corridor line, which was inaugurated in
August 1998 and has already exceeded ridership projections. The line
runs along Wisconsin Central Railroad line from Antioch and Franklin
Park to downtown Chicago; (2) extending the southwest corridor, which
runs on Norfolk Southern Railroad line from Orland Park to Chicago's
Southwest Side; and (3) extending the system's service westward along
Union Pacific Railroad line into Kane County, a rapidly growing suburban
area with high employment growth. Metra is the country's second largest
commuter rail, serving a population base of over 7.5 million. The
Federal funds will be matched with a 20-percent local share.
Chicago Transit Authority [CTA] Ravenswood and Douglas Branch lines
.--The Committee recommends $4,000,000 for capacity expansion of the
Chicago Ravenswood and Douglas Branch light rail systems. The Ravenswood
line carries approximately 105,000 people daily. The area is
experiencing rapid growth in ridership, and increased capacity is
required to handle this growth. The funds provided will allow CTA to
complete the major investment study and related environmental reviews
for the capacity expansion project. CTA plans to lengthen existing
platforms in order to accommodate trainsets of eight cars in length. The
Douglas Branch of the Chicago CTA blue line is in immediate need of
rehabilitation. The line is a century old, and already operating at
reduced speed due to poor track and structure conditions. The Committee
directs that, of the funds provided, the Ravenswood line shall receive
$2,000,000 and the Douglas Branch line shall receive $2,000,000.
Cincinnati Northeast/Northern Kentucky Rail Line project. --The
Committee recommends $3,600,000 for the corridor extending 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 range from $800,000,000 to $1,200,000,000.
The project is currently in the system planning studies phase. Through
fiscal year 1998, Congress has made available $6,996,308 in appropriated
funds for this project.
Cleveland Berea Red Line MIS .--The Committee recommends $1,000,000
for a major investment study to determine transportation options to
provide a direct link between downtown Cleveland, Hopkins International
Airport, the International Exposition Center, and Baldwin Wallace
College. The proposed Berea Rapid Transit extension, approximately 3
miles from the Greater Cleveland Regional Transit Authority's airport
station, is directly aligned with the local transit operator's red line
rapid rail system. The MIS is also considering adequate walkup access
and park-and-ride facilities to encourage greater use of the red line
light rail transit system.
Cleveland Euclid corridor improvement project .--The Committee
recommends $4,000,000 for design and construction costs of the Greater
Cleveland Regional Transit Authority's 5.6-mile downtown corridor,
incorporating exclusive bus lanes and related capital improvements on
Euclid Avenue from Public Square in downtown Cleveland east to
University Circle. The proposed project is known as the Euclid corridor
improvement project [ECIP]. In addition, five stations along the
existing red line will be relocated in order to spur economic
development and improve access between the stations, surrounding
neighborhoods, and employment centers. In November 1995, the GCRTA Board
of Trustees selected the ECIP as the locally preferred alternative. The
total capital cost estimate for the ECIP is $332,500,000. Through fiscal
year 1998, Congress has appropriated $8,740,000.
Colorado-north front range feasibility study .--The Committee
recommends $500,000 for the north front range MPO transportation
feasibility study. This study would propose alternative regional
solutions to the growing safety, congestion, and air quality concerns in
the traffic corridors among northern Colorado's population centers
between Fort Collins and the Greeley areas and Denver. This study will
explore a wide array of alternatives, including highway widening,
intercity passenger rail alignment, and bus system improvements and any
other modal option.
Dallas-DART north-central light rail extension project. --The
Committee recommends $20,500,000 for the Dallas-DART north-central light
rail extension project. This project is a 12.3-mile, eight-station,
$513,000,000 LRT extension to Plano. The southern 7.3 miles, from Park
Lane to Richardson Transit Center, would be double tracked. The northern
5 miles will be double tracked as well. Dallas area rapid transit has
completed a major investment study and the preferred alternative was
selected in September 1994. The project is now in final design. The
local share commitment to this project is 35 percent. The
cost-effectiveness index is $13.50 per new passenger trip. FTA has
assigned a financial rating of high to this project for both stability
and reliability of the capital financing plan and operating financial
plan. Through fiscal year 1998, Congress has made available $27,332,867
in appropriated funds for this project.
Denver southwest corridor LRT. --The Committee recommends
$40,000,000 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. This project is currently in the
final design stage. The cost-effectiveness index is $3 per new passenger
trip. Through fiscal year 1998, Congress has made available $24,415,144
in appropriated funds for this project. An additional $1,341,506 was
made available from reprogrammed funds.
Denver southeast corridor multimodal corridor .--The Committee
recommends $1,000,000 for the Denver southeast corridor, a proposed
10-station, 19.7-mile light rail transit system extending from an
existing LRT station at I 25 and Broadway in Denver, along I 25 to
Lincoln Avenue in Douglas County, with a spur LRT line along I 225 to
Parker Road in Arapahoe County. The double track system will operate
over an exclusive, grade separated right-of-way and connect with the
existing 5.3-mile central corridor LRT line in downtown Denver. At I 25
and Broadway, the southeast corridor will also connect with the regional
transportation district's southwest corridor LRT line which is currently
under construction. The capital costs of the fixed guideway element is
$479,700,000, including right-of-way acquisition, final design,
construction, and acquisition of rolling stock.
Fort Lauderdale, FL, tricounty commuter rail. --The Committee
recommends $10,000,000 for the tricounty commuter rail project. The
Tri-County Commuter Rail Authority [Tri-Rail] operates a 71-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. The local share commitment to this project is 39
percent. The estimated total capital cost of the project is
$573,100,000. To date, Congress has appropriated $51,281,075 in section
5309 funds for Tri-Rail improvements.
Fort Worth Railtran .--The Committee recommends $12,000,000 for the
Fort Worth Railtran commuter rail and intermodal transportation center
project, which will provide a much needed commuter rail link between
Fort Worth and Dallas. Service between Dallas and Arlington has already
been initiated. These funds will allow Fort Worth's connection to this
service beginning in 2000, and complete the Federal share of funding for
the Railtran commuter rail project. Federal funds are matched with 70
percent local and State participation.
Galveston rail trolley system. --The Committee recommends $1,000,000
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. The current system, which has
been in continuous operation since 1987 was expanded in 1995 to provide
service to the new waterfront development including hotels, restaurants,
museums, cruise ship terminal, parking, and other facilities. The
proposed project also includes the purchase of one additional
diesel-electric vintage rail trolley replica vehicle, necessary
switches, and station development. The total project cost is
$10,000,000. The project received an appropriation of $1,993,530 for
this project in fiscal year 1998.
Harrisburg, PA, capital area transit/corridor one .--The Committee
recommends $2,000,000 for final design and preliminary engineering costs
associated with the development of a regional light rail system in the
Harrisburg, PA, metropolitan area in a corridor which would ultimately
link Lancaster to Carlisle via Harrisburg. The total cost is estimated
at $56,000,000 and would consist of an initial 12-mile segment from
Harrisburg Transportation Center to the Navy's Mechanicsburg, PA,
installation.
Hartford, CT, light rail project .--The Committee recommends
$3,300,000 for the proposed light rail system in Hartford, CT, of which
$2,300,000 is provided in section 340 of this bill. This system is to be
built along the I 91 north corridor alignment, from North Meadows to the
central business district of Hartford.
Honolulu major investment analysis .--The Committee recommends
$1,000,000 for a major comprehensive transportation investment analysis
in the congested Honolulu-Ewa corridor on the Island of Oahu. Over the
next 10 years, person trips along the Honolulu-Ewa corridor are expected
to grow to more than 600,000 daily. The region has significant
geographical constraints, and all alternative modes of transportation
must be considered in determining how best to accommodate the growing
demands.
Houston Metro regional bus plan. --The Committee recommends
$59,670,000 for the Houston Metro regional bus plan. The estimated total
for the project is $625,000,000. The 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. A total of $378,257,998 has been
made available from appropriated funds for this project through fiscal
year 1998.
Indianapolis northeast corridor. --While no funding is provided for
this project in fiscal year 1999, the Committee is pleased to note that
the $1,250,000 provided in fiscal year 1998 for a major investment study
[MIS] has generated significant matching efforts at the State and local
level as well as in the private sector. With a 30-percent State/local
match, the MIS is underway, and private sector efforts have been
undertaken to build the momentum for mass transit solutions to the
traffic congestion that plagues the northeast corridor of Indianapolis.
The Lilly Endowment is sponsoring a $500,000 community consensus process
to build public support for mass transit, and a group of downtown
Indianapolis business and governmental leaders have announced plans to
move forward with the possible construction of a light rail/trolley
system that would link major downtown destinations. If the MIS results
in a recommendation of a light rail system for the northeast corridor,
this downtown trolley system could ultimately become phase I of such an
overall light rail system serving Indianapolis. In addition, the
downtown trolley would be totally funded with local public and private
sector dollars, and could reduce the amount of Federal support needed
for the northeast corridor project.
Jacksonville light rail/bus corridors study .--The Committee
recommends $1,000,000 for studies and environmental analysis for new
mass transit corridors in Duval County, FL. An indepth regional
transportation study completed in March 1997 identified four major
transit corridors in the Jacksonville metropolitan area that show unique
benefits for the traveling public and the greatest potential for
significant ridership. Three of the corridors can support light rail,
and the fourth can support express bus service. Environmental and other
planning studies should be performed on each of the four recommended
corridors.
Johnson County, KS, I 35 commuter rail project .--The Committee
recommends $1,500,000 for planning and design of a commuter rail project
along the railroad tracks that parallel Interstate 35, extending from
Johnson County into downtown Kansas City. I 35 cannot be widened and
proactive Kansas local governments, along with the support of business
groups, have identified commuter rail as the preferred option to avoid
traffic gridlock. The I 35 highway use figures have shown a steady
6-percent annual increase over the past decade. The Kansas State
Department of Transportation will provide matching funds.
Kansas City, MO, commuter rail study .--The Committee recommends
$500,000 for a study of the need for commuter rail service for the
greater metro Kansas City area. The study will quantify the economic
benefits that commuter rail would bring, congestion mitigation benefits,
safety benefits, and the opportunity of an expanded labor pool.
Kenosha-Racine-Milwaukee, WI, commuter rail extension .--The
Committee recommends $1,000,000 for a major investment study for the
corridor linking southeastern Wisconsin and Chicago. A feasibility study
examined extending rail service along 33 miles of rail right-of-way and
instituting service on a daily basis with 10 trains in each direction.
The study estimated that annual ridership would be 1,300,000, and
improved travel opportunities between Kenosha and Milwaukee would reduce
traffic on Interstate 94 by 290 vehicles per hour.
King County, WA, Elliott Bay water taxi .--The Committee recommends
$250,000 for King County, WA, to purchase a ferry boat and rehabilitate
the ferry facility as part of the Seattle transit system. The Elliott
Bay water taxi first ran in late 1996, during the Christmas holidays,
and was activated in summer 1997 as a demonstration project. During
these demonstrations, the average ridership was over 545 passengers a
day. The funds provided herein will enable King County to purchase a
permanent ferry boat and to rehabilitate the dock facility at Seacrest
Park in west Seattle.
Knoxville, TN, transit program .--The Committee recommends
$2,000,000 for a trolley and light rail system in the downtown Knoxville
area. The funds provided will initiate site planning, engineering, and
environmental studies needed to finalize the design and begin
construction of the parking facilities and pedestrian connections.
Largo, MD, Metro extension .--The Committee recommends $2,000,000
for environmental studies, preliminary engineering, and final design of
a 3-mile extension of the Washington Metro Blue Line from Addison Road
to Largo Town Center in Prince George's County, MD. The State of
Maryland has invested $10,100,000 for preliminary work on the project
under an FTA letter of no prejudice. The project will reduce daily
vehicle miles traveled by diverting almost 13,000 daily automobile trips
to transit, and will add 2,700 parking spaces at two new stations, which
will help relieve the parking capacity problem at the Addison Road
Station.
Las Vegas resort corridor, fixed guideway system. --The Committee
recommends $4,000,000 for preliminary engineering and design for a
proposed fixed guideway system in the Las Vegas, NV, resort corridor.
There are two major components to the proposed fixed guideway system: a
18.4-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 has requested FTA approval to enter
preliminary engineering for phase I of the Las Vegas corridor. FTA has
rated both the project's capital financial plan and its operating
financial plan as medium. The initial cost estimate for this project is
between $2,100,000,000 and $2,300,000,000. The local financial
commitment for this project is 55 percent. The cost-effectiveness index
is under $4.50 per new transit rider. Through fiscal year 1998, Congress
has made available $4,983,828 in appropriated funds for this project.
Long Island Rail Road East Side access project, New York. --The
Committee has provided $40,000,000 for the East Side access project
which will link the Long Island Railroad [LIRR] 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 63rd 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.
The projected total capital cost is $3,400,000,000. Federal and local
funding shares have not yet been determined. Through fiscal year 1998,
Congress has made available $19,935,314 in appropriated funds for this
project. The New York MTA has demonstrated its ability to rapidly commit
funds appropriated for this project. The Committee understands that the
grantee has in place a professional East Side access project
organization, divided according to functional responsibilities, led by a
chief program executive, which is designed to ensure that appropriated
funds are obligated efficiently.
Little Rock, AR, Arkansas River rail project .--The Committee
recommends $4,000,000 for the Little Rock, AR, river rail streetcar
project, which utilizes an existing bridge over the Arkansas River to
connect Little Rock to North Little Rock. The Central Arkansas Transit
Authority has begun the process of converting the railroad bridge into a
light rail passenger facility. Through fiscal year 1998, the project has
received $2,000,000 in Federal funds.
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. An FFGA has been signed,
committing $1,416,490,000 in funding. A revised and restated FFGA for
the north Hollywood segment was signed in June 1997. Through fiscal year
1998, Congress has made available $571,527,593 in appropriated funds.
The Committee recommends $30,000,000 for the Los Angeles MOS 3
project, toward completion of the system's north Hollywood Red Line
extension. Of this amount, $24,000,000 is made available from funds
previously provided for the east-side extension, which has been
temporarily suspended by the Metropolitan Transportation Authority's
chief executive officer. An additional $6,000,000 in new budget
authority is also provided. The Committee notes that the LACMTA has met
the five requirements outlined in the fiscal year 1998 conference report
(House Report 105 313) which had to be met in order to release funds
made available in the 1998 appropriations act. The Committee notes that
the FTA has accepted the recovery plan submitted by the LACMTA Board of
Directors, which details how LACMTA will improve their financial and
managerial ability to complete the two federally funded rail projects
that are now in construction, MOS 2 and MOS 3. Under the recovery plan,
work on the east-side extension and the midcity extension has been
temporarily suspended. Over the 17-year history of Federal funding, the
Los Angeles Metro Rail project has been troubled by cost overruns,
mismanagement, and engineering failures. The Committee is supportive of
efforts within Congress and at the local level to protect Federal
investments in this project. The Committee is encouraged that the new
management team, experienced in cost cutting, and the Board of the
LACMTA, led by Mayor Richard Riordan, is committed to restoring
long-term financial stability to capital projects and daily operations
of the LACMTA.
Maryland commuter rail [MARC]. --The Committee recommends
$17,000,000 for the MARC commuter rail project. Planned system
extensions would provide service to Washington, DC, from Frederick, MD.
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, the new equipment, and make station improvements. An
FFGA was issued for the Frederick extension and capital improvement
projects in June 1995 for $105,251,373. To date, Congress has made
available $87,633,965 in appropriated funds for this project.
Memphis, TN, medical center rail extension. -- The Committee
recommends $2,200,000 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 was opened for service in October 1997. This line serves existing
and proposed developments along the Mississippi River and connects 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. Through fiscal year 1998,
Congress has made available $5,745,788 in appropriated funds for the
Memphis regional rail plan.
Massachusetts North Shore corridor project .--The Committee
recommends $1,500,000 out of available capital investment grant funds
(sec. 340) for the Massachusetts North Shore corridor project. These
funds will be utilized for a major investment study of an extension of
the MBTA blue line to the North Shore communities of Lynn, Salem, and
Beverly, MA.
Miami Metrorail Palmetto extension .--The Committee recommends
$3,000,000 for construction on the Miami Metrorail 1.4-mile Palmetto
extension and passenger station. The project includes a 700-space
park-and-ride facility. The new line, station, and parking facilities
are slated to open for revenue service in 2001. All environmental
studies, preliminary engineering, and final design work has been
completed. Miami-Dade County is in the process of advertising for bids
on the station/parking facility, obtaining right-of-way, and contracting
for procurement of rails, ties, and other capital construction needs.
Miami east-west corridor .--The Committee recommends $4,000,000 for
the proposed heavy rail line linking the suburban area southwest of
Florida International University to Miami International Airport [MIA],
downtown Miami, and the Port of Miami seaport. The locally preferred
alternative includes an 11.2-mile minimum operable segment of heavy rail
running from the Palmetto Expressway to the Port of Miami, with a spur
from MIA to the Miami Intermodal Center. Capital cost estimates for the
project total $1,580,000,000. Preliminary engineering and the final
environmental impact statement are currently being completed, and the
funds provided in this bill will allow the Florida Department of
Transportation to begin construction activities.
Miami north corridor transitway to Broward County .--The Committee
recommends $8,000,000 for the proposed heavy rail or busway link between
the major urban communities of Broward County, FL, and the neighborhoods
of northwest Dade County to Miami's existing Metrorail facility. The
grantee, Metro-Dade Transit Agency [MDTA], is considering three transit
alternatives along the NW 27th Avenue corridor: a one-lane reversible
busway in the median of the road; a two-lane busway on the west side of
the road; or an elevated metrorail extension. Preliminary capital cost
estimates for the three options range from $58,000,000 for the one-lane
busway to $473,000,000 for the metrorail extension. MDTA has completed a
major investment study, and selected the NW 27th Avenue alignment as the
locally preferred alternative. Alternatives analyses have been
completed, and the final environmental impact phase began in May 1998.
The funds provided herein will begin construction activities on the
transit alternative that is selected by the MDTA.
Morgantown, WV, fixed guideway modernization .--The Committee
recommends $4,500,000 for the Morgantown people mover system, to replace
the guidway's heating system. The system was first installed in 1971,
and as the guideway system ages, several of its major systems are in
need of replacement or upgrade.
Nashville regional commuter rail .--The Committee recommends
$2,500,000 for the Nashville for feasibility studies, a major investment
study, and preliminary engineering on a commuter rail service connecting
the downtown Nashville area with other areas in the Southeast region of
the United States. The proposed commuter rail system would incorporate
approximately five existing rail lines, and would be phased in over a
20-year period, with a mutual terminus in downtown Nashville.
New Jersey urban core Hudson-Bergen project. --The Committee
recommends $70,000,000 for the New Jersey urban core
project-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; Northeast corridor signal system;
improvements to New York Penn Station; Hudson-Bergen LRT; and
Newark-Newark International Airport-Elizabeth transit link, which also
includes a rail connection between the Penn and Broad Street Stations in
Newark. 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. The Hudson-Bergen project is
a 20.1-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 9.6-mile initial
operating segment is now under construction.
New Jersey urban core Newark-Elizabeth rail link. --The Committee
recommends $12,000,000 for the Newark-Elizabeth light rail project.
Estimates of total capital costs are $694,000,000 for the 9-mile,
15-station light rail transit line linking the cities of Newark and
Elizabeth as well as the Newark International Airport. The initial
operating segment, a 1-mile connection between the Penn and Broad Street
Stations in Newark, is in preliminary engineering and is expected to
total $141,000,000. In January 1997, New Jersey State officials agreed
to alter the alignment of Hoboken to the west of the city. An
environmental assessment is currently underway to examine the
environmental impacts of the change. Through fiscal year 1998, Congress
has made available a total of $609,080,000 in appropriated funds for the
New Jersey urban core projects.
New London, CT, waterfront access project .--The Committee
recommends $1,000,000 for the city of New London to develop and
implement a mass transit program that will improve access to the
waterfront area of the city.
New York City ``Kennedy'' class ferryboat replacement .--The
Committee recommends $12,000,000 for the replacement of one Kennedy
class passenger ferryboat running between Staten Island and Manhattan,
NY. The replacement ferryboat will likely have the capacity to carry a
limited number of automobiles, will increase the New York City ferryboat
fleet's ADA compliance, and will reduce hydrocarbon and particulate
emissions by using new clean diesel technology or compressed natural
gas. The current ferryboat fleet averages 35 years in age, which is 10
years older than FTA's recommended replacement age for ferries.
Niagara Frontier Transportation Authority light rail car rebuild
.--The Committee recommends $2,000,000 for the Buffalo, NY, midlife
rebuild project of light rail cars owned by the Niagara Frontier
Transportation Authority. Under the expanded capital definition adopted
by the Transportation Equity Act for the 21st Century, such preventive
maintenance is an allowed capital cost, and will increase the life of
the NFTA light rail car fleet.
Norfolk-Virginia Beach corridor .--The Committee recommends
$20,000,000 out of available capital investment grant funds (sec. 340)
for the Norfolk-Virginia Beach corridor light rail project, a 25-mile
line from the Oceanfront area in Virginia Beach to downtown Norfolk.
Through 1998, the project has received $2,000,000 in Federal funds. The
Tidewater Transportation District Commission has completed a major
investment study, and preliminary engineering and environmental impact
statement work is nearing completion.
Northern Indiana South Shore commuter rail extension. --The
Committee recommends $6,000,000 for the Northern Indiana South Shore
commuter rail extension project. 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, appropriated funds to be matched with local
funds, will be used for the purchase of additional passenger train cars.
This effort is currently in the system planning study phase. Through
fiscal year 1998, Congress has made available $4,483,573 in appropriated
funds.
Old Saybrook-Hartford rail extension project .--The Committee
recommends $500,000 out of available capital investment grant funds
(sec. 340) for the Old Saybrook-Hartford rail extension project. These
funds will be utilized for feasibility studies, planning, and
development of a railroad right-of-way between Old Saybrook and
Hartford, CT.
Orlando Lynx-Central Florida light rail project. --The Committee
recommends $20,000,000 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
completing a preliminary engineering and draft impact statement
[PE/DIS]. The proposed 26.8-mile, 27-station LRT project is estimated to
have a capital cost total of $878,800,000. Through fiscal year 1998,
Congress has made available $33,683,196 in appropriated funds for this
project.
Philadelphia to Pittsburgh high-speed magnetic levitation .--The
Committee recommends $500,000 for a major investment study for the
proposed State of Pennsylvania high-speed intercity magnetic levitation
project between Philadelphia and Pittsburgh, that will incorporate an
Americanized version of the German Thyssen Transrapid System magnetic
levitation train technology. The guideway for the system will be heavy
steel plate, presenting the opportunity for market growth in the U.S.
precision fabrication industry. The system will be developed for
American operational conditions, using American manufacturing methods
and materials. This project will also receive funds from the new TEA21
magnetic levitation technology deployment program for the development
of: intermodal transportation facilities on the system's right-of-way;
right-of-way alignment finalization; a draft environmental impact
statement; and magnetic levitation industry standards for
communications, control, and power systems.
Philadelphia-Reading SEPTA Schuylkill Valley Metro .--The Committee
recommends $6,500,000 for line engineering and initial construction on
the 62-mile commuter rail service to be instituted between Philadelphia
and Reading, PA. The system plans to incorporate 28 stops. A feasibility
study for the Schuylkill Valley Metro has been completed, and local
funding of $5,000,000 has been approved to commence a major investment
study this summer.
Philadelphia SEPTA Cross County Metro .--The Committee recommends
$1,000,000 for the Cross County Metro corridor, which will extend
approximately 48 miles from Glenloch, Chester County, PA, to
Morrisville, Bucks County, along Conrail's existing Trenton cutoff
freight rail-line. The project has received $2,400,000 in prior-year
funding for preliminary engineering and design, and the feasibility
study has been completed. A draft environmental impact statement is
scheduled for completion in June 1988. The funds provided in this act
are for further engineering and design work, and necessary right-of-way
improvements.
Pittsburgh-Allegheny County stage II light rail .--The Committee
recommends $5,000,000 for reconstruction costs associated with bringing
the Overbrook, Library, and Drake trolley lines in Allegheny County up
to light rail standards. This effort will complete the last 12 miles of
a 25-mile rail system serving Pittsburgh's southern suburbs.
Pittsburgh airborne shuttle system .--The Committee recommends
$5,000,000 for the low-speed urban magnetic levitation system in
downtown Pittsburgh, to serve the North Shore and Oakland sections of
the city, with stops at the Pittsburgh Technology Center, Carnegie
Mellon, and Magee and Mercy Hospitals. Private financing of the project
will provide 25 percent of the total cost of the project, which is
estimated to be $498,400,000. The low-speed maglev technology is better
suited to intracity transit service than many other alternative rail
technologies because construction is not disruptive (the train runs
along an elevated track of preform concrete and lightweight steel); the
vehicle itself is lightweight, has tight turn capability; and can handle
steep grades.
Pittsburgh North Shore central business district MIS .--The
Committee recommends $1,000,000 for a major investment study to assess
potential improvements in North Shore's access and link with the central
business district and to enhance and support the private and public
development currently underway along the Allegheny River corridor.
Portland Westside and south-north LRT projects. --The Committee
recommends $26,700,000 for the Portland Westside LRT project. Tri-County
Metropolitan Transportation District of Oregon [Tri-Met] is a building
light rail transit extension from downtown Portland, west through
Beaverton, to a terminus in downtown Hillsboro. The total estimated cost
of the project is $963,522,674. In downtown Portland, the 17.7-mile
extension will connect to the existing Banfield LRT line [MAX] that
operates between Portland and Gresham. In August 1997, 12 vehicles went
into service on the existing line. Construction is nearing completion
along the entire alignment. Tri-Met initiated revenue service to the
project's first stations in August 1997 with full service over the
entire line scheduled for September 1998. 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
$590,060,336. An additional $40,000,000 was added to the project in
fiscal year 1996. Through fiscal year 1998, Congress has made available
$593,471,931 in appropriated new start funds.
The Portland south-north corridor is a bi-State light rail line
between the Clackamas Regional Center, OR, and Vancouver, WA which is
currently in preliminary engineering. The proposed 20-mile light rail
line would be broken into two operable segments, with the first segment
connecting Clackamas to the Rose Quarter (12 miles). Capital costs for
the complete south-north LRT project are estimated to be $1,360,000,000.
Metro, the Portland area metropolitan planning organization, is
scheduled to complete a final environmental impact statement for this
project in October 1998.
Puget Sound RTA link light rail .--The Committee recommends
$13,000,000 for preliminary engineering, environmental analyses, siting,
and design of stations and maintenance facilities, and development of
station area plans for the light rail component of the Puget Sound
regional transit system plan. The link light rail will complement the
sounder commuter rail system in the Tacoma to Everett Puget Sound
corridor. The light rail will run from Seattle-Tacoma International
Airport to Northgate, utilizing an already-built downtown Seattle
transit tunnel. A major investment study for the light rail project has
already been performed. Total costs of the link light rail project are
estimated to be $539,000,000.
Puget Sound RTA Sounder commuter rail project. --The Committee
recommends $47,000,000 for the Seattle-Tacoma-Sound Move light rail and
commuter rail project. The three-county Central Puget Sound Regional
Transit Authority [RTA] Board has adopted a 10-year regional plan. The
estimated capital cost of the project is $3,068,000 and will cover
proposed transportation improvements, substantial commuter rail service
in the region (principally between Seattle and Tacoma) as well as LRT,
and expanded bus service. A major investment study was completed in
March 1997. FTA approved the initiation of preliminary engineering for
the Central LRT project in August 1997. The draft environmental impact
statement [DEIS] is scheduled to be completed in fall 1998. The local
share commitment on the total project is 76 percent. FTA has rated both
the financial plan and the operating plan as medium-high. Through fiscal
year 1998, Congress has made available $20,920,851 in appropriated funds
for this project.
Raleigh-Durham-Chapel Hill Triangle Transit. --The Committee
recommends $14,000,000 for the Research Triangle Park transit plan in
Raleigh-Durham, NC. The phase 1 regional rail project is the proposed
initial segment of a three-phased project that will link the three
counties--Wake, Durham, and Orange--in the Triangle region of North
Carolina in a 35-mile regional commuter rail system. In phase 1, the
Triangle Transit Authority [TTA] intends to initiate regional rail
service from Durham to downtown Raleigh and from downtown Raleigh to
north Raleigh. TTA proposes to use diesel multiple unit rail vehicles to
serve the 16 anticipated (phase 1) stations. The proposed project will
use the existing North Carolina Railroad and CSX rail corridors to
connect Duke University, downtown Durham, Research Triangle Park, RDU
Airport, Morrisville, Cary, North Carolina State University, downtown,
and north Raleigh. The capital cost estimate for phase 1 totals
$250,000,000. The cost estimate includes: final design, acquisition of
right-of-way and rail vehicles, station construction, park-and-ride
lots, and construction of storage and maintenance facilities. TTA is
currently in the preliminary engineering/environmental documentation
phase. Through fiscal year 1998, Congress has made available $13,947,234
in appropriated funds for the project.
Sacramento south corridor LRT extension. --The Committee recommends
$23,480,000 for the Sacramento south corridor project, the full amount
for fiscal year 1999 under the project's FFGA. The Sacramento Regional
Transit District [RT] is developing an 11.3-mile light rail project on
the Union Pacific Railroad right-of-way. RT has elected to phase the
project. Phase 1, known as the interim operable segment [IOS], consists
of a 6.3-mile, $220,000,000 LRT extension in the south Sacramento
corridor. Phase 2 is also expected to cost $220,000,000. The local share
commitment to this project is 50 percent. The cost-effectiveness index
is $6 per new passenger trip. FTA has rated the capital financial plan
for phase 1 as high. The administration signed an FFGA with Sacramento
in June 1997 to provide a commitment of $111,200,000 in new start funds
for the 6.3-mile extension. Construction is expected to begin in late
1998. Through fiscal year 1998, Congress has made available $28,168,442
in appropriated funds for this project.
Salt Lake City south LRT. --The Committee recommends $70,000,000 for
the Salt Lake City south LRT project. Utah Transit Authority [UTA] is
constructing a 15-mile light rail transit [LRT] line from downtown Salt
Lake City to suburban areas to the south. The LRT line will 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. Construction
is well underway and the project is expected to be completed by December
2000. The local share commitment to this project is 23 percent. For
fiscal years 1998 99, local match shall be determined according to
section 3030(c)(2)(B)(ii) of the Transportation Equity Act for the 21st
Century [TEA21]. The cost-effectiveness index is $4 per new passenger
trip. FTA has negotiated an FFGA with UTA committing $237,393,530 in new
start funds to the project. Total cost of the project is $312,500,000.
Through fiscal year 1998, a total of $129,986,471 has been made
available by Congress in appropriated funds for this project.
Salt Lake City/airport to university (west-east) light rail .--The
Committee recommends $8,000,000 for developing a final environmental
impact statement and beginning preliminary engineering on the proposed
10-mile light rail corridor extending from the Salt Lake International
Airport east through downtown Salt Lake City and terminating at the
University of Utah. The project will also connect with the north-south
LRT line in the downtown area. Light rail vehicles will operate at-grade
on tracks laid in existing city streets and on property owned by the
airport and by the university. Total capital costs are estimated to be
$374,000,000, with annual operating costs projected at $7,500,000. For
fiscal year 1999, local match shall be determined according to section
3030(c)(2)(B)(ii) of TEA21.
San Diego Mission Valley and midcoast corridors .--The Committee
recommends $5,000,000 for design and engineering on the San Diego
Mission Valley east light rail corridor project of which $4,000,000 is
provided in section 340 of the bill. The Metropolitan Transit
Development Board is planning to build a 5.9-mile extension from east of
Interstate 15 to the city of La Mesa where it would connect to the
existing east light rail line, now referred to as the orange line, near
Baltimore Drive. The line would serve four new stations, and would
include elevated, at-grade and tunnel portions.
Total project capital costs are expected to be $332,000,000. The
project also includes the midcoast corridor, a 10.4-mile extension along
Interstate 5 from Old Town to North University City where it would
connect with the Mission Valley and south LRT lines, now referred to as
the blue line, and the coaster line at the Old Town Transit Center. This
extension would serve nine stations. The Committee understands that the
combined project was authorized for $325,000,000 in Federal funds in
TEA21, and the Committee regrets that further funding was not available
in this appropriations bill. However, the Committee notes that this is
the first request for major Federal construction funding for the San
Diego trolley system and recognizes the commitment of Congress for the
full authorization by the year 2003.
San Juan Tren Urbano .--The Committee recommends $19,967,000 for
continuing construction on the 10.7-mile, 14-station rapid rail-line
between Bayamon Centro and the Sagrado Corazon area of Santurce in the
San Juan metropolitan area. The system consists of a double-track line
operating over at-grade and elevated rights-of-way, with a short
below-grade segment. The FTA issued a full funding grant agreement in
March 1996 to provide a total of $307,410,000 to complete the project.
To date, a total of $33,380,000 has been provided in Federal new starts
appropriated funds.
Santa Fe rail link .--The Committee recommends $2,000,000 for the
rehabilitation and upgrade of existing track between the communities of
Eldorado and Santa Fe, NM, (11 miles). These funds will provide for the
acquisition and upgrade of track, and work on stations and stops along
the route.
Sioux City microrail trolley system .--The Committee recommends
$250,000 for the initial planning and design of a Sioux City, IA,
microrail trolley system, as included in the Transportation Equity Act
for the 21st Century. Existing track will be utilized in this
downtown-riverfront light rail project.
South DeKalb-Lindberg Corridor LRT .--The Committee recommends
$1,000,000 for preliminary planning and a draft environmental impact
statement design for a proposed 14.5-mile light rail system in the south
DeKalb County to Lindbergh, GA, Emory University transportation
corridor. The Metropolitan Atlanta Regional Transportation Authority
[MARTA] is currently examining route alternatives for this corridor.
Southeast Michigan commuter rail viability study .--The Committee
has provided $200,000 for a Wayne County, MI, study to consider the
viability of a commuter rail-line along the route from Detroit
Metropolitan Airport to downtown.
St. George terminal project, New York .--The Committee recommends
$10,000,000 for design and enhancements of the Staten Island Ferry
terminal facility at St. George, Staten Island, and connecting
intermodal areas. New York City has already spent nearly $5,000,000 on
temporary repairs and slip work to keep the St. George facility
operational, but the terminal remains in need of major new construction.
The project received $2,500,000 in Federal transit funding in fiscal
year 1998.
St. Louis Metrolink (St. Clair County, IL) extension project. --The
Committee recommends $35,000,000 for the St. Clair County corridor LRT.
The initial operating segment [IOS] is a 17.4-mile extension between
downtown East St. Louis, IL, and the Belleville Community College in St.
Clair County, IL. The selected full project alternative is a 26-mile LRT
extension with a total cost of $426,700,000. The FFGA new starts amount,
toward the IOS is $243,930,961. The total estimated cost of the IOS is
$339,200,000. 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 1998, $69,610,663 has been
made available from Congress in appropriated funds for this project.
St. Louis-Jefferson City-Kansas City, MO, commuter rail .--The
Committee recommends $500,000 for a feasibility study on developing a
commuter rail system between downtown Jefferson City to Kansas City, and
downtown Jefferson City to St. Louis, MO. This study shall identify
potential stops, ridership, and general viability of the project.
Stamford, CT, fixed guideway connector .--The Committee recommends
$2,700,000 for the city of Stamford for a major investment study of a
mass transit connector in and out of the city's transportation center.
Of this total, $1,700,000 is provided in section 340 of the bill.
Tampa Bay regional rail project .--The Committee recommends
$1,000,000 toward the completion of preliminary engineering and
environmental assessments for the proposed Tampa Bay regional rail
system, which would be 73 miles in length and incorporate expanded bus,
pedestrian, and freeway elements. There is existing rail right-of-way
available for the project. The project has been provided $4,000,000 in
previous appropriations, and the project has completed a major
investment study.
Whitehall ferry terminal, New York .--The Committee recommends
$15,000,000 for construction of a new Staten Island ferry/Whitehall
ferry terminal facility and connecting intermodal areas in Manhattan.
The Whitehall ferry terminal suffered significant structural damage in a
fire in 1991, and needs to be replaced. The new terminal will be ADA
accessible and will enhance the safety and security for the 65,000
passengers using the facility daily. The project will directly connect
with the New York subway system, bus services, and highway users. The
total cost of the project is expected to exceed $100,000,000. To date,
the project has received $15,000,000 in Federal funds.
MASS TRANSIT CAPITAL FUND
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1998 $2,350,000,000
Budget estimate, 1999 1,900,000,000
Committee recommendation 1,805,600,000
The bill includes $1,805,600,000 to liquidate obligations incurred
under contract authority provided in section 5338(b) of 49 U.S.C.
DISCRETIONARY GRANTS
(highway trust fund, mass transit account)
(rescission of contract authorization)
1998 appropriation to date ...........................
1998 rescission request ...........................
Committee recommendation -$392,000,000
The Committee recommends a rescission of $392,000,000 in unobligated
contract authority balances of ISTEA transit discretionary grants funds.
These lapsed ISTEA funds could not be utilized under the new TEA21
authorization, because they would not be scored within the transit
firewall.
JOB ACCESS AND REVERSE COMMUTE GRANTS
General fund Trust fund Total
Appropriations, 1998
Budget estimate, 1999\1\ $100,000,000 $100,000,000
Committee recommendation $10,000,000 40,000,000 50,000,000
\1\Administration request includes job access funds within formula grants.
In the fiscal year 1999 budget, the administration requested
$100,000,000 for a new Access to Jobs and Training Program. The
administration's reauthorization proposal, NEXTEA, contained legislation
to establish a new activity to help welfare reform efforts succeed by
providing enhanced transportation services for low-income individuals,
including former welfare recipients, traveling to jobs or training
centers.
Section 3037 of the Transportation Equity Act established a new
program for fiscal years 1999 through 2003, the Job Access and Reverse
Commute Grants Program. For fiscal year 1999, the program is funded at a
total level of $50,000,000, with no more than $10,000,000 coming from
general funds and $40,000,000 coming from the ``Mass transit'' account
of the highway trust funds. The program will make competitive grants to
qualifying metropolitan planning organizations, local governmental
authorities, agencies, and nonprofit organizations in urbanized areas
with populations greater than 200,000. Grants may not be used for
planning or coordination activities. No more than $10,000,000 of the
total program may be released for reverse commute grants (urban to
suburban employment opportunities). Within the funds provided for
reverse commute grants, $500,000 shall be reserved for applications from
the city of Philadelphia, PA, and $500,000 shall be reserved for
applications from the city of Pittsburgh, PA, or from local authorities,
agencies, and organizations within these cities.
At least $40,000,000 of the funds are to be used for grants that
provide access to jobs, that is, the transportation of welfare
recipients and eligible low-income individuals to and from jobs and
employment-related activities. Within the funds provided for job access
grants, $500,000 shall be reserved for applications from cities within
the State of South Dakota, or from local authorities, agencies, and
organizations within that State.
The Committee is concerned that many welfare recipients who need
transportation assistance in order to take advantage of employment
opportunities are in rural areas of the country where there is little or
no public transportation. The Committee directs the Federal
Transportation Administration to ensure that at least one-quarter of the
available funds for access to jobs grants, $10,000,000, be competitively
awarded as grants to entities (county governments, townships, public
assistance organizations, rural transportation consortia, et cetera) who
represent counties that currently have no public transportation. For
many isolated and rural counties, the only hope that their residents
have to access employment opportunities is through the provision of some
form of public transportation. The very limited tax base of these
counties may also preclude their providing significant levels of local
funding to implement any form of public transportation system or
service.
The Committee recognizes that in certain urban areas, low-income
individuals, welfare recipients, and other workers may have easy access
to a local transit system, but less access to rail transit that reaches
into job-rich suburbs. The Committee urges local governments, public
transit operators, and metropolitan planning organizations to work
together to explore low-cost, innovative ways of increasing mobility and
access to jobs for welfare recipients, low-income individuals and other
workers. In particular, the Committee directs the Chicago area
transportation study [CATS] to work with the Regional Transportation
Authority, Metra, the Chicago Transit Authority, the Northeastern
Illinois Regional Planning Commission and members of the public to study
and report on the feasibility, costs, and benefits of building
additional Metra stops at points where Metra train tracks either cross
or are near Chicago Transit Authority tracks and where Metra stations
can be better connected to each other or to urban passengers. The
committee believes that creating additional Metra stops at locations
that allow for easy transfer between the CTA and Metra systems would
provide many low-income individuals, welfare recipients and other
workers access to jobs in the suburbs and at the same time would provide
suburbanites with access to businesses, cultural events and
entertainment in urban areas in addition to the city center where Metra
passenger terminals are concentrated.
The FTA Administrator shall publish in the Federal Register, as part
of the fiscal year 1999 apportionments, allocations, and program
information notice, an allocation list for all job access and reverse
commute grants. The grants shall be categorized into three groups:
reverse commute grants; access to jobs grants; and access to jobs grants
for rural areas with no current public transportation alternatives. The
grant allocation list shall include the following information: the name
of the grantee, city or county, State, and amount.
WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY [WMATA]
Appropriations, 1998 $200,000,000
Budget estimate, 1999 (highway trust fund) 50,300,000
Committee recommendation 50,000,000
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 for a total authorized
funding level of $3,000,000,000. Through fiscal year 1998,
$2,949,700,000 has been appropriated, leaving a balance of $50,300,000.
The Committee recommends an appropriation of $50,000,000 in general
funds for WMATA. This brings the total budget authority and obligation
limitation level to $5,365,000,000, the authorized cap for the mass
transit category. Providing the full request level would exceed the
transit program cap specified in TEA21.
GENERAL PROVISIONS
The Committee has included the following general provisions affecting
transit programs:
Sec. 311. This general provision gives FTA the authority to obligate
previously provided funds above a particular fiscal year's obligation
limitation. The provision has been broadened to include all FTA
accounts, rather than just the discretionary grants program.
Sec. 317. The term ``discretionary grants'' has been updated to
``capital investment grants'' in this general provision which provides
that capital investment grant funds must be obligated within 3 years, or
the associated funds will be available for expenditure and transfer to
another capital investment project.
Sec. 318. This general provision has been carried in the
appropriations bill for many years. It allows FTA to update account
names and transfer the associated funds to the new account structure.
This bookkeeping authority will be necessary, given that the
Transportation Equity Act has restructured the mass transit program.
Sec. 347. This general provision directs that discretionary bus
funds previously made available for the virtual transit enterprise
information integration program may be used to fund any aspect of the
project.
Sec. 348. This general provision allows the State of Vermont to
utilize the State's transit formula funds for Amtrak capital investment
and operating support during the TEA21 authorization period, consistent
with the provision made for the State of Oklahoma in the authorizing
legislation.
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 13, 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 include: safety, reliability, trade
development, and management accountability.
OPERATIONS AND MAINTENANCE
(Harbor Maintenance Trust Fund)
Appropriations, 1998\1\ $11,200,000
Budget estimate, 1999\2\ (mandatory) ...........................
Committee recommendation 11,496,000
\1\Does not include reduction for TASC pursuant to section 320
of Public Law 105 66.
\2\Assumes enactment of authorizing legislation to provide
mandatory payment estimated at $12,646,000.
During 1996, the administration proposed that selected Government
agencies restructure themselves as performance-based organizations
[PBO's]. The St. Lawrence Seaway Development Corporation [SLSDC] is one
of the candidate agencies. (Others include 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 coordinates 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 relocate its offices, streamline its
organization, personnel, and procurement rules; would retain authority
to conduct routine negotiations directly with the Canadian Seaway
Authority regarding seaway operations; would retain authority 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 administrations, 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 a mandatory
annual payment from the harbor maintenance trust fund [HMTF], based on
5-year average tonnage through the Seaway. The PBO proposal includes a
formula-driven annual payment for fiscal year 1999 estimated at
$12,646,000 from the HMTF. In addition to the trust fund revenue, the
Corporation's fiscal year 1999 operating budget assumes $900,000 in
non-Federal revenues. These other revenues include concession
operations, reimbursable authority from the U.S. Coast Guard, shippers'
payments for damage to locks, vessel towing services, pleasure
craft/noncommercial tolls, and other miscellaneous revenues. This brings
the total budgetary receipts to $13,546,000, of which the Corporation
intends to transfer $1,809,000 to the reserve fund, leaving an
operations and maintenance budget of $11,737,000. In addition, outside
the operating budget, $1,040,000 in reserve funds will be utilized for
capital replacements and improvements.
COMMITTEE RECOMMENDATION
Authorizing legislation is necessary to establish the Corporation as
a PBO and provide the financing mechanism that disburses the annual,
formula-driven payment. Neither the Committee nor the Department is
aware of any current or pending congressional action on PBO authorizing
legislation. Therefore, the bill includes an appropriation of
$11,496,000 from the HMTF, instead of the mandatory payment requested.
This is $1,150,000 less than the amount the administration assumes would
be provided as a mandatory payment from the HMTF for fiscal year 1999,
and represents 2.6 percent growth over the enacted fiscal year 1998
funding level.
The Committee recommendation includes the following reductions to the
Corporation's budget:
Reduce the emergency reserve fund to target level of $10,142,000 -$538,000
Reduce personnel compensation by amount associated with transfer of four FTE's (pilotage function) -392,000
Defer lower priority capital equipment purchases and projects -205,000
Hold travel to enacted fiscal year 1998 level -15,000
-1,150,000
Emergency reserve account .--One of the Corporation's management
accountability goals is to increase the emergency reserve account to
ensure contingency funding for catastrophic emergencies and funding of
critical capital outlay needs. The Corporation's fiscal year 1999 budget
proposes to transfer $1,809,000 to the reserve fund, in order to meet a
yearend balance target of $10,680,000. (The PBO financial plan
establishes a commitment to make annual contributions to the reserve
account over the 5-year period fiscal year 1999 2003, assuming funds are
available.) The Committee is not satisfied that the target level of
$10,680,000 is necessarily the right target. Even in a catastrophic
emergency (a double-lock failure, for example), a number of possible
responses could be made, including a supplemental funding request from
the Department, or reprogramming other replacement and improvement funds
within the program budget.
Great Lakes pilotage functions transfer .--On March 5, 1998, the St.
Lawrence Seaway Development Corporation's authority to carry out the
Great Lakes pilotage functions was revoked, and the functions were
transferred back to the Coast Guard, where most pilotage functions were
prior to late 1995. Four FTE's and associated personnel and benefit
costs were attached to this function. The Corporation has stated that
the total annual costs of these FTE's is $392,000. This function is no
longer being performed by the Corporation, and the funds will not be
required in fiscal year 1999.
Capital projects and equipment/travel .--The Committee recommends a
decrease of $205,000 in the Corporation's capital plan, providing a
total of $835,000 for purchases of mechanical and electrical lock
equipment, physical plant improvements, vessel traffic center upgrades,
and navigational aids and channel maintenance equipment. The Corporation
should fund its higher priority capital projects first and defer less
pressing needs. Within the Corporation's operating budget, the Committee
has also recommended $189,000 for travel, the same level as in fiscal
year 1998.
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, 1998\1\ $29,000,000
Budget estimate, 1999 29,655,000
Committee recommendation 29,000,000
\1\Does not reflect reduction for TASC pursuant to section 320
of Public Law 105 66. Includes $1,000,000 supplemental funding pursuant
to Public Law 105 174.
The Committee has provided a total of $29,000,000 for the ``Research
and special programs'' account, which is $655,000 below the
administration's request, and is the same as the fiscal year 1998
enacted level.
The following table summarizes the Committee recommendations:
Fiscal year 1998 enacted\1\ Fiscal year 1999 estimate Committee recommendation
Hazardous materials safety $15,342,000 $15,863,000 $15,863,000
Emergency transportation $1,993,000 $997,000 $997,000
Research and technology $3,446,000 $3,851,000 $3,651,000
Program and administrative support $8,171,000 $8,944,000 $8,489,000
----------------------------- --------------------------- --------------------------
Total, research and special programs $28,952,000 $29,655,000 $29,000,000
(FTE) (189) (187) (186)
\1\Includes $48,000 reduction for TASC pursuant to section 320 of Public Law 105 66. Includes $450,000 reduction pursuant to President's line-item veto.
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 $15,863,000 for hazardous materials safety,
which is the amount requested by the administration.
Hazardous materials staff .--Since the beginning of fiscal year
1998, the Office of Hazardous Materials Safety has hired five employees;
however, as of April 22, 1998, the Office still had five vacancies. The
Committee directs that the Office halt recruitment efforts for any
unfilled vacancies and hold staffing to the current onboard strength.
The Committee estimates that the associated savings will amount to
approximately $400,000.
Hazardous materials research and development .--The Committee is
concerned that an emergency rule promulgated by RSPA on cargo tank
vehicles carrying liquefied compressed gases (for example, propane and
anhydrous ammonia) may have the unintended practical effect of requiring
a second attendant on vehicles when unloading. To assist in the timely
development of improved liquefied gas delivery safety equipment, the
Committee has increased the HMS research and development activity to
$1,400,000 ($400,000 above the requested level), and directs that
improved performance criteria for both passive and remote controlled
shutdown systems on cargo tank motor vehicles be developed and published
in the Federal Register by July 31, 1999. RSPA shall coordinate with
interested industry members in a peer review of these performance
criteria, and provide an interim progress report by letter to the
Committee by April 30, 1999, on these improved performance criteria,
industry's response, and progress in developing a permanent solution to
the emergency shutdown equipment problem.
General provision (sec. 323) .--Consistent with the February 13,
1998, U.S. district court preliminary injunction, the Committee has
included a general provision that prohibits funds from being used to
promulgate or enforce regulations that have the effect of requiring a
second attendant while unloading liquefied compressed gas, in order to
allow RSPA and the industry to work together toward retrofitting the
cargo tank vehicle fleet with remote control shutoff devices.
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
also 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, hurricanes and tornados, and international and domestic
terrorism. The Office of Emergency Transportation develops crisis
management plans to mitigate disasters and implements these plans
nationally and regionally in an emergency.
The Committee recommends $997,000 for emergency transportation, the
amount requested by the administration.
Research and technology
The Committee recommends $3,651,000 for the Office of Research and
Technology, an increase of $205,000 over the 1998 appropriated level and
$200,000 less than the amount requested by the administration. The
additional funds provided will help the Department coordinate and
strengthen its responsibilities under the new surface transportation
reauthorization. The Committee notes the improvements in departmental
research and technology planning and urges those efforts to continue
consistent with the research and technology performance goals expressed
in the new authorization bill. The funds provided will help support the
R&T corporate management strategy specified in the Department's
strategic plan, allow RSPA to support the intergovernmental
transportation research coordination responsibilities of the National
Science and Technology Council, and support a limited intermodal
research program.
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 $8,489,000 for program and administrative
support, $455,000 less than the administration's request.
Electronic grant program -$100,000
Limit increase in information resource management contract support -155,000
Delete Garrett A. Morgan Program funding -200,000
The Committee directs that funds for the Electronic Grant Program be
obtained within the agency's base program funding, and does not include
additional funding for this purpose. The Committee has also limited the
requested increase in information resource management contract support,
and deletes the funding requested for the Garrett A. Morgan Technology
and Transportation Futures Program. There are many national education
programs already in place that encourage and enhance math, science, and
technology literacy, and the Committee is unaware of an imminent
shortage of engineers and other professionals in the transportation
industries.
PIPELINE SAFETY
(Pipeline Safety Fund)
(Oilspill Liability Trust Fund)
Pipeline safety fund Trust fund Total
Appropriations, 1998\1\\2\ $29,465,000 $3,300,000 $32,765,000
Budget estimate, 1999 32,163,000 3,300,000 35,463,000
Committee recommendation \3\30,659,000 3,500,000 34,159,000
\1\Does not reflect reduction for TASC pursuant to section 320 of Public Law 105 66.
\2\Includes $1,465,000 from reserve fund balances.
\3\Includes $1,659,000 from reserve fund balances.
The Research and Special Programs Administration is also responsible
for the Department's Pipeline Safety Program. This activity is largely
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.
Pipeline safety reserve fund .--The Committee recommends $1,659,000
to be derived from amounts previously collected in pipeline user fees
from interstate liquid and natural gas transmission companies, which are
maintained in a reserve fund by RSPA. The current balance of the
pipeline safety reserve fund (as of March 30) is $28,300,000, but over
the course of the year, some program costs will be warranted out. The
fund takes in user fee collections, pays program costs, and also makes
adjustments to collections due to over- or underpayments, so the balance
varies over the course of each fiscal year. RSPA maintains that an
end-of-year balance of at least $11,000,000 is necessary to sustain
operations until fees can be collected to replenish the fund. Over the
last 10 years, the end-of-year balance has ranged from $17,179,709 at
the end of fiscal year 1988 to an estimated fiscal year 1998 end-year
balance of $15,888,940. The Committee believes it is appropriate to
drawdown against this balance as long as the $11,000,000 level is not
broached. The Committee agrees with the authorizing committees and
industry that the fiscal year 1999 cap on the portion of the OPS budget
that can be raised through pipeline safety user
fees--$29,000,000--should not be exceeded.
Oilspill liability trust fund. --The Committee recommends $3,500,000
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], $200,000 more than the administration's
request.
The following table summarizes the Committee recommendations:
Program Fiscal year-- Committee recommendation\3\
1998 enacted\1\\2\ 1999 estimate
Operating expenses $11,608,000 $11,865,000 $11,865,000
Information and analysis 1,200,000 1,365,000 1,065,000
Risk assessment/technical studies 1,200,000 1,200,000 1,200,000
Compliance 300,000 450,000 300,000
Training and information dissemination 820,000 921,000 921,000
Emergency notification 100,000 100,000 100,000
Public education 400,000 200,000 400,000
Implement Oil Pollution Act 2,328,000 2,443,000 2,443,000
Research and development 1,165,000 1,919,000 1,365,000
State grants 12,000,000 13,500,000 13,000,000
Risk management grants 500,000 500,000 500,000
One-call grants 1,100,000 1,000,000 1,000,000
-------------------- --------------- -------------
Totals 32,721,000 35,463,000 34,159,000
\1\Includes reduction of $44,000 for TASC pursuant to section 320 of Public Law 105 66.
\2\Includes $1,465,000 from uncommitted balances in the reserve fund.
\3\Includes $1,659,000 from uncommitted balances in the reserve fund.
Information and analysis. --The Committee recommends $1,065,000 for
the information and analysis program, $300,000 less than requested by
the administration. This reflects a deletion of the proposed increase in
information systems operations, bringing the activity to the fiscal year
1998 current services level.
Compliance .--The Committee maintains that sufficient field
engineering support staff is available to monitor remediation activities
in addition to overseeing regularly scheduled inspections, and has not
included the $150,000 requested increase above the fiscal year 1998
current services level.
Public education .--The Committee recommends $400,000 for damage
prevention public education activities, to accelerate work on the
evolving one-call systems public education campaign. This represents a
$200,000 increase above the requested level. The additional funds will
be used for two purposes: to provide moneys that will be leveraged with
private sector funds to advance the national one-call campaign; and to
conduct a new joint public meeting with the NTSB on one-call systems.
The forthcoming public meeting will serve as a forum to expedite the
national one-call campaign, discuss best practices learned in dealing
with one-call challenges, help publicize the national 800 number for
one-call systems, and develop an agenda for the future of OPS
involvement in damage prevention.
Research and development. --The Committee has held OPS to the fiscal
year 1998 program level, with the exception of a $200,000 increase in
the mapping initiative. The Committee asserts that this increase should
be funded from the oilspill liability trust fund because the data
depicted will assist in the protection of environmentally sensitive
areas.
State grants .--The National Gas Pipeline Safety Act and the
Hazardous Liquid Pipeline Safety Act authorizes OPS to reimburse up to
50 percent of States' pipeline safety costs. In return, States inspect
about 90 percent of U.S. pipelines. It is in RSPA's interest to give the
States enough financial incentive to stay in the Pipeline Safety
Program. The administration has requested a 12.5-percent increase in the
State Grant Program for fiscal year 1999, from $12,000,000 to
$13,500,000. Due to budgetary constraints, the Committee cannot meet
this increase, but supports the initiative to get as close as possible
to a 50-percent reimbursement level. The Committee recommends a funding
level of $13,000,000 for the State Grants Program.
One-call grants to States .--The Committee recommends that
$1,000,000 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.
EMERGENCY PREPAREDNESS GRANTS
(Emergency Preparedness Fund)
Appropriations, 1998 $200,000
Budget estimate, 1999 200,000
Committee recommendation 200,000
The hazardous materials transportation law (title 49 U.S.C. 5101 et
seq.) 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, territories, 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. The hazardous materials
transportation law 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.
COMMITTEE RECOMMENDATION
The administration has proposed increasing the annual level of
funding under the Hazmat Registration Program from $7,372,000 to
$14,300,000. Under the current registration program, an annual flat fee
of $300 is assessed on carriers that transport: radioactive materials
(in any quantity); class A or class B explosives (over 25 kilograms);
extremely toxic inhalants (more than 1 liter per package); hazardous
material in bulk packaging over 3,500 gallons or 468 cubic feet; or
placarded hazardous materials in shipments of over 5,000 pounds. This
affects approximately 26,000 shippers and carriers on the Nation's
highways, railroads, waterways, and airways. Most of the fees collected
under the registration program are used to make training and planning
grants to States to improve emergency response to hazardous materials
incidents.
Under the administration's proposal, the overall funding for this
program would be increased by $6,928,000. In order to pay for this
increase, the administration proposes to raise the fee level and broaden
the base of registrants. There are industry concerns, including issues
of fairness relating to carriers in States that already impose
registration fees for hazardous materials shippers, and concerning the
use of up to 25 percent of the grant funds for small business programs
that may not be directly related to hazardous materials transportation
and handling. The Committee favors a more gradual increase in the
Emergency Preparedness Grants Program, in order to allow RSPA and
industry to more fully consider these issues. An incremental program
increase could be built into the rulemaking process.
The Committee recommends an appropriation of $200,000 for training
curriculum activities, and directs that a ceiling of $11,000,000 be
placed on fee collections, and a ceiling of $11,200,000 on the Emergency
Preparedness Grants Program in fiscal year 1999. The bill includes a
provision limiting the hazardous materials carriers' registration fees
that are collected in fiscal year 1999 to $11,000,000.
The following table details the activities of the fund based on the
Committee's limitation on the registration fee collections.
Fiscal year-- Committee recommendation\3\
1998 enacted\1\ 1999 budget estimate\2\
Grants $6,572,000 $12,800,000 $9,700,000
Technical assistance 300,000 300,000 300,000
Administrative costs 300,000 300,000 300,000
Emergency response guidebook 700,000 700,000
Training curriculum 200,000 200,000 200,000
----------------- ------------------------- ------------
Total 7,372,000 14,300,000 11,200,000
\1\Levels based on fiscal year 1997 collections. Includes $7,172,000 permanent appropriations.
\2\Estimated levels, includes $14,100,000 permanent appropriations.
\3\Estimated levels, includes $11,000,000 permanent appropriations.
OFFICE OF INSPECTOR GENERAL
SALARIES AND EXPENSES
Appropriations, 1998\1\ $42,000,000
Budget estimate, 1999 42,491,000
Committee recommendation 42,720,000
\1\Does not include reduction for TASC pursuant to section 320
of Public Law 105 66.
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 two major functional units: the Office of
Assistant Inspector General for Auditing and the 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 $42,720,000. The recommended level includes
funding for the inspector general to conduct their oversight mission
mandated under the Inspector General Act, support the Department's
priorities in the areas of safety, strategic investment in
transportation infrastructure, and commonsense government, to provide an
objective and credible voice on other issues of Departmentwide concern
and to respond to emerging issues of congressional concern.
SURFACE TRANSPORTATION BOARD
SALARIES AND EXPENSES
Appropriation Required offsetting collections Allowed offsetting collecitons
Appropriations, 1998\1\ $13,853,000 $2,000,000
Budget estimate, 1999 $16,000,000
Committee recommendation 13,853,000 2,000,000
\1\Excludes reduction of $3,000 pursuant to section 320 of Public Law 105 66.
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 1999 program request is $16,000,000
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 STB is
not a viable option for fiscal year 1999. 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 may
consider later this year.
The Committee has provided $13,853,000 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 $2,000,000 from these fees. Bill language has been included to
assure that fees received in excess of $2,000,000 shall remain available
to the Board but shall not be available for obligation until October 1,
1999.
In addition to making available up to $2,000,000 in fees collected in
fiscal year 1999, the Board anticipates utilizing approximately $265,000
in fees carried over from fiscal year 1998, but not available until
October 1, 1998. Combining the appropriated general funds, the
anticipated 1999 user fees, and the carryover 1998 user fees, the Board
will have a total budgetary resource level of $16,118,000. This exceeds
the administration's request of $16,000,000, but is less than the
funding request of $16,190,000 submitted by the Surface Transportation
Board to the Office of Management and Budget. The Committee's
recommendation will fund a total of 135 full-time equivalent [FTE]
positions, the same number of personnel as are currently employed at the
Board.
TITLE II--RELATED AGENCIES
ARCHITECTURAL AND TRANSPORTATION BARRIERS COMPLIANCE BOARD
SALARIES AND EXPENSES
Appropriations, 1998 $3,642,000
Budget estimate, 1999 3,847,000
Committee recommendation 3,847,000
The Committee recommends $3,847,000 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, 1998\1\ $48,371,000
Budget estimate, 1999\2\ 47,200,000
Committee recommendation 53,473,000
\1\Excludes $5,400,000 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 $53,473,000, which is $273,000
above the administration's budget request. The $273,000 increase is
necessary to cover the annualized effect of the additional positions
provided by Congress last year. The NTSB's salaries and expenses shall
be distributed as follows:
Staff (FTE) Budget authority
Policy and direction 91 $12,150,000
Aviation safety 139 19,185,120
Surface transportation safety 96 12,242,360
Research and engineering 66 8,485,520
Administrative law judges 10 1,410,000
------------- ------------------
User fees .--The Committee has denied the request to collect
$6,000,000 in user fees. The Committee 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 would essentially be new taxes.
EMERGENCY FUND
Appropriations, 1998 $1,000,000
Budget estimate, 1999 1,000,000
Committee recommendation 1,000,000
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 3 years. The fund was fully replenished in the fiscal year
1998 Transportation appropriations bill, and the current balance is
$1,000,000. 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. The Committee has also included language to expand the
eligible uses of the fund to include expenses associated with the
provision of services to families of victims of transportation
disasters.
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. Modifies a requested provision to prohibit the use of
funds for the salaries and expenses of more than 91 political and
Presidential appointees to the Department of Transportation.
Sec. 310. This provision regarding the allocation of Federal-aid
Highway Program funds is continued with modifications to reflect the
passage of the Transportation Equity Act for the 21st Century [TEA21].
Sec. 315. Deletes the requested provision allowing transfer
authority between appropriated accounts, and includes provision
prohibiting the use of funds to award multiyear contracts for production
end items that include certain specified provisions.
Sec. 316. Deletes the requested provision allowing expanded
definition of capital in use of Federal transit funds, as it has been
codified in TEA21, and includes provision allowing the State of Alaska
to utilize allocated highway funds for projects of international origin
or implications.
Sec. 317. Modifies a requested provision to allow funds for capital
investment grants, other than fixed guideway modernization projects,
which are not obligated by September 30, 2001, to be used for other
projects under 49 U.S.C. 5309.
Sec. 319. Includes provision which the administration had requested
be deleted that caps the amount of funds that may be used to support the
Center for Advanced Aviation Systems Development.
Sec. 320. Includes provision which the administration had requested
be deleted that reduces the funds provided for the Transportation
Administrative Service Center.
Sec. 322. Includes provision that prohibits the imposition of
requirements, not authorized in law, on applicants for funds under this
act.
Sec. 323. Prohibits the use of funds to promulgate or enforce any
regulation that has the effect of requiring two attendants during
unloading of liquefied compressed gases.
Sec. 325. Requires public disclosure of the National Railroad
Passenger Corporation's national average per passenger loss.
Sec. 326. Includes provision which the administration had requested
be deleted that prohibits the use of funds in this act for activities
designed to influence Congress on legislation or appropriations except
through proper, official channels.
Sec. 327. Includes provision which the administration had requested
be deleted that limits the amount available for advisory committees to
$1,000,000.
Sec. 328. Deletes unnecessary provision regarding odometer
regulations, and adds provision that provides authority to mitigate
leaking aboveground storage tanks in Alaska.
Sec. 330. Includes provision which the administration had requested
be deleted relating to compliance with the Buy American Act.
Sec. 333. Modifies a requested provision regarding rebates, refunds,
incentive payments, and minor fees received by the Department from
travel management centers, charge card programs, and other sources,
making such funds available until December 31, 1999.
Sec. 334. Includes a provision which authorizes the conveyance of
Coast Guard station property to the State of North Carolina.
Sec. 335. Includes a provision that makes previously provided
highway funds in Augusta, GA, available for a grade-crossing project in
Augusta, GA.
Sec. 336. Includes a provision allowing States the option of
licensing commercial motor vehicle operators who operate solely within
the State.
Sec. 337. Provides that no approval from the Secretary (other than
review of the project final design) shall be required to construct
additional entrances and exits between exits 57 and 58 of Interstate 495
in Suffolk County, NY, provided such entrances and exits are designed,
constructed or otherwise authorized by the responsible State
transportation agency through the appropriate State environmental
process.
Sec. 338. Provides that the Secretary of Transportation shall enter
into agreements with the New York State Department of Transportation
that would allow automotive service stations or other commercial
establishments for serving motor vehicle users to be sited and
constructed in the vicinity of exits 51 and either exit 66, 67, or 68 of
the Long Island Expressway (Interstate 495) in Suffolk County.
Sec. 339. Includes a provision which harmonizes current safety
statutes by bringing bumper standards within the scope of the National
Highway Traffic Safety Administration's exemption discretion for
case-by-case determinations.
Sec. 340. This general provision provides $30,000,000 out of
available capital investment grant funds authorized under 49 U.S.C.
section 5338(b)(2)(A)(i) to be made available for specified transit
fixed guideway projects.
Sec. 341. Includes a provision relating to the transportation of
edible oils which directs the Secretary to issue regulations to comply
with requirements set forth in the Edible Oil Regulatory Reform act.
Sec. 342. This provision clarifies existing law regarding the
definition of airplane in Public Law 96 487, subject to reasonable
regulation.
Sec. 343. This provision clarifies the eligibility of a rail grade
separation project.
Sec. 344. This provision clarifies the eligibility of a highway
construction project in New York.
Sec. 345. This provision waives repayment of any Federal-aid highway
funds expended on the construction of high occupancy vehicle lanes or
auxiliary lanes on I 287 in New Jersey.
Sec. 346. This provision requires consultation with local officials
during the construction process of a highway project in Milwaukee.
Sec. 347. This general provision directs that discretionary bus
funds previously made available for a transit information integration
program may be used to fund any aspect of the project.
Sec. 348. This general provision allows the State of Vermont to
utilize the State's transit formula funds for Amtrak capital investment
and operating support during the TEA21 authorization period.
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:
$2,761,603,000
388,693,000
21,000,000
684,000,000
67,000,000
17,461,000
...........................
Federal Aviation Administration:
5,538,259,000
2,044,233,269
173,627,000
2,100,000,000
Federal Railroad Administration: Railroad safety 61,876,000
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, S. 2307, an original Transportation and related
agencies appropriations bill, 1999, and an S. 2312, an original Treasury
and General Government appropriations bill, 1999, both subject to
amendment and both subject to appropriate scorekeeping, 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.
TITLE 23--HIGHWAYS
CHAPTER 2--OTHER HIGHWAYS
218. Alaska Highway
(a) Recognizing the benefits that will accrue to the State of Alaska
and to the United States from the reconstruction of the Alaska Highway
from the Alaskan border to Haines Junction in Canada and the Haines
Cutoff Highway from Haines Junction in Canada to the south Alaskan
border Haines , the Secretary is authorized out of the funds
appropriated for the purpose of this section to provide for necessary
reconstruction of such highway. Such appropriations shall remain
available until expended. Notwithstanding any other provision of law, in
addition to such funds, upon agreement with the State of Alaska, the
Secretary is authorized to expend on such highway highway or the Alaska
Marine Highway System any Federal-aid highway funds apportioned to the
State of Alaska under this title at a Federal share of 100 per centum.
Notwithstanding any other provision of law, any obligation limitation
enacted for fiscal year 1983 or for any other fiscal year thereafter any
other fiscal year thereafter, including any portion of any other fiscal
year thereafter, prior to the date of the enactment of the
Transportation Equity Act for the 21st Century shall not apply to
projects authorized by the preceding sentence. No expenditures shall be
made for the construction of such highways until an agreement
construction of the portion of such highways that are in Canada until an
agreement has been reached by the Government of Canada and the
Government of the United States which shall provide, in part, that the
Canadian Government--
* * * * * * *
TITLE 49--TRANSPORTATION
SUBTITLE VI--MOTOR VEHICLE AND DRIVER PROGRAMS
PART A--GENERAL
CHAPTER 301--MOTOR VEHICLE SAFETY
SUBCHAPTER II--STANDARDS AND COMPLIANCE
30113. General exemptions
(a) * * *
* * * * * * *
(b) Authority To Exempt and Procedures.
(1) The Secretary of Transportation may exempt, on a temporary basis,
motor vehicles from a motor vehicle safety standard prescribed under
this chapter or passenger motor vehicles from a bumper standard
prescribed under chapter 325 of this title , on terms the Secretary
considers appropriate. An exemption may be renewed. A renewal may be
granted only on reapplication and must conform to the requirements of
this subsection.
* * * * * * *
(3) The Secretary may act under this subsection on finding that--
(A) an exemption is consistent with the public interest and this
chapter or chapter 325 of this title (as applicable) ; and
* * * * * * *
(c) Contents of Applications.
A manufacturer applying for an exemption under subsection (b) of this
section shall include the following information in the application:
(1) if the application is made under subsection (b)(3)(B)(i) of this
section, a complete financial statement describing the economic hardship
and a complete description of the manufacturer's good faith effort to
comply with each motor vehicle safety standard prescribed under this
chapter , or a bumper standard prescribed under chapter 325 of this
title , from which the manufacturer is requesting an exemption.
* * * * * * *
(h) Permanent Label Requirement.
The Secretary shall require a permanent label to be fixed to a motor
vehicle granted an exemption under this section. The label shall either
name or describe each motor vehicle safety standard prescribed under
this chapter, or bumper standard prescribed under chapter 325 of this
title from which the vehicle is exempt. The Secretary may require that
written notice of an exemption be delivered by appropriate means to the
dealer and the first purchaser of the vehicle other than for resale.
* * * * * * *
32502. Bumper standards
(a) * * *
(c) Exemptions.
For good cause, the Secretary may exempt from any part of a standard
all or any part of a standard --
(1) a multipurpose passenger vehicle;
(2) a make, model, or class of a passenger motor vehicle
manufactured for a special use, if the standard would interfere
unreasonably with the special use of the vehicle. ; or
(3) a passenger motor vehicle for which an application for an
exemption under section 30013(b) of this title has been filed in
accordance with the requirements of that section.
* * * * * * *
32506. Prohibited acts
(a) General.
Except as provided in this section and section 32502 of this title ,
a person may not--
(1) manufacture for sale, sell, offer for sale, introduce or deliver
for introduction in interstate commerce, or import into the United
States, a passenger motor vehicle or passenger motor vehicle equipment
manufactured on or after the date an applicable standard under section
32502 of this title takes effect, unless it conforms to the standard;
(2) fail to comply with an applicable regulation prescribed by the
Secretary of Transportation under this chapter;
(3) fail to keep records, refuse access to or copying of records,
fail to make reports or provide items or information, or fail or refuse
to allow entry or inspection, as required by this chapter or a
regulation prescribed under this chapter; or
(4) fail to provide the certificate required by section 32504 of
this title, or provide a certificate that the person knows, or in the
exercise of reasonable care has reason to know, is false or misleading
in a material respect.
* * * * * * *
PART B--COMMERCIAL
CHAPTER 313--COMMERCIAL MOTOR VEHICLE OPERATORS
31305. General driver fitness and testing
(a) * * *
(b) Requirements for Operating Vehicles.
(1) Except as provided in paragraph (2) paragraphs (2) and (3) of
this subsection, an individual may operate a commercial motor vehicle
only if the individual has passed written and driving tests to operate
the vehicle that meet the minimum standards prescribed by the Secretary
under subsection (a) of this section.
(2) The Secretary may prescribe regulations providing that an
individual may operate a commercial motor vehicle for not more than 90
days if the individual--
(A) passes a driving test for operating a commercial motor vehicle
that meets the minimum standards prescribed under subsection (a) of this
section; and
(B) has a driver's license that is not suspended, revoked, or canceled.
(3) Any individual may operate a commercial motor vehicle solely
within the borders of a State if the individual--
(A) has passed written and driving tests to operate the vehicle that
meet such minimum standards as may be prescribed by the State; and
(B) has a driver's license that is not suspended, revoked, or
canceled.
* * * * * * *
31311. Requirements for State participation
(a) General.
To avoid having amounts withheld from apportionment under section
31314 of this title, a State shall comply with the following
requirements:
(13) The State shall impose penalties the State considers
appropriate and the Secretary approves for an individual operating a
commercial motor vehicle when the individual--
(A) does not have a commercial driver's license , except as provided
in paragraph (2) or (3) of section 31305(b) of this title ;
(B) has a driver's license revoked, suspended, or canceled; or
(C) is disqualified from operating a commercial motor vehicle.
* * * * * * *
ALASKA NATIONAL INTEREST LANDS CONSERVATION ACT, PUBLIC LAW 96 487, 94
STAT. 2464
Sec. 1110. (a) Notwithstanding any other provision of this Act or
other law, the Secretary shall permit, on conservation system units,
national recreation areas, and national conservation areas, and those
public lands designated as wilderness study, the use of snowmachines
(during periods of adequate snow cover, or frozen river conditions in
the case of wild and scenic rivers), motorboats, airplanes aircraft ,
and nonmotorized surface transportation methods for traditional
activities (where such activities are permitted by this Act or other
law) and for travel to and from villages and homesites. Such use shall
be subject to reasonable regulations by the Secretary to protect the
natural and other values of the conservation system units, national
recreation areas, and national conservation areas, and shall not be
prohibited unless, after notice and hearing in the vicinity of the
affected unit or area, the Secretary finds that such use would be
detrimental to the resource values of the unit or area. Nothing in this
section shall be construed as prohibiting the use of other methods of
transportation for such travel and activities on conservation system
lands where such use is permitted by this Act or other law.
* * * * * * *
TRANS-ALASKA PIPELINE SYSTEM REFORM ACT OF 1990, PUBLIC LAW 101 380
8102 TRANS-ALASKA PIPELINE LIABILITY FUND.
(a) * * *
(1) * * *
(2) Disposition of fund balance.--
(A) * * *
(B) Disposition of the balance .--After the Comptroller General of
the United States certifies that the requirements of subparagraph (A)
have been met, the trustees of the TAPS Fund shall dispose of the
balance in the TAPS Fund after the reservation of amounts are made under
subparagraph (A) by--
(i) rebating the pro rata share of the balance to the State of
Alaska for its contributions as an owner of oil , which shall be used to
repair and replace bulk fuel storage tanks in Alaska so that such tanks
comply with this Act and with other applicable federal and state laws ;
(ii) transferring and depositing the remainder of the balance into
the Oil Spill Liability Trust Fund established under section 9509 of the
Internal Revenue Code of 1986 (26 U.S.C. 9509).
* * * * * * *
TRANSPORTATION EQUITY ACT FOR THE 21ST CENTURY, PUBLIC LAW 105 178
SEC. 1211. AMENDMENTS TO PRIOR SURFACE TRANSPORTATION LAWS.
(a) * * *
* * * * * * *
(n) * * *
(o) Modification of Substitute Project in Wisconsin.--Section 1045(a)
of the Intermodal Surface Transportation Efficiency Act of 1991 (as
amended by subsection (n) of this section) is amended in paragraph (2)--
(1) by inserting `after consultation with appropriate local
government officials,' after `Wisconsin,'; and
(2) by striking `shall' and inserting `may'.
* * * * * * *
SEC. 3021. PILOT PROGRAM FOR INTERCITY RAIL INFRASTRUCTURE
INVESTMENT FROM MASS TRANSIT ACCOUNT OF HIGHWAY TRUST FUND.
(a) In General.--The Secretary shall establish a pilot program to
determine the benefits of using funds from the Mass Transit Account of
the Highway Trust Fund for intercity passenger rail. Any assistance
provided to the State of Oklahoma or the State of Vermont under sections
5307 and 5311 of title 49, United States Code, during fiscal years 1998
through 2003 may be used for capital improvements to, and operating
assistance for, intercity passenger rail service.
(b) Report.--
(1) In general.--Not later than October 1, 2002, the Secretary shall
submit to the Committee on Transportation and Infrastructure of the
House of Representatives and the Committee on Banking, Housing, and
Urban Affairs of the Senate a report on the pilot program established
under this section.
(2) Contents.--The report submitted under paragraph (1) shall
include--
(A) an evaluation of the effect of the pilot program on alternative
forms of transportation within the State of Oklahoma and the State of
Vermont ;
(B) an evaluation of the effect of the program on operators of mass
transportation and their passengers;
(C) a calculation of the amount of Federal assistance provided under
this section transferred for the provision of intercity passenger rail
service; and
(D) an estimate of the benefits to intercity passenger rail service,
including the number of passengers served, the number of route miles
covered, and the number of localities served by intercity passenger rail
service.
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 1999: Subcommittee on Transportation and Related Agencies: 300 300 300 300
Projections of outlays associated with the recommendation: \2\16,310
Financial assistance to State and local governments for 1999 in bill NA 725 NA 7,217
\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 1998 AND BUDGET ESTIMATES AND AMOUNTS RECOMMENDED IN THE BILL FOR FISCAL YEAR 1999
Item 1998 appropriation Budget estimate Committee recommendation Senate Committee recommendation compared with ( + or -)
1998 appropriation Budget estimate
TITLE I--DEPARTMENT OF TRANSPORTATION
Office of the Secretary
Salaries and expenses $61,000,000 $61,930,000 -$61,000,000 -$61,930,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal 61,000,000 61,930,000 57,784,900 -3,215,100 -4,145,100
=================== ================== ========================= ==================== ===================
Office of Civil Rights 5,574,000 6,966,000 5,562,000 -12,000 -1,404,000
Transportation planning, research, and development 4,400,000 4,710,000 8,328,400 +3,928,400 +3,618,400
Transportation Administrative Service Center (121,800,000) (165,215,000) ( +43,415,000) ( +165,215,000)
Payments to Air Carriers (rescission) ( -2,500,000) ( +2,500,000)
Payments to air carriers (Airport and Airway Trust Fund): Rescission of contract authorization ( -41,600,000) ( +41,600,000)
Minority business resource center program account 1,900,000 1,900,000 1,900,000
Minority business outreach 2,900,000 2,900,000 2,900,000
Amtrak Reform Council 2,450,000 450,000 -2,000,000 +450,000
------------------- ------------------ ------------------------- -------------------- -------------------
Total, Office of the Secretary 78,224,000 78,406,000 76,925,300 -1,298,700 -1,480,700
=================== ================== ========================= ==================== ===================
Coast Guard
Operating expenses 2,415,400,000 2,462,705,000 2,461,603,000 +46,203,000 -1,102,000
Acquisition, construction, and improvements: -9,000,000 +9,000,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, AC&I appropriations 388,850,000 407,773,000 388,693,000 -157,000 -19,080,000
=================== ================== ========================= ==================== ===================
Environmental compliance and restoration 21,000,000 21,000,000 21,000,000
Alteration of bridges (Highway Trust Fund) 17,000,000 20,000,000 +3,000,000 +20,000,000
Retired pay 653,196,000 684,000,000 684,000,000 +30,804,000
Reserve training 67,000,000 67,000,000 67,000,000
Research, development, test, and evaluation 19,000,000 18,300,000 17,461,000 -1,539,000 -839,000
Boat safety (Aquatic Resources Trust Fund) 35,000,000 -35,000,000
------------------- ------------------ ------------------------- -------------------- -------------------
Total, Coast Guard 3,916,446,000 4,004,778,000 3,959,757,000 +43,311,000 -45,021,000
=================== ================== ========================= ==================== ===================
Federal Aviation Administration
Operations 5,301,934,000 5,631,130,000 5,538,259,000 +236,325,000 -92,871,000
Facilities and equipment (Airport and Airway Trust Fund) 1,900,477,000 2,130,000,000 2,044,683,269 +144,206,269 -85,316,731
Research, engineering, and development (Airport and Airway Trust Fund) 199,183,000 290,000,000 173,627,000 -25,556,000 -116,373,000
Grants-in-aid for airports (Airport and Airway Trust Fund): (1,600,000,000) (1,600,000,000) (1,600,000,000)
Facilities, equipment and development -500,000 +500,000
------------------- ------------------ ------------------------- -------------------- -------------------
Total, Federal Aviation Administration 7,401,094,000 8,051,130,000 7,756,569,269 +355,475,269 -294,560,731
=================== ================== ========================= ==================== ===================
(Limitations on obligations) (1,700,000,000) (1,700,000,000) (2,100,000,000) ( +400,000,000) ( +400,000,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Total budgetary resources (9,101,094,000) (9,751,130,000) (9,856,569,269) ( +755,475,269) ( +105,439,269)
=================== ================== ========================= ==================== ===================
Federal Highway Administration
Limitation on administrative expenses (552,266,000) (521,883,000) (320,413,000) ( -231,853,000) ( -201,470,000)
Appalachian Development Highway system 300,000,000 200,000,000 -100,000,000 +200,000,000
Federal-aid highways (Highway Trust Fund): (21,500,000,000) (21,500,000,000) (25,511,000,000) ( +4,011,000,000) ( +4,011,000,000)
Motor carrier safety grants (Highway Trust Fund): (85,000,000) (100,000,000) (100,000,000) ( +15,000,000)
State infrastructure banks (Highway Trust Fund) 150,000,000 -150,000,000
Transportation infrastructure credit enhancement program (Highway Trust Fund) 100,000,000 -100,000,000
------------------- ------------------ ------------------------- -------------------- -------------------
Total, Federal Highway Administration 300,000,000 250,000,000 200,000,000 -100,000,000 -50,000,000
=================== ================== ========================= ==================== ===================
(Limitations on obligations) (21,584,825,000) (21,600,000,000) (25,611,000,000) ( +4,026,175,000) ( +4,011,000,000)
(Sec. 310 obligations) (1,597,000,000) (1,265,000,000) (1,207,903,000) ( -389,097,000) ( -57,097,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Total budgetary resources (23,481,825,000) (23,115,000,000) (27,018,903,000) ( +3,537,078,000) ( +3,903,903,000)
=================== ================== ========================= ==================== ===================
National Highway Traffic Safety Administration
Operations and research (highway trust fund) 74,901,000 87,400,000 +12,499,000 +87,400,000
Operations and research (highway trust fund) (limitation on obliga- tions) (72,061,000) (172,902,000) (72,000,000) ( -61,000) ( -100,902,000)
National Driver Register (Sec. 402) 2,300,000 2,300,000 2,000,000 -300,000 -300,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Operations and research 77,201,000 2,300,000 89,400,000 +12,199,000 +87,100,000
=================== ================== ========================= ==================== ===================
Highway traffic safety grants (Highway Trust Fund): (186,000,000) (197,000,000) (200,000,000) ( +14,000,000) ( +3,000,000)
(Limitation on obligations):
Highway safety programs (Sec. 402) (149,700,000) (166,700,000) (150,000,000) ( +300,000) ( -16,700,000)
Occupant protection incentive grants (20,000,000) (10,000,000) ( +10,000,000) ( -10,000,000)
Drugged driving incentive grants (5,000,000) ( -5,000,000)
State Highway safety data grants (5,000,000) ( +5,000,000) ( +5,000,000)
Alcohol-impaired driving countermeasures grants (Sec 410) (34,500,000) (39,000,000) (35,000,000) ( +500,000) ( -4,000,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Total, National Highway Traffic Safety Administration 77,201,000 2,300,000 89,400,000 +12,199,000 +87,100,000
=================== ================== ========================= ==================== ===================
(Limitations on obligations) (256,261,000) (403,602,000) (272,000,000) ( +15,739,000) ( -131,602,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Total budgetary resources (333,462,000) (405,902,000) (361,400,000) ( +27,938,000) ( -44,502,000)
=================== ================== ========================= ==================== ===================
Federal Railroad Administration
Office of the Administrator 20,290,000 21,573,000 21,020,000 +730,000 -553,000
Railroad safety 57,067,000 61,959,000 61,876,000 +4,809,000 -83,000
Nationwide differential global positioning system 3,000,000 -3,000,000
Railroad research and development 20,758,000 20,757,000 25,760,000 +5,002,000 +5,003,000
Northeast corridor improvement program 250,000,000 -250,000,000
Next generation high-speed rail 20,395,000 12,594,000 28,494,000 +8,099,000 +15,900,000
Alaska Railroad rehabilitation 10,000,000 10,000,000 +10,000,000
Rhode Island Rail Development 10,000,000 10,000,000 5,000,000 -5,000,000 -5,000,000
Grants to the National Railroad Passenger Corporation: 344,000,000 -344,000,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Grants to Amtrak 543,000,000 555,000,000 +12,000,000 +555,000,000
=================== ================== ========================= ==================== ===================
Capital grants to the National Railroad Passenger Corporation (Highway Trust Fund) 621,476,000 -621,476,000
Emergency railroad rehab and repair (emergency funding) (9,800,000) ( -9,800,000)
Conrail Labor protection -508,234 +508,234
=================== ================== ========================= ==================== ===================
Total, Federal Railroad Administration 931,001,766 751,359,000 707,150,000 -223,851,766 -44,209,000
=================== ================== ========================= ==================== ===================
Federal Transit Administration
Administrative expenses 45,738,000 10,800,000 -34,938,000 +10,800,000
Administrative expenses (Highway Trust Fund, Mass Transit Account) (limitation on obligations) (48,142,000) (43,200,000) ( +43,200,000) ( -4,942,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Administrative expenses (45,738,000) (48,142,000) (54,000,000) ( +8,262,000) ( +5,858,000)
=================== ================== ========================= ==================== ===================
Formula grants 240,000,000 570,000,000 +330,000,000 +570,000,000
Formula grants (Highway Trust Fund): (2,260,000,000) (2,280,000,000) ( +20,000,000) ( +2,280,000,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Formula grants (2,500,000,000) (2,850,000,000) ( +350,000,000) ( +2,850,000,000)
=================== ================== ========================= ==================== ===================
Formula programs (Highway Trust Fund, Mass Transit Account): (3,709,235,000) ( -3,709,235,000)
=================== ================== ========================= ==================== ===================
University transportation research 6,000,000 1,200,000 -4,800,000 +1,200,000
University transportation research (Highway trust fund, mass transit acct) (limitation on obligations) (4,800,000) ( +4,800,000) ( +4,800,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, University Transportation research (6,000,000) (6,000,000) ( +6,000,000)
=================== ================== ========================= ==================== ===================
Transit planning and research 92,000,000 19,800,000 -72,200,000 +19,800,000
Transit planning and research (Highway Trust Fund, Mass transit account) (limitation on obligations) (91,900,000) (78,200,000) ( +78,200,000) ( -13,700,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Transit planning and research (92,000,000) (91,900,000) (98,000,000) ( +6,000,000) ( +6,100,000)
=================== ================== ========================= ==================== ===================
Trust fund share of expenses (Highway Trust Fund) (liquidation of contract authorization) (2,210,000,000) (2,446,200,000) ( +236,200,000) ( +2,446,200,000)
Capital investments grants 451,400,000 +451,400,000 +451,400,000
Capital Investment grants (Highway Trust Fund, Mass Transit Account) (limitation on obligations) (876,114,857) (1,805,600,000) ( +1,805,600,000) ( +929,485,143)
=================== ================== ========================= ==================== ===================
Capital Investment grants (Highway Trust Fund, Mass Transit Account) (limitation on obligations): (800,000,000) (902,800,000) ( +102,800,000) ( +902,800,000)
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Capital investment grants (2,000,000,000) (2,257,000,000) ( +257,000,000) ( +2,257,000,000)
=================== ================== ========================= ==================== ===================
Major capital investments (Highway Trust Fund, Mass Transit Account) (liquidation of contract authority) (1,900,000,000) ( -1,900,000,000)
Mass transit capital fund (Highway Trust Fund) (liquidation of contract authorization) (2,350,000,000) (1,805,600,000) ( -544,400,000) ( +1,805,600,000)
Discretionary grants (Highway Trust Fund, Mass Transit Account) (rescission of contract authorization) -392,000,000 -392,000,000 -392,000,000
=================== ================== ========================= ==================== ===================
Job access and reverse commute grants 10,000,000 +10,000,000 +10,000,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Job access and reverse commute grants ( -342,000,000) ( -342,000,000) ( -342,000,000)
=================== ================== ========================= ==================== ===================
Washington Metropolitan Area Transit Authority 200,000,000 50,000,000 -150,000,000 +50,000,000
Washington Metropolitan Area Transit Authority (Highway Trust Fund, Mass Transit Account) 50,300,000 -50,300,000
=================== ================== ========================= ==================== ===================
Total, Federal Transit Administration 583,738,000 50,300,000 1,113,200,000 +529,462,000 +1,062,900,000
=================== ================== ========================= ==================== ===================
(Limitations on obligations) (2,260,000,000) (4,725,391,857) (4,251,800,000) ( +1,991,800,000) ( -473,591,857)
------------------- ------------------ ------------------------- -------------------- -------------------
Total budgetary resources (2,843,738,000) (4,775,691,857) (5,365,000,000) ( +2,521,262,000) ( +589,308,143)
=================== ================== ========================= ==================== ===================
Saint Lawrence Seaway Development Corporation
Operations and maintenance (Harbor Maintenance Trust Fund) 11,200,000 11,496,000 +296,000 +11,496,000
=================== ================== ========================= ==================== ===================
Research and Special Programs Administration
Research and special programs 29,000,000 29,655,000 29,000,000 -655,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, research and special programs (29,450,000) (29,655,000) (29,000,000) ( -450,000) ( -655,000)
=================== ================== ========================= ==================== ===================
Pipeline safety (Pipeline Safety Fund) 28,000,000 32,163,000 29,000,000 +1,000,000 -3,163,000
Pipeline safety (Oil Spill Liability Trust Fund) 3,300,000 3,300,000 3,500,000 +200,000 +200,000
Pipeline safety reserve fund (Pipeline safety fund) 1,659,000 +1,659,000 +1,659,000
------------------- ------------------ ------------------------- -------------------- -------------------
Subtotal, Pipeline safety 31,300,000 35,463,000 34,159,000 +2,859,000 -1,304,000
=================== ================== ========================= ==================== ===================
Emergency preparedness grants: Emergency preparedness fund 200,000 200,000 200,000
------------------- ------------------ ------------------------- -------------------- -------------------
Total, Research and Special Programs Admin 60,500,000 65,318,000 63,359,000 +2,859,000 -1,959,000
=================== ================== ========================= ==================== ===================
Office of Inspector General
Salaries and expenses 42,000,000 42,491,000 42,720,000 +720,000 +229,000
=================== ================== ========================= ==================== ===================
Surface Transportation Board
Salaries and expenses 13,853,000 16,000,000 13,853,000 -2,147,000
=================== ================== ========================= ==================== ===================
General Provisions
Transportation Administrative Service Center reduction -3,000,000 -10,500,000 -7,500,000 -10,500,000
=================== ================== ========================= ==================== ===================
Net total, title I, Department of Transportation 12,661,157,766 13,296,082,000 13,631,929,569 +970,771,803 +335,847,569
=================== ================== ========================= ==================== ===================
Appropriations (13,412,257,766) (13,296,082,000) (14,023,929,569) ( +611,671,803) ( +727,847,569)
Rescissions ( -751,100,000) ( +751,100,000)
=================== ================== ========================= ==================== ===================
Rescission of contract authorization -392,000,000 -392,000,000 -392,000,000
=================== ================== ========================= ==================== ===================
(Limitations on obligations) (25,801,086,000) (28,428,993,857) (32,234,800,000) ( +6,433,714,000) ( +3,805,806,143)
(Sec. 310 obligations) (1,597,000,000) (1,265,000,000) (1,207,903,000) ( -389,097,000) ( -57,097,000)
=================== ================== ========================= ==================== ===================
Net total budgetary resources (40,059,243,766) (42,990,075,857) (47,074,632,569) ( +7,015,388,803) ( +4,084,556,712)
TITLE II--RELATED AGENCIES
Architectural and Transportation Barriers Compliance Board
Salaries and expenses 3,640,000 3,847,000 3,847,000 +207,000
=================== ================== ========================= ==================== ===================
National Transportation Safety Board
Salaries and expenses 53,771,000 47,200,000 53,473,000 -298,000 +6,273,000
Emergency fund 1,000,000 1,000,000 1,000,000
------------------- ------------------ ------------------------- -------------------- -------------------
Total, National Transportation Safety Board 54,771,000 54,200,000 54,473,000 -298,000 +273,000
=================== ================== ========================= ==================== ===================
Total, title II, Related Agencies 58,411,000 58,047,000 58,320,000 -91,000 +273,000
=================== ================== ========================= ==================== ===================
Net total appropriations 12,719,568,766 13,354,129,000 13,690,249,569 +970,680,803 +336,120,569
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