[Congressional Record Volume 141, Number 119 (Friday, July 21, 1995)]
[House]
[Pages H7397-H7412]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




 DEPARTMENT OF TRANSPORTATION AND RELATED AGENCIES APPROPRIATIONS ACT, 
                                  1996

  The SPEAKER pro tempore. Pursuant to House Resolution 193 and rule 
XXIII, the Chair declares the House in the Committee of the Whole House 
on the State of the Union for the consideration of the bill, H.R. 2002.

                              {time}  1217


                     in the committed of the whole

  Accordingly the House resolved itself into the Committee of the Whole 
House on the State of the Union for the consideration of the bill (H.R. 
2002) making appropriations for the Department of Transportation and 
related agencies for the fiscal year ending September 30, 1996, and for 
other purposes, with Mr. Bereuter in the chair.
  The Clerk read the title of the bill.
  The CHAIRMAN. Pursuant to the rule, the bill is considered as having 
been read the first time.
  Under the rule, the gentleman from Virginia [Mr. Wolf] will be 
recognized for 30 minutes, and the gentleman from Texas [Mr. Coleman] 
will be recognized for 30 minutes.
  The Chair recognizes the gentleman from Virginia [Mr. Wolf].
  Mr. WOLF. Mr. Chairman, I yield myself such time as I may consume.
  Mr. Chairman, the gentle from Texas [Mr. Coleman] had made an 
excellent suggestion where, by using the whole hour, we limit it to 
half an hours, 15 minutes on each side.
  Mr. COLEMAN. Mr. Chairman, will the gentleman yield?
  Mr. WOLF. I yield to the gentleman from Texas.
  Mr. COLEMAN. I have no objection to that.
  Mr. WOLF. We will do that and Members can get home earlier.
  (Mr. WOLF asked and was given permission to revise and extend his 
remarks.)
  Mr. WOLF. Mr. Chairman, I will summarize very quickly. The 
transportation bill we bring to the floor is a good bill. It is 
balanced. I thank all the members of the committee, and I will not 
mention their names but they know who they are.
  Let me take a few minutes to summarize the bill. It is within the 
subcommittee's 602(b) allocation in domestic budget authority and 
outlays. In total, the bill provides $12.6 billion in budget authority 
and $36.9 billion in outlays.
  I would add at this point the budget authority is reduced from fiscal 
year 1995 levels by $1 billion, and it is fair and balanced.
  In order to meet the 602(b) allocation, we have to cut a number of 
programs. We set priorities. One was in the area of safety and, 
therefore, we made a special effort there.

[[Page H7398]]

  After safety, the committee's second priority was to provide 
continued investment in the Nation's highways and bridges and transit 
systems, Amtrak, and airports. The bill provides $18 billion for the 
Federal aid highway program, the highest level in the history of the 
Nation, and permits the expenditure of all 99 percent of the tax 
receipts collected by the highway trust fund this year.
  For the first time in countless years, the bill contains no special 
earmarked funds for highway demonstration projects. Rather, the 
committee has provided an increase of $840 million in the Federal aid 
highway program which will allow every State to receive additional 
funds for highway construction than they received.
  I would hope then the Governors of these States, since they are 
getting this extra money, will then take it and apply to it many of the 
projects that Members of the body were interested in.
  Aviation has been funded at $8.343 billion; within that amount is the 
airport improvement program at $1.6, an increase of 10 percent. The 
Coast Guard program has been helped at $3.653, and also the gentleman 
from Florida [Mr. Young], in the defense authorization has also granted 
us $44 million.
  Mr. Chairman, I am going to kind of just summarize and kind of end on 
that. There are a number of other things. One, we repealed section 
13(c), which has driven up the cost of transit riders. That will be an 
issue we will talk about.
  Mr. Chairman, I yield myself such time as I may consume.
  Mr. Chairman, the Transportation Appropriations Subcommittee brings 
to the floor today the fiscal year 1996 transportation appropriations 
bill. This bill has been crafted after a great deal of hard work and 
hearings and meetings with Members of the House and with the assistance 
and cooperation of all members of the subcommittee. We have consulted 
with the Department of Transportation and the administration as well as 
other interested parties. Where possible, the subcommittee has included 
provisions or language to address concerns expressed by these 
individuals.
  I want to thank our Members, Mr. DeLay, Mr. Regula, Mr. Rogers, Mr. 
Lightfoot, Mr. Packard, Mr. Callahan, Mr. Dickey, Mr. Coleman, Mr. 
Sabo, Mr. Durbin, and Mr. Foglietta. Each Member and his staff has 
worked diligently and hard and the product is as much theirs as it is 
anyone's.
  Let me just take a few minutes to summarize the bill we bring before 
you today. The bill is within the subcommittee's 602(b) allocation in 
domestic budget authority and outlays. In total, the bill provides 
$12.6 billion in budget authority and $36.9 billion in outlays. I would 
add at this point that budget authority is reduced from fiscal year 
1995 levels by $1.0 billion. And most importantly, this bill is fair 
and balanced.
  In order to meet the subcommittee's 602(b) allocation, the 
subcommittee had to set priorities, and our first priority was to 
protect programs and initiatives related to transportation safety. This 
is the primary reason for the Department of Transportation, and it is 
the Federal Government's responsibility in the transportation area. We 
must ensure that funding is available to promote and provide for safe 
transportation systems. This bill does just that.
  The committee's second priority was to provide continued investments 
in the Nation's highways, bridges, transit systems, Amtrak, and 
airports. The bill provides $18 billion for the Federal aid highway 
program, the highest level in the history of the Nation; and permits 
the expenditure of almost 99 percent of the tax receipts collected by 
the highway trust fund this year. The bill provides the full amount 
authorized for transit expenditures from the transit account of the 
highway trust fund, and the bill spends $90 million more than collected 
this year for aviation programs financed from the aviation trust fund.
  For the first time in countless years, the bill contains no special 
earmarked funds for highway demonstration projects. Rather, the 
committee has provided an increase of $840 million in the Federal aid 
highway program which will allow every State to receive
 additional funds for highway construction than they received last 
year. This decision represents less Federal intrusion in what should be 
State decisionmaking and provides a fairer process for the distribution 
of Federal dollars.

  The bill provides $3.653 billion for the Coast Guard which is to be 
supplemented by an additional $44 million that is included in the 
defense bill to fund defense-related Coast Guard activities.
  Aviation accounts are funded at $8.343 billion. Within that amount, 
the airport improvement program is funded at $1.6 billion, an increase 
of 10 percent. After a year where aviation fatalities were the highest 
in a decade, funds have been maintained or ever added for aviation 
security and safety-related systems.
  Funding for the National Highway Traffic Safety Administration is 
recommended at levels slightly above last year, recognizing the need 
for continued funding to address alcohol-impaired driving and occupant 
protection.
  Funding for Amtrak's capital program is funded at the level requested 
by the administration, $230 million, and operating expenses have been 
reduced by nearly $140 million. All appropriations for Amtrak are 
contingent upon authorizing legislation that reforms the National Rail 
Passenger Corporation.
  But, as I mentioned earlier, difficult choices had to be made and for 
each increase over last year, reductions in other areas had to found. 
Funding for operations of several important agencies and grants for 
Amtrak and transit operating assistance have been reduced in order to 
stretch our transportation dollars as far as possible.
  A number of programs have been eliminated, including local rail 
freight assistance, highway demonstration projects, Penn Station 
Redevelopment, and various smaller Coast Guard, FAA, and highway 
programs. The Interstate Commerce Commission is terminated on January 
1, 1996.
  Fifteen million provided for essential air service through a new 
Federal-State-local partnership that requires a 50-50 match by the 
State or local entity. This level represents a reduction of 55 percent.
  Funding for administrative functions of the Department of 
Transportation have been reduced from last year's level in many cases. 
A reorganization of the Department's extensive field structure is 
directed, saving $25 million this year.
  And transit operating has been reduced from $710 million to $400 
million, $100 million below what the administration requested. To 
mitigate these reductions, however, the bill contains two provisions 
that will allow transit agencies the flexibility to reduce their costs 
and accommodate reductions in Federal operating assistance without 
reducing services or increasing fares. First, the bill repeals section 
13(C) of the Federal Transit
 Act. Many transit agencies have informed the committee that the labor 
protections provided under section 13(c) are costly, outdated, 
burdensome, and impede innovation, efficiency, and growth of transit 
services. Second, the bill includes language, requested by the 
administration, that permits bus overhauls to be funded from transit 
capital funds.

  The bill includes $29.9 million for pipeline safety, a reduction of 
$12.5 million below last year's level. This level is necessary not to 
compromise program operations or pipeline safety.
  And lastly, the bill contains a provision that prohibits training 
that personally offends or seeks to change the personal, religious 
values, or the lifestyle of an individual. This provision stems from 
extensive hearings that the committee conducted regarding training at 
the Department of Transportation.
  In summary, Mr. Chairman, this is a balanced bill, developed in a 
very difficult budget year. It provides for essential transportation 
needs of this country, it places a high priority on safety and trust 
fund financed programs and infrastructure investments. We have worked 
in a bipartisan fashion with the minority members of the subcommittee 
and throughout the Congress. I believe the bill deserves the 
committee's support, and I recommend it for approval.
  As usual, Mr. Chairman, the committee report accompanying the bill 
spells out in detail the funding recommendations. For additional 
information or specific funding levels, I would refer my colleagues to 
that document.
  Mr. Chairman, I reserve the balance of my time.

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  Mr. Chairman, I reserve the balance of my time.
  The CHAIRMAN. The Chair would seek an understanding from the 
gentleman from Virginia [Mr. Wolf] and the gentleman from Texas [Mr. 
Coleman].
  In other to respect the rule established, does each gentleman intend 
to yield back 15 minutes of their time?
  Mr. WOLF. I do, Mr. Chairman.
  Mr. COLEMAN. Mr. Chairman, that would be my intention. Let me only 
put the caveat on there, as some Members are asking for more time, I 
will advise the gentleman, we are not over that amount yet. I will 
certainly advise the chairman of the subcommittee, should that occur. 
My intention is for us to limit the debate to an even shorter time than 
the rule allowed.
  The CHAIRMAN. That will be the order. Each gentleman yields back 15 
minutes of their time.
  The Chair recognizes the gentleman from Texas [Mr. Coleman].
  Mr. COLEMAN. Mr. Chairman, I yield myself such time as I may consume.
  (Mr. COLEMAN asked and was given permission to revise and extend his 
remarks.)
  Mr. COLEMAN. Mr. Chairman, I want to congratulate my distinguished 
colleague, the gentleman from Virginia [Mr. Wolf], on some of the good 
features of the bill. Certainly funding for the basic Federal highway 
construction and maintenance programs have been increased, a 5-percent 
increase in fact, over this year.
  The funds are needed to address our deteriorating roads and crumbling 
bridges across the country. He was steadfast in his determination to 
free up funding for the basic highway formula program which benefits 
all States by not funding highway demonstration projects.
  I will say to my colleagues, however, Mr. Chairman, that the 
statement of administration policy submitted by the White House on this 
bill states very clearly, and I quote, ``The committee bill would make 
it difficult to continue today's high level of transportation safety.''
  I share the administration's concerns. Particularly with regard to 
the recommended cuts in the Federal Aviation Administration budget, 
funding for FAA operations is maintained in the bill at about this 
year's level, but the $4.6 billion recommended is $104 million less 
than the FAA requested to maintain the air traffic control system and 
address safety needs. I think that should be of concern to all 
Americans.
  I think what is important to note, of course, too, is that this 
transportation bill affects the lives of every American in one way or 
another. We all know that when you drive to work, when you take your 
children to school, whatever method you use, in some way this bill 
affects whether or not we are able to do that in an effective and safe 
manner, hopefully, also in an efficient and rapid manner as necessary.
  Let me say to you that cutting the research and technology that this 
bill cuts would speed the transfer of transportation technologies and 
boost commercial transportation applications. Had we not made those 
cuts, there is 40 percent less in this bill for high-speed rail 
activities in the bill and for the intelligent transportation systems 
program which will now be severely constrained.
  In the rail area, neither freight railroads nor passenger rail 
service escaped this budget ax.
  Assistance to freight railroads is terminated in the bill. Amtrak 
funding is severely reduced. Amtrak
 funding in this bill is $305 million or 30 percent less than it was in 
fiscal year 1995. It is less than the amounts assumed even in the House 
budget resolution.

  Moving to the transit area, I and other Members of this body have 
deeply held differences of opinion with the chairman on priorities or 
transit funding and on transit policy. Federal support for community 
transit and bus operations take a real major cut in this bill, when the 
need for a major Federal role in transit continues unabated. Some 35 
million Americans ride buses or some form of commuter rail service 
every day. They are working Americans. They are the elderly. They are 
the disabled. These are the people who will be affected by the 44 
percent reduction in mass transit operating subsidies and the 20 
percent reduction in transit formula grants in this bill.
  I also want to reiterate my strong objections to the bill's 
provisions that have now been contained in this rule that are now part 
of the legislation, which does not permit us to reform 13(c). We cannot 
reform it. Sorry. Sorry. We passed a rule. We insisted that the 
Committee on Rules was wrong, so we passed an amendment by the 
gentlewoman from Utah now which saw to it that we are not able any 
longer to simply reform section 13(c).
  I think that is a major mistake. Not only are the repeal of 
provisions and the rewriting of labor law in this legislation bad 
policy, I think it is especially bad when we do not even hold hearings 
on it. We did not hear from the transit workers. We did not hear from 
the transit property owners, those who own transit properties, to tell 
us about the effects on them specifically of 13(c) or any collective 
bargaining agreement.
  Some of us, some of us who understand a little bit about the labor 
laws of this country recognize that at least we should have had 
hearings, but that did not occur.
  I will say to my colleagues that it is not a money issue. No one can 
point to any credible evidence that repealing a lot of those provisions 
will save money. There is certainly no empirical evidence, and none in 
the testimony from any expert in our subcommittee. A lot of us think 
that is the reason that you should leave these matters to the 
authorizing committee.
  In any event, Mr. Chairman, let me only close by saying to my 
colleagues that while I have grave concerns about the bill's 
prohibition that limits certain types of training conducted by the 
Department of Transportation, I also recognize that we must move on, if 
we are about the responsible business of running the government.
  I do hope that we can achieve a better balance in the bill as we go 
through the process, when we meet with the Senate in conference, when 
we deal with amendments today and next week, perhaps. I look forward to 
working with the distinguished gentleman from Virginia toward that end.
  Mr. Chairman, I reserve the balance of my time.
                              {time}  1230

  Mr. WOLF. Mr. Chairman, I yield 4 minutes to the gentleman from 
California [Mr. Packard], a member of the committee.
  (Mr. PACKARD asked and was given permission to revise and extend his 
remarks.)
  Mr. PACKARD. Mr. Chairman, I rise in strong support of H.R. 2002, the 
Transportation appropriations bill for fiscal year 1996. This bill 
deserves the support of every Member of Congress. The Transportation 
Appropriations Subcommittee, under the very able leadership of Chairman 
Frank Wolf, has produced a bill that will create jobs, build our 
Nation's infrastructure, and ensure the safety of our traveling public.
  I want to take a moment here to congratulate Chairman Frank Wolf. As 
you all know this is his first year as the chairman of the 
subcommittee. Well, I can tell you he hit a home run with his first 
effort.
  This subcommittee held numerous hearings trying to identify the needs 
that exist across the Nation. This bill addresses them. I wish every 
Member of Congress had been able to sit through our hearings. If they 
had, I am certain that they would support this bill without hesitation.
  This is a unique bill. With this bill this Congress builds America. 
We build the highways, transit systems and airports. We provide a 
network of transportation that moves America--its people, its products, 
its services. Across town or across the Nation this bill provides the 
necessary funding to make our citizens mobile and allow our goods and 
services to get to market.
  This bill does other things as well. It funds the Coast Guard to 
protect our citizens that use our water ways. We fund other safety 
programs that keep our travelers safe.
  This bill also repeals unnecessary regulations like 13(c). Section 
13(c) is an arcane, outdated regulation whose primary purpose is to pit 
one Cabinet level Department--the Department of Labor against the 
Department of Transportation and against the Congress. Imagine if you 
can, Congress and the Department of Transportation providing much-
needed transit funding for 

[[Page H7404]]
your transit agency so that your constituents can get to and from 
work--but just as the grant from the Department of Transportation, and 
approved by Congress is ready to be released guess what happens? The 
Department of Labor steps in an overrules Congress and DOT and says no. 
Your transit agency cannot have those already approved funds. I urge 
your support for repeal.
  Before my time runs out I want to take this opportunity to once again 
congratulate Chairman Wolf. He is a tireless worker and a principled 
man who listened to the concerns and interests that not only I had but 
of every Member who had an interest in this bill. He always extended 
the utmost courtesy and cooperation and his word is his bond. I want to 
thank him for working with me and for developing this bill--a bill that 
I am proud to support. I also want to take this opportunity to 
congratulate the very able gentleman from Texas and the ranking member 
on the subcommittee, Ron Coleman.
  I also want to a take a moment to recognize the staff of the 
committee--John, Rich, Stephanie, Linda, Cheryl, Kristi, and Deborah 
and all the others who worked on this bill on many late nights and 
weekends and who always worked with to answer questions I had or offer 
any assistance that I needed.
  Mr. COLEMAN. Mr. Chairman, I yield 2 minutes to the gentlewoman from 
Ohio [Ms. Kaptur] for a colloquy with the gentleman from Virginia [Mr. 
Wolf], the chairman of the subcommittee on Transportation of the 
Committee on Appropriations.
  The gentleman from Virginia is prepared to answer questions. Mr. 
Chairman.
  Ms. KAPTUR. Mr. Chairman, I thank the gentleman for yielding time to 
me.
  Mr. Chairman, I rise to engage in a colloquy with the chairman of the 
subcommittee regarding an important project at Toledo Express Airport.
  The air traffic control facility at the Toledo Express Airport has 
experienced several equipment and structural problems during the last 
few years. There have been several near misses. The tower is now nearly 
50 years old and at 57 feet, it is 43 feet shorter than towers at 
similar airports. Visibility is inadequate and the facility needs 
relocation.
  Rather than waiting for the FAA to address this problem, the Toledo-
Lucas County Port Authority has taken the initiative and proposed to 
construct a tower meeting FAA specifications. Construction would be 
financed by bonds issued by the Port Authority, and the FAA would move 
into the tower under a leaseback arrangement. This proposal would cut 3 
years off of the time it would take the FAA to construct a tower under 
its normal procedures and save significant interest costs.
  We have discussed this proposal. The chairman of the committee, the 
gentleman from Virginia [Mr. Wolf], as well as the gentleman from Texas 
[Mr. Coleman], have been most gracious and helpful.
  It is my understanding that the gentleman supports the Toledo-Lucas 
County Port Authority proposal for the construction and leaseback of a 
Toledo Express Airport tower, is that correct?
  Mr. WOLF. Mr. Chairman, will the gentlewoman yield?
  Ms. KAPTUR. I yield to the gentleman from Virginia.
  Mr. WOLF. Yes, I believe it is a sound proposal, Mr. Chairman. In 
fact, I believe it is a very very, very sound proposal. It should not 
only be given strong consideration by the FAA, but frankly, I just hope 
they do it.
  Ms. KAPTUR. It is my further understanding that the gentleman does 
encourage the FAA to do all it can to facilitate and expedite the 
project?
  Mr. WOLF. That is correct. I will be glad to have a meeting in my 
office with the gentlewoman and the FAA so we can work the problem out.
  Ms. KAPTUR. I thank the chairman, all my pilots, people that work 
near the airport, all that work in the control towers, and I thank the 
gentleman for his interest and assistance in this matter.
  Mr. COLEMAN. Mr. Chairman, I yield 2 minutes to the gentleman from 
Rhode Island [Mr. Reed].
  Mr. REED. Mr. Chairman, I would seek to engage the distinguished 
chairman of the subcommittee in a coloquy, if he would be so amendable.
  Mr. Chairman, as we know, the administration requested $10 billion 
for the Rhode Island Freight Rail Development initiative in the fiscal 
year 1996, to be matched dollar for dollar by the State of Rhode 
Island. This funding was to be combined with $5 million in fiscal year 
1995 funds. Regrettably, the bill does not contain this request.
  Is this correct, Mr. Chairman, I would ask the chairman of the 
subcommittee?
  Mr. WOLF. Mr. Chairman, will the gentleman yield?
  Mr. REED. I yield to the gentleman from Virginia.
  Mr. WOLF. Yes, as the committee reported in its report: ``Language in 
the 1995 Transportation Appropriations Act requires that the project 
have matching State funds.'' As of June 1, 1995, the State has not been 
able to match the Federal appropriated money.
  Mr. REED. Reclaiming my time, Mr. Chairman, recently the Governor of 
Rhode Island announced that he has all of the matching funds and that 
the State expects to commence preliminary work prior to the end of 
fiscal year 1995. In addition, the Governor has requested a Federal 
contribution of $1 million in fiscal year 1996 to continue this work. 
It is my understanding that the subcommittee continues to believe that 
this project is worthy of Federal support.
  Is this also the chairman's understanding?
  Mr. WOLF. If the gentleman will continue to yield, yes. As the 
committee report states: ``The committee is willing to reconsider 
funding for this project in fiscal year 1997 if the available funds are 
obligated.''
  Mr. REED. In light of the expected obligation of fiscal year 1995 
funds and the Governor's request, does the chairman believe this is an 
issue that may be considered during conference with other body provided 
that Chamber endorses the Governor's recent request?
  Mr. WOLF. Yes; if the State is able to match and obligate the 1995 
Federal funding and the Senate appropriates the funds for fiscal year 
1996, the committee will certainly reconsider further funds for 
initiative.
  Mr. REED. Reclaiming my time, Mr. Chairman, I thank the chairman of 
the subcommittee and his staff for his assistance and consideration. I 
would also like to extend my appreciation to the gentleman from Texas 
[Mr. Coleman] and his staff for their attention to this matter.
  Mr. WOLF. Mr. Chairman, I yield 3 minutes to the gentleman from 
Michigan [Mr. Petri], a member of the authorizing committee.
  Mr. PETRI. Mr. Chairman, I thank the chairman of the Subcommittee on 
Transportation of the Committee on Appropriations for yielding time to 
me.
  Mr. Chairman, I rise in support of H.R. 2002, the fiscal year 1996 
DOT Appropriation Act.
  I want to thank Chairman Wolf, Chairman Livingston, and ranking 
members Obey and Coleman for their hard work in producing this 
legislation.
  This bill sets high trust fund spending levels in the highway and 
transit programs. It recognizes the importance of infrastructure to our 
Nation, even in difficult budgetary times.
  Unfortunately, some difficult choices needed to be made. However, I 
applaud the decision to make trust fund infrastructure spending a 
priority.
  I urge my colleagues to support the bill.
  Mr. COLEMAN. Mr. Chairman, I yield 3 minutes to the gentleman from 
New Jersey [Mr. Pallone].
  Mr. PALLONE. Mr. Chairman, I rise to commend the gentleman from 
Virginia [Mr. Wolf], the chairman of the subcommittee, and also the 
gentleman from Texas [Mr. Coleman], the ranking member, for the work 
they have done in this bill to maintain the pipeline safety program in 
the country. Pipeline safety is extremely important for my 
constituents, because just over a year ago a natural gas pipeline 
explosion occurred in Edison, NJ, in my district, and leveled the 
Durham Woods apartment complex, and dramatically altered the lives of 
thousands of my constituents.
  I have learned in the last year that in order to maintain pipeline 
safety in this country, we need a competent Federal program with the 
knowledge and manpower to get the job done. The 

[[Page H7405]]
only way we get that is to adequately fund the Federal program.
  Last year, in the wake of the Edison accident, Congress appropriated 
some $37 million for the Office of Pipeline Safety. We finally gave 
this consistently underfunded program some teeth. This year, the 
President recommended $42 million for pipeline safety in his budget, an 
amount I think would go a long way toward improving the Federal program 
and enhancing State programs through Federal grants.
  Although I fully support the President's request, I understand that 
the pipeline operators, whose user fees fund the program, do not want 
to pay that much. I do not agree with these operators, because I think 
the President's request does not place an undue financial burden on 
them, because I know that the $20 million they favor is not enough to 
run a good program.
  However, I want to thank the gentleman from Virginia [Mr. Wolf] who 
worked very hard to take a middle ground, a compromise, that I think is 
very acceptable, that places about $29 million or $30 million into the 
Office of Pipeline Safety. It essentially reduces the burden on the 
pipeline operators, but gives the office enough money to do its job. I 
urge my colleagues to support this committee's appropriation level. I 
think that both the gentleman from Virginia [Mr. Wolf] and the 
gentleman from Texas [Mr. Coleman] have done a great job in coming up 
with this figure. I want to commend them.
  I also want to point out that the committee report highlights the 
importance of the one-call notification system, and provides $1 million 
for grants to States to implement one-call systems. A one-call 
notification system would help many of the problems that are 
responsible for nearly two-thirds of all pipeline accidents in the 
Nation. The language that the chairman of the subcommittee has included 
in this bill makes me more confident that we can move a bipartisan 
Federal one-call bill in this Congress.
  Mr. Chairman, I just wanted to touch on one other subject that is 
very important to the lives of the people who live along our Nation's 
coasts. I am greatly concerned about the Coast Guard's proposal to 
close 23 small boat unit stations around the country. There will be an 
amendment offered by the gentleman from Ohio [Mr. LaTourette] during 
title I that I cosponsored with others to basically transfer $6 million 
from the Office of the Secretary's account to the operation and 
maintenance account of the Coast Guard in order to provide funding for 
these small boat units, and to prevent their closures.
  I think this is a very important amendment. The closures would come 
at a time when the Coast Guard has reported increases over the last 10 
years in injuries and accidents. A larger burden is being placed on the 
Coast Guard, and closing stations is not the way to respond. I think 
the safety of lives is going to depend upon passing this amendment.
  Mr. WOLF. Mr. Chairman, I yield 2 minutes to the gentleman from New 
Jersey [Mr. Frelinghuysen].
  Mr. FRELINGHUYSEN. Mr. Chairman, I thank the gentleman from Virginia, 
Chairman Wolf, for the time, and compliment him and the gentleman from 
Texas, Mr. Coleman, on the good work that they have accomplished in 
this bill. I rise in strong support of H.R. 2002, the Transportation 
Appropriations Act for Fiscal Year 1996.
  Mr. Chairman, this bill is important for several reasons. First, it 
reduces overall transportation spending by $1.2 billion from last 
year's level. As Chairman Livingston has said on this floor several 
times, the Appropriations Committee is doing its job and this bill is 
further proof that we are keeping our promise to balance the budget.
  Second, the bill is good for the State of New Jersey, the most 
densely populated State in the country. This bill gives New Jersey the 
funding and flexibility we need to improve our transportation system.
  Most important, the bill provides $75 million for the urban core 
project, a series of mass transit upgrades which will take cars off the 
road and made commuting much easier for New Jersey residents. I thank 
the chairman and ranking member for including this important funding.
  Finally, the bill ends an outdated requirement that has held up and 
raised the cost of several transit projects. This 30-year-old 
provision, known as 13C, has stifled innovation, efficiency, and growth 
in transit services, and I am pleased that the committee decided to end 
it.
  Mr. Chairman, we know we have to do more with less money, and this 
bill does that. Transit operating subsidies have been reduced. But this 
bill repeals 13C which has been nothing more than a gift to organized 
labor for the past 30 years. This takes away labor's veto power over 
transit projects and lets transit manages do what they do best--which 
is manage.
  Mr. Chairman, I again applaud the gentleman from Virginia for this 
bill and urge its adoption.
  Mr. COLEMAN. Mr. Chairman, I am happy to yield 2 minutes to the 
gentlewoman from Florida, Mrs. Carrie Meek.
  Mrs. MEEK of Florida. Mr. Chairman, I want to commend the chairman of 
the subcommittee, the gentleman from Virginia [Mr. Wolf], with whom I 
have worked before, and the ranking member, the gentleman from Texas 
[Mr. Coleman], for having worked together to bring such a bill as the 
one we see on the floor today. However, I am very concerned, as I 
always am, when we do substantive legislation on an appropriations 
bill.
  I seek today to sort of let the Congress see what happens when we 
repeal 13(c). In this repealing of 13(c), we are thinking primarily 
about transit authorities. The Congress has done an excellent job of 
telling the Congress how transit authorities feel, but they neglected 
to show how transit workers feel, and to give them a fair and equitable 
chance to work with the authorities when Federal grants are provided to 
cities and to countries.

                              {time}  1245

  I think by excluding the transit workers, one part of this continuum 
is left off. If we repeal 13(c), that is the effect of it. I am not 
saying that 13(c) is the answer for all of the problems. I think that 
13(c) does need to be reformed, but it does not need to be repealed. 
Therefore, I call on the chairman and the members of this committee to 
please think this through very thoroughly in terms of the repeal, to 
think more of reforming. We have got about 200,000 transit workers out 
there that carry the people who live in my district and other districts 
like mine who need to get to work every day. I have women if they 
cannot get to Miami Beach to their jobs, they will not have a job. If 
they cannot get downtown to their jobs, they will not have jobs.
  I am appealing to the gentleman from Virginia [Mr. Wolf] who is 
thinking about the working person and has in the past, to think of the 
impact, the negative impact of repealing 13(c), and instead think of 
making the necessary reformation and turning it over to the authorizing 
committee.
  Mr. WOLF. Mr. Chairman, I yield 4 minutes to the gentleman from Texas 
[Mr. DeLay], a member of the committee.
  Mr. DeLAY. Mr. Chairman, I want to commend the gentleman from 
Virginia [Mr. Wolf], the chairman of the committee, for putting 
together a very difficult bill under very hard circumstances and 
bringing it to the floor. This is his first attempt at writing a 
transportation appropriations bill and I am very proud to say that I 
sit next to him on the committee. I am very proud of the work that he 
has done. I am also proud of my colleague and fellow Texan, the 
gentleman from Texas [Mr. Coleman], the ranking member, for his hard 
work on this committee. Particularly I thank the staff of the 
committee. I do not think we can thank the staff enough for putting up 
with us and helping us write these bills, because it is through their 
knowledge and their hard work that we are able to bring a bill of this 
quality to the floor.
  Mr. Chairman, I rise to support this bill. It is a good bill. I can 
support an appropriation bill that actually cuts spending from last 
year. This is $1.4 billion less than 1995 in discretionary and $22.6 
million less than even the President requested. But the thing that I am 
most proud about this bill is an issue that the gentleman from Virginia 
[Mr. Wolf] and I have worked on for many, many years, and, that is,
 that 

[[Page H7406]]
the bill repeals section 13(c) of the Federal Transit Act which gives 
transit authorities the necessary flexibility to reduce operating 
expenses in their transit system.

  Section 13(c) was originally intended to protect the rights of 
transit workers employed by private transit authorities that were 
acquired by public agencies in States that prohibited collective 
bargaining. Now, 30 years later, and ironically the same jobs that 
13(c) seeks to protect may be the same jobs that are lost because of 
it. Like Amtrak, these protective arrangements provide transit workers 
up to 6 years of full compensation and benefits after they lose their 
job. Section 13(c) is a labor protection that has become too costly and 
outdated. It has impeded innovation, efficiency, and growth in 
providing transit services across the country, including new and 
restructured services.
  Section 13(c) has become a means to pursue broader labor objectives 
and will mean ultimately the loss, not the protection, of jobs in the 
transit industry.
  The bottom line is that section 13(c) has been used by the unions as 
another bite at the apple to get additional concessions that they could 
not get through regular collective-bargaining practices.
  I encourage all the Members to vote against any amendment that would 
strike this repeal language.
  Mr. Chairman, the bill is a responsible bill, and it is one that 
should be supported by all the Members of this House because it does 
represent a well-crafted piece of legislation. We eliminate the ICC in 
the bill, providing only close-down costs. The bill has absolutely no 
highway demonstration projects, allowing the States to do their job in 
designing and building highway projects that are the priorities of the 
State. There are no new section 3 starts. The only projects that are 
funded are ongoing projects that need completion. With regard to 
Amtrak, the bill requires the authorizers to make significant reforms, 
including labor reforms, before funding is provided.
  I encourage all the Members to support the transportation 
appropriations bill.
  The CHAIRMAN. The Chair would advise the bill managers that the 
gentleman from Texas [Mr. Coleman] has 1 minute remaining, and the 
gentleman from Virginia [Mr. Wolf] has 1\1/2\ minutes remaining.


                         parliamentary inquiry

  Mr. COLEMAN. Mr. Chairman, I have a parliamentary inquiry.
  The CHAIRMAN. The gentleman will state it.
  Mr. COLEMAN. Mr. Chairman, I understood that each of us had in fact 
not yet yielded back the 15 minutes yet. I understood we would do that 
at the end, provided we have the time. I just have some requests for 
time.
  How much time did the gentleman from Virginia [Mr. Wolf] have?
  The CHAIRMAN. He has 1\1/2\ minutes.
  Mr. COLEMAN. Mr. Chairman, I do have two more speakers.
  Mr. WOLF. Mr. Chairman, I yield the balance of my time, 1\1/2\ 
minutes, to the gentleman from Texas [Mr. Coleman].
  The CHAIRMAN. The gentleman from Texas [Mr. Coleman] will be 
recognized for 2\1/2\ minutes.
  Mr. COLEMAN. Mr. Chairman, I yield the balance of the time to the 
gentleman from Pennsylvania [Mr. Borski].
  (Mr. BORSKI asked and was given permission to revise and extend his 
remarks.)
  Mr. BORSKI. Mr. Chairman, I thank the gentleman for yielding me the 
time.
  Mr. Chairman, this bill places the Nation's transportation priorities 
in the wrong place and it deserves to be defeated.
  This is a backward-looking bill that promotes the transportation 
solutions of the 1950's. This bill does little to move forward with 
advanced technologies, especially the use of so-called third-wave 
technologies to help solve the problems of urban congestion. This bill 
attempts to overturn the progress that has been made in recent years, 
especially through the Intermodal Surface Transportation Efficiency Act 
of 1991 to promote a balanced national transportation system.
  The investment numbers in this bill look good but the priorities are 
misplaced. I fully recognize the need to reduce spending, but I believe 
it is a serious mistake that will have long-term impacts on our 
Nation's economic growth to reduce our commitment to infrastructure 
investment. If we decide that infrastructure investment should be 
sacrificed, then all modes of transportation should share equally in 
the pain. Instead of continuing the trend for a balanced transportation 
system based on State and local flexibility, the Committee on 
Appropriations has decided to impose its view of a transportation 
system on the Nation. The committee has decided to raise highway 
spending by 4.5 percent and to increase the airport improvement program 
by 10.3 percent, while cutting the transit program by 13 percent. That 
includes a 43-percent cut in operating assistance, a cut that will 
jeopardize the very existence of many transit systems in rural areas 
and small cities. Cuts of that size are not fair, especially when other 
programs are getting more money.
  These cuts are in the face of estimates by the Department of 
Transportation and by the transit industry that increased investment 
will be needed to replace aging and outdated equipment, to maintain 
current conditions, to complete expansions now under way, and to meet 
the Nation's congestion reduction and air-quality goals. It makes no 
sense to impose these severe cuts on transit systems that are important 
to so many people. It is not only the Nation's urban areas but also 
rural areas where there are thousands who need transit to reach their 
jobs, their schools and their medical care. This bill will make sure 
that many of these transit-dependent people will no longer be able to 
reach their destinations without driving.
  In the Philadelphia area, the cuts in operating assistance will mean 
either a fare hike of 10 to 12 cents or the elimination of service to 
8,000 riders every day. That would be a devastating impact on those 
8,000 people and a total of 2 million annual trips.
  This is a bill for the part of America that has cars and needs its 
airports expanded. It is not a bill for the working people of America.
  The CHAIRMAN. The Chair would say to the managers of the bill that if 
either or both of the managers wish to reclaim their time or a portion 
of their time, they may do so by unanimous consent.
  Mr. COLEMAN. Mr. Chairman, I ask unanimous consent to reclaim 1\1/2\ 
minutes of the time.
  The CHAIRMAN. Is there objection to the request of the gentleman from 
Texas?
  There was no objection.
  Mr. COLEMAN. Mr. Chairman, I yield 1\1/2\ minutes to the gentleman 
from New Mexico [Mr. Richardson].
  (Mr. RICHARDSON asked and was given permission to revise and extend 
his remarks.)
  Mr. RICHARDSON. Mr. Chairman, I thank the chairman and the ranking 
member for yielding me the time.
  Mr. Chairman, I just want to alert my colleagues that later on in the 
debate, I will have an amendment that will reduce by .2 percent the 
administrative budget of the FAA management team. This is congressional 
relations advisers. This is administrative expenses.
  It strikes me that when we are cutting food stamp funding, 
environmental restoration, that a bureaucracy that I will say to 
Members is not responsive, as somebody that has lost a number of flight 
service stations, cannot get radars because I am from a rural area, and 
a bureaucracy that does not represent the best interests of many 
aviation consumers, does not return telephone calls, is not responsive, 
that they can stand to take a cut just like everybody else does.
  I wanted to alert my colleagues, and I have discussed this with the 
chairman and the ranking member.
  Mr. WOLF. Mr. Chairman, will the gentleman yield?
  Mr. RICHARDSON. I yield to the gentleman from Virginia.
  Mr. WOLF. On another subject, I just want to congratulate the 
gentleman for the great work he has done with regard to traveling 
around the world and getting a number of people out. I just want to 
personally put that in the Record.
  I thank the gentleman very much. Perhaps if Mr. Christopher leaves, 
the gentleman should be the Secretary of State.

[[Page H7407]]

  I have no question on the amendment.
  Mr. RICHARDSON. I thank the gentleman.
  Mr. COLEMAN. Mr. Chairman, will the gentleman yield?
  Mr. RICHARDSON. I yield to the gentleman from Texas.
  Mr. COLEMAN. I thank the gentleman for yielding.
  Mr. Chairman, I just also wanted to say, it seems to me the gentleman 
could get the Secretary of State to talk to the White House and they 
would probably take care of this FAA problem.
  In any event, I understand the gentleman's amendment, and I am proud 
to have yielded him the time.
  Mr. de la GARZA. Mr. Chairman, as the House considers the 
Transportation appropriations legislation, I wanted to take this 
opportunity to mention something that is important to south Texas and 
the nation as a whole--I am referring to the need for improvements 
along U.S. Highways 291 and 77 to enhance commerce with our trade 
partners to the north and south.
  U.S. Highways 281 and 77 are the two main north-south transportation 
arteries in south Texas. They are located in a region that is 
experiencing the fastest growth of anywhere in Texas and anywhere else 
in the country, for that matter. Already, the North American Free Trade 
Agreement [NAFTA] has greatly increased commerce travelling these 
highways and the area is expected to absorb even more traffic.
  Initiatives to improve and enhance U.S. Highways 281 and 77 are 
critical elements of a nationwide transportation system that will tie 
together major economic centers of our Nation with Canada and Mexico.
  At this juncture when we are at the threshold of a new era in 
international trade, we can ill afford to allow our infrastructure to 
become deteriorated and congested. We must anticipate and prepare for 
the most efficient and safe flow of goods entering and exiting the 
United States. We can do so by improving and enhancing U.S. Highways 
281 and 77 through south Texas.
  The CHAIRMAN. All time for general debate has expired.
  Pursuant to the rule, the amendment printed in section 2 of House 
Resolution 194 is adopted.
  The bill, as amended, shall be considered as an original bill for the 
purpose of further amendment under the 5-minute rule by titles and each 
title shall be considered read.
  During consideration of the bill for amendment, the Chairman of the 
Committee of the Whole may accord priority in recognition to a Member 
who has caused an amendment to be printed in the designated place in 
the Congressional Record. Those amendments will be considered read.
  It shall be in order at any time to consider the amendment printed in 
part 2 of House Report 104-195, if offered by a Member designated in 
the report. That amendment shall be considered read, shall not be 
subject to amendment, and shall not be subject to a demand for division 
of the question.
  The Chairman of the Committee of the Whole may postpone until a time 
during further consideration in the Committee of the Whole a request 
for a recorded vote on any amendment made in order by the resolution.
  The Chairman of the Committee of the Whole may reduce to not less 
than 5 minutes the time for voting by electronic device on any 
postponed question that immediately follows another vote by electronic 
device without intervening business, provided that the time for voting 
by electronic device on the first in any series of questions shall not 
be less than 15 minutes.
  The clerk will designate title I.
  The text of title I is as follows:
                               H.R. 2002

       Be it enacted by the Senate and House of Representatives of 
     the United States of America in Congress assembled, That the 
     following sums are appropriated, out of any money in the 
     Treasury not otherwise appropriated, for the Department of 
     Transportation and related agencies for the fiscal year 
     ending September 30, 1996, and for other purposes, namely:
                                TITLE I

                      DEPARTMENT OF TRANSPORTATION

                        OFFICE OF THE SECRETARY

                         Salaries and Expenses

       For necessary expenses of the Office of the Secretary, 
     $55,011,500, of which not to exceed $40,000 shall be 
     available as the Secretary may determine for allocation 
     within the Department for official reception and 
     representation expenses: Provided, That notwithstanding any 
     other provision of law, there may be credited to this 
     appropriation up to $1,000,000 in funds received in user fees 
     established to support the electronic tariff filing system: 
     Provided further, That none of the funds appropriated in this 
     Act or otherwise made available may be used to maintain 
     duplicate physical copies of airline tariffs that are already 
     available for public and departmental access at no cost; to 
     secure them against detection, alteration, or tampering; or 
     open them to inspection by the Department.
                         Office of Civil Rights

       For necessary expenses of the Office of Civil Rights, 
     $6,554,000, and in addition, $809,000, to be derived from 
     ``Federal-aid Highways'' subject to the ``Limitation on 
     General Operating Expenses''.
           Transportation Planning, Research, and Development

       For necessary expenses for conducting transportation 
     planning, research, systems development, and development 
     activities, to remain available until expended, $3,309,000.
                          Working Capital Fund

       Necessary expenses for operating costs and capital outlays 
     of the Department of Transportation Working Capital Fund 
     associated with the provision of services to entities within 
     the Department of Transportation, not to exceed $102,231,000 
     shall be paid, in accordance with law, from appropriations 
     made available to the Department of Transportation.
                        Payments to Air Carriers


                (liquidation of contract authorization)

                    (airport and airway trust fund)

            (including rescission of contract authorization)

       For liquidation of obligations incurred for payments to air 
     carriers of so much of the compensation fixed and determined 
     under subchapter II of chapter 417 of title 49, United States 
     Code, as is payable by the Department of Transportation, 
     $15,000,000, to remain available until expended and to be 
     derived from the Airport and Airway Trust Fund: Provided, 
     That none of the funds in this Act shall be available for the 
     implementation or execution of programs in excess of 
     $15,000,000 for the Payments to Air Carriers program in 
     fiscal year 1996: Provided further, That none of the funds in 
     this Act shall be used by the Secretary of Transportation to 
     make payment of compensation under subchapter II of chapter 
     417 of title 49, United States Code, in excess of the 
     appropriation in this Act for liquidation of obligations 
     incurred under the ``Payments to air carriers'' program: 
     Provided further, That none of the funds in this Act shall be 
     used for the payment of claims for such compensation except 
     in accordance with this provision: Provided further, That 
     none of the funds in this Act shall be available for service 
     to communities in the forty-eight contiguous States that are 
     located fewer than seventy highway miles from the nearest 
     large or medium hub airport, or that require a rate of 
     subsidy per passenger in excess of $200 unless such point is 
     greater than two hundred and ten miles from the nearest large 
     or medium hub airport: Provided further, That of funds 
     provided for ``Small Community Air Service'' by Public Law 
     101-508, $23,600,000 in fiscal year 1996 is hereby rescinded: 
     Provided further, That, notwithstanding any other provision 
     of law, effective January 1, 1996 no point in the 48 
     contiguous States and Hawaii eligible for compensated 
     transportation in fiscal year 1996 under subchapter II of 
     chapter 417 of title 49, United States Code, including 49 
     U.S.C. 41734(d), shall receive such transportation unless a 
     State, local government, or other non-Federal entity agrees 
     to pay at least fifty percent of the cost of providing such 
     transportation, as determined by the Secretary of 
     Transportation: Provided further, That the Secretary may 
     require the entity or entities agreeing to pay such amounts 
     to make advance payments or provide other security to ensure 
     that timely payments are made: Provided further, That, 
     notwithstanding any other provision of law, points covered by 
     the cost-sharing provisions under this head for which no 
     State, local government, or non-Federal entity agrees to pay 
     at least fifty percent of the cost of providing such 
     transportation shall receive a reduced level of service in 
     fiscal year 1996, to be determined by the Secretary as 
     follows: The Secretary shall subtract from the funds made 
     available in this Act so much as is needed to provide 
     compensation to all eligible points for which a State, local 
     government, or other non-Federal entity agrees to pay at 
     least fifty percent of the cost of providing such 
     transportation, and, with remaining funds, allocate to each 
     other point an amount reduced by the ratio of the remainder 
     calculated above to all funds made available in this Act: 
     Provided further, That the Secretary shall allocate any funds 
     that become unallocated as the year progresses to those 
     points for which a State, local government, or other non-
     Federal entity does not agree to pay at least fifty percent 
     of the cost of such transportation.
                        Payments to Air Carriers


                              (rescission)

       Of the budgetary resources remaining available under this 
     heading, $6,786,971 are rescinded.
                            Rental Payments

       For necessary expenses for rental of headquarters and field 
     space not to exceed 8,580,000 square feet and for related 
     services assessed by the General Services Administration, 
     $130,803,000: Provided, That of this 

[[Page H7408]]
     amount, $1,897,000 shall be derived from the Highway Trust Fund, 
     $41,441,000 shall be derived from the Airport and Airway 
     Trust Fund, $836,000 shall be derived from the Pipeline 
     Safety Fund, and $169,000 shall be derived from the Harbor 
     Maintenance Trust Fund: Provided further, That in addition, 
     for assessments by the General Services Administration 
     related to the space needs of the Federal Highway 
     Administration, $17,099,000, to be derived from ``Federal-aid 
     Highways'', subject to the ``Limitation on General Operating 
     Expenses''.
               Minority Business Resource Center Program

       For the cost of direct loans, $1,500,000, as authorized by 
     49 U.S.C. 332: Provided, That such costs, including the cost 
     of modifying such loans, shall be as defined in section 502 
     of the Congressional Budget Act of 1974: Provided further, 
     That these funds are available to subsidize gross obligations 
     for the principal amount of direct loans not to exceed 
     $15,000,000. In addition, for administrative expenses to 
     carry out the direct loan program, $400,000.
                       Minority Business Outreach

       For necessary expenses of the Minority Business Resource 
     Center outreach activities, $2,900,000, of which $2,642,000 
     shall remain available until September 30, 1997.
                              COAST GUARD

                           Operating Expenses

       For necessary expenses for the operation and maintenance of 
     the Coast Guard, not otherwise provided for; purchase of not 
     to exceed five passenger motor vehicles for replacement only; 
     payments pursuant to section 156 of Public Law 97-377, as 
     amended (42 U.S.C. 402 note), and section 229(b) of the 
     Social Security Act (42 U.S.C. 429(b)); and recreation and 
     welfare; $2,566,000,000, of which $25,000,000 shall be 
     derived from the Oil Spill Liability Trust Fund; and of which 
     $25,000,000 shall be expended from the Boat Safety Account: 
     Provided, That the number of aircraft on hand at any one time 
     shall not exceed two hundred and eighteen, exclusive of 
     aircraft and parts stored to meet future attrition: Provided 
     further, That none of the funds appropriated in this or any 
     other Act shall be available for pay or administrative 
     expenses in connection with shipping commissioners in the 
     United States: Provided further, That none of the funds 
     provided in this Act shall be available for expenses incurred 
     for yacht documentation under 46 U.S.C. 12109, except to the 
     extent fees are collected from yacht owners and credited to 
     this appropriation: Provided further, That the Commandant 
     shall reduce both military and civilian employment levels for 
     the purpose of complying with Executive Order No. 12839: 
     Provided further, That of the funds provided for operating 
     expenses for fiscal year 1996, in this or any other Act, not 
     less than $314,200,000 shall be available for drug 
     enforcement activities.
              Acquisition, Construction, and Improvements


                     (including transfer of funds)

       For necessary expenses of acquisition, construction, 
     renovation, and improvement of aids to navigation, shore 
     facilities, vessels, and aircraft, including equipment 
     related thereto, $375,175,000, of which $32,500,000 shall be 
     derived from the Oil Spill Liability Trust Fund; of which 
     $191,200,000 shall be available to acquire, repair, renovate 
     or improve vessels, small boats and related equipment, to 
     remain available until September 30, 2000; $16,500,000 shall 
     be available to acquire new aircraft and increase aviation 
     capability, to remain available until September 30, 1998; 
     $42,200,000 shall be available for other equipment, to remain 
     available until September 30, 1998; $82,275,000 shall be 
     available for shore facilities and aids to navigation 
     facilities, to remain available until September 30, 1998; and 
     $43,000,000 shall be available for personnel compensation and 
     benefits and related costs, to remain available until 
     September 30, 1996: Provided, That funds received from the 
     sale of the VC-11A and HU-25 aircraft shall be credited to 
     this appropriation for the purpose of acquiring new aircraft 
     and increasing aviation capacity: Provided further, That the 
     Secretary may transfer funds between projects under this 
     head, not to exceed $50,000,000 in total for the fiscal year, 
     thirty days after notification to the House and Senate 
     Committees on Appropriations, solely for the purpose of 
     providing funds for facility renovation, construction, exit 
     costs, and other implementation costs associated with Coast 
     Guard streamlining plans.
                Environmental Compliance and Restoration

       For necessary expenses to carry out the Coast Guard's 
     environmental compliance and restoration functions under 
     chapter 19 of title 14, United States Code, $21,000,000, to 
     remain available until expended.
                         Alteration of Bridges

       For necessary expenses for alteration or removal of 
     obstructive bridges, $16,000,000, to remain available until 
     expended.
                              Retired Pay

       For retired pay, including the payment of obligations 
     therefor otherwise chargeable to lapsed appropriations for 
     this purpose, and payments under the Retired Serviceman's 
     Family Protection and Survivor Benefits Plans, and for 
     payments for medical care of retired personnel and their 
     dependents under the Dependents Medical Care Act (10 U.S.C. 
     ch. 55), $582,022,000.
                            Reserve Training

       For all necessary expenses for the Coast Guard Reserve, as 
     authorized by law; maintenance and operation of facilities; 
     and supplies, equipment, and services; $61,859,000.
              Research, Development, Test, and Evaluation

       For necessary expenses, not otherwise provided for, for 
     applied scientific research, development, test, and 
     evaluation; maintenance, rehabilitation, lease and operation 
     of facilities and equipment, as authorized by law, 
     $18,500,000, to remain available until expended, of which 
     $3,150,000 shall be derived from the Oil Spill Liability 
     Trust Fund: Provided, That there may be credited to this 
     appropriation funds received from State and local 
     governments, other public authorities, private sources, and 
     foreign countries, for expenses incurred for research, 
     development, testing, and evaluation.
                              Boat Safety


                     (aquatic resources trust fund)

       For payment of necessary expenses incurred for recreational 
     boating safety assistance under Public Law 92-75, as amended, 
     $20,000,000, to be derived from the Boat Safety Account and 
     to remain available until expended.
                             Emergency Fund


                (limitation on permanent appropriation)

                    (oil spill liability trust fund)

       Except as provided in emergency supplemental appropriations 
     provided in other appropriations Acts for fiscal year 1996, 
     not more than $3,000,000 shall be obligated or expended in 
     fiscal year 1996 pursuant to section 6002(b) of the Oil 
     Pollution Act of 1990 to carry out the provisions of section 
     1012(a)(4) of that Act.
                    FEDERAL AVIATION ADMINISTRATION

                               Operations

       For necessary expenses of the Federal Aviation 
     Administration, not otherwise provided for, including 
     operations and research activities related to commercial 
     space transportation, administrative expenses for research 
     and development, establishment of air navigation facilities 
     and the operation (including leasing) and maintenance of 
     aircraft, and carrying out the provisions of subchapter I of 
     chapter 471 of title 49, U.S. Code, or other provisions of 
     law authorizing the obligation of funds for similar programs 
     of airport and airway development or improvement, lease or 
     purchase of four passenger motor vehicles for replacement 
     only, $4,600,000,000, of which $1,871,500,000 shall be 
     derived from the Airport and Airway Trust Fund: Provided, 
     That there may be credited to this appropriation funds 
     received from States, counties, municipalities, foreign 
     authorities, other public authorities, and private sources, 
     for expenses incurred in the provision of aviation services, 
     including the maintenance and operation of air navigation 
     facilities and for issuance, renewal or modification of 
     certificates, including airman, aircraft, and repair station 
     certificates, or for tests related thereto, or for processing 
     major repair or alteration forms: Provided further, That 
     funds may be used to enter into a grant agreement with a 
     nonprofit standard setting organization to assist in the 
     development of aviation safety standards: Provided further, 
     That none of the funds in this Act shall be available for new 
     applicants for the second career training program: Provided 
     further, That none of the funds in this Act shall be 
     available for paying premium pay under 5 U.S.C. 5546(a) to 
     any Federal Aviation Administration employee unless such 
     employee actually performed work during the time 
     corresponding to such premium pay.
                        Facilities and Equipment


                    (airport and airway trust fund)

       For necessary expenses, not otherwise provided for, for 
     acquisition, establishment, and improvement by contract or 
     purchase, and hire of air navigation and experimental 
     facilities and equipment as authorized under part A of 
     subtitle VII of title 49, U.S. Code, including initial 
     acquisition of necessary sites by lease or grant; engineering 
     and service testing, including construction of test 
     facilities and acquisition of necessary sites by lease or 
     grant; and construction and furnishing of quarters and 
     related accommodations for officers and employees of the 
     Federal Aviation Administration stationed at remote 
     localities where such accommodations are not available; and 
     the purchase, lease, or transfer of aircraft from funds 
     available under this head; to be derived from the Airport and 
     Airway Trust Fund, $2,000,000,000, of which $1,784,000,000 
     shall remain available until September 30, 1998, and of which 
     $216,000,000 shall remain available until September 30, 1996: 
     Provided, That there may be credited to this appropriation 
     funds received from States, counties, municipalities, other 
     public authorities, and private sources, for expenses 
     incurred in the establishment and modernization of air 
     navigation facilities.
                        Facilities and Equipment


                    (airport and airway trust fund)

                              (rescission)

       Of the available balances under this heading, $60,000,000 
     are rescinded.
                 Research, Engineering, and Development


                    (airport and airway trust fund)

       For necessary expenses, not otherwise provided for, for 
     research, engineering, and development, as authorized under 
     part A of 

[[Page H7409]]
     subtitle VII of title 49, U.S.C., including construction of 
     experimental facilities and acquisition of necessary sites by 
     lease or grant, $143,000,000, to be derived from the Airport 
     and Airway Trust Fund and to remain available until September 
     30, 1998: Provided, That there may be credited to this 
     appropriation funds received from States, counties, 
     municipalities, other public authorities, and private 
     sources, for expenses incurred for research, engineering, and 
     development.
                       Grants-in-Aid for Airports


                (liquidation of contract authorization)

                    (airport and airway trust fund)

       For liquidation of obligations incurred for grants-in-aid 
     for airport planning and development, and for noise 
     compatibility planning and programs as authorized under 
     subchapter I of chapter 471 and subchapter I of chapter 475 
     of title 49, U.S. Code, and under other law authorizing such 
     obligations, $1,500,000,000, to be derived from the Airport 
     and Airway Trust Fund and to remain available until expended: 
     Provided, That none of the funds in this Act shall be 
     available for the planning or execution of programs the 
     obligations for which are in excess of $1,600,000,000 in 
     fiscal year 1996 for grants-in-aid for airport planning and 
     development, and noise compatibility planning and programs, 
     notwithstanding section 47117(h) of title 49, U.S. Code.
                   Aviation Insurance Revolving Fund

       The Secretary of Transportation is hereby authorized to 
     make such expenditures and investments, within the limits of 
     funds available pursuant to 49 U.S.C. 44307, and in 
     accordance with section 104 of the Government Corporation 
     Control Act, as amended (31 U.S.C. 9104), as may be necessary 
     in carrying out the program for aviation insurance activities 
     under chapter 443 of title 49, U.S. Code.
                Aircraft Purchase Loan Guarantee Program

       None of the funds in this Act shall be available for 
     activities under this head the obligations for which are in 
     excess of $1,600,000 during fiscal year 1996.
                     FEDERAL HIGHWAY ADMINISTRATION


                limitation on general operating expenses

       Necessary expenses for administration, operation, including 
     motor carrier safety program operations, and research of the 
     Federal Highway Administration not to exceed $495,381,000 
     shall be paid in accordance with law from appropriations made 
     available by this Act to the Federal Highway Administration 
     together with advances and reimbursements received by the 
     Federal Highway Administration: Provided, That $190,667,000 
     of the amount provided herein shall remain available until 
     September 30, 1998.
                     Highway-Related Safety Grants


                (liquidation of contract authorization)

                          (highway trust fund)

                     (including transfer of funds)

       For payment of obligations incurred in carrying out the 
     provisions of title 23, United States Code, section 402 
     administered by the Federal Highway Administration, to remain 
     available until expended, $10,000,000, to be derived from the 
     Highway Trust Fund: Provided, That not to exceed $100,000 of 
     the amount made available herein shall be available for 
     ``Limitation on general operating expenses'': Provided 
     further, That none of the funds in this Act shall be 
     available for the planning or execution of programs the 
     obligations for which are in excess of $10,000,000 in fiscal 
     year 1996 for ``Highway-Related Safety Grants''.
                          Federal-Aid Highways


                      (limitation on obligations)

                          (highway trust fund)

       None of the funds in this Act shall be available for the 
     implementation or execution of programs the obligations for 
     which are in excess of $18,000,000,000 for Federal-aid 
     highways and highway safety construction programs for fiscal 
     year 1996.
                          Federal-Aid Highways


                (liquidation of contract authorization)

                          (highway trust fund)

       For carrying out the provisions of title 23, United States 
     Code, that are attributable to Federal-aid highways, 
     including the National Scenic and Recreational Highway as 
     authorized by 23 U.S.C. 148, not otherwise provided, 
     including reimbursements for sums expended pursuant to the 
     provisions of 23 U.S.C. 308, $19,200,000,000 or so much 
     thereof as may be available in and derived from the Highway 
     Trust Fund, to remain available until expended.
                      Right-of-Way Revolving Fund


                      (limitation on direct loans)

                          (highway trust fund)

       None of the funds under this head are available for 
     obligations for right-of-way acquisition during fiscal year 
     1996.
                      Motor Carrier Safety Grants


                (liquidation of contract authorization)

                          (highway trust fund)

       For payment of obligations incurred in carrying out 49 
     U.S.C. 31102, $68,000,000, to be derived from the Highway 
     Trust Fund and to remain available until expended: Provided, 
     That none of the funds in this Act shall be available for the 
     implementation or execution of programs the obligations for 
     which are in excess of $79,150,000 for ``Motor Carrier Safety 
     Grants''.
             NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

                        Operations and Research

       For expenses necessary to discharge the functions of the 
     Secretary with respect to traffic and highway safety under 
     part C of subtitle VI of title 49, United States Code, and 
     chapter 301 of title 49, United States Code, $73,316,570, of 
     which $37,825,850 shall remain available until September 30, 
     1998: Provided, That none of the funds appropriated by this 
     Act may be obligated or expended to plan, finalize, or 
     implement any rulemaking to add to section 575.104 of title 
     49 of the Code of Federal Regulations any requirement 
     pertaining to a grading standard that is different from the 
     three grading standards (treadwear, traction, and temperature 
     resistance) already in effect.
                        Operations and Research


                          (highway trust fund)

       For expenses necessary to discharge the functions of the 
     Secretary with respect to traffic and highway safety under 23 
     U.S.C. 403 and section 2006 of the Intermodal Surface 
     Transportation Efficiency Act of 1991 (Public Law 102-240), 
     to be derived from the Highway Trust Fund, $52,011,930, of 
     which $32,770,670 shall remain available until September 30, 
     1998.
                        Operations and Research


                             (rescissions)

       Of the amounts made available under this heading in Public 
     Law 103-331, Public Law 102-388, and Public Law 101-516, 
     $4,547,185 are rescinded from the national advanced driving 
     simulator project.
                     Highway Traffic Safety Grants


                (liquidation of contract authorization)

                          (highway trust fund)

       For payment of obligations incurred carrying out the 
     provisions of 23 U.S.C. 153, 402, 408, and 410, Chapter 303 
     of title 49, United States Code, and section 209 of Public 
     Law 95-599, as amended, to remain available until expended, 
     $153,400,000, to be derived from the Highway Trust Fund: 
     Provided, That, notwithstanding subsection 2009(b) of the 
     Intermodal Surface Transportation Efficiency Act of 1991, 
     none of the funds in this Act shall be available for the 
     planning or execution of programs the total obligations for 
     which, in fiscal year 1996, are in excess of $153,400,000 for 
     programs authorized under 23 U.S.C. 402 and 410, as amended, 
     of which $126,000,000 shall be for ``State and community 
     highway safety grants'', $2,400,000 shall be for the 
     ``National Driver Register'' (subject to passage hereafter by 
     the House of a bill authorizing appropriations therefor, and 
     only in amounts provided therein), and $25,000,000 shall be 
     for section 410 ``Alcohol-impaired driving countermeasures 
     programs'': Provided further, That from the $126,000,000 
     provided under ``State and community highway safety grants'', 
     $3,000,000 shall be made available for the ``Safe 
     communities'' program in three States, notwithstanding the 
     provisions of 23 U.S.C. 402(c) and (g): Provided further, 
     That none of these funds shall be used for construction, 
     rehabilitation or remodeling costs, or for office furnishings 
     and fixtures for State, local, or private buildings or 
     structures: Provided further, That none of these funds shall 
     be used to purchase automobiles or motorcycles for state, 
     local, or private usage: Provided further, That not to exceed 
     $5,153,000 of the funds made available for section 402 may be 
     available for administering ``State and community highway 
     safety grants'': Provided further, That not to exceed 
     $500,000 of the funds made available for section 410 
     ``Alcohol-impaired driving counter-measures programs'' may be 
     available for technical assistance to the States: Provided 
     further, That not to exceed $890,000 of the funds made 
     available for the ``National Driver Register'' may be 
     available for administrative expenses.
                    FEDERAL RAILROAD ADMINISTRATION

                      Office of the Administrator

       For necessary expenses of the Federal Railroad 
     Administration, not otherwise provided for, $14,000,000, of 
     which $1,508,000 shall remain available until expended: 
     Provided, That none of the funds in this Act shall be 
     available for the planning or execution of a program making 
     commitments to guarantee new loans under the Emergency Rail 
     Services Act of 1970, as amended, and no new commitments to 
     guarantee loans under section 211(a) or 211(h) of the 
     Regional Rail Reorganization Act of 1973, as amended, shall 
     be made: Provided further, That, as part of the Washington 
     Union Station transaction in which the Secretary assumed the 
     first deed of trust on the property and, where the Union 
     Station Redevelopment Corporation or any successor is 
     obligated to make payments on such deed of trust on the 
     Secretary's behalf, including payments on and after September 
     30, 1988, the Secretary is authorized to receive such 
     payments directly from the Union Station Redevelopment 
     Corporation, credit them to the appropriation charged for the 
     first deed of trust, and make payments on the first deed of 
     trust with those funds: Provided further, That such 
     additional sums as may be necessary for payment on the first 
     deed of trust may be advanced by the Administrator from 
     unobligated balances available to the Federal Railroad 
     Administration, to be reimbursed from payments received from 
     the Union Station Redevelopment Corporation.
                            Railroad Safety

       For necessary expenses in connection with railroad safety, 
     not otherwise provided for, 

[[Page H7410]]
     $49,940,660, of which $2,687,000 shall remain available until expended.
                   Railroad Research and Development

       For necessary expenses for railroad research and 
     development, $21,000,000, to remain available until expended.
                 Northeast Corridor Improvement Program

       For necessary expenses related to Northeast Corridor 
     improvements authorized by title VII of the Railroad 
     Revitalization and Regulatory Reform Act of 1976, as amended 
     (45 U.S.C. 851 et seq.) and 49 U.S.C. 24909, $100,000,000, to 
     remain available until September 30, 1998.
            Railroad Rehabilitation and Improvement Program

       The Secretary of Transportation is authorized to issue to 
     the Secretary of the Treasury notes or other obligations 
     pursuant to section 512 of the Railroad Revitalization and 
     Regulatory Reform Act of 1976 (Public Law 94-210), as 
     amended, in such amounts and at such times as may be 
     necessary to pay any amounts required pursuant to the 
     guarantee of the principal amount of obligations under 
     sections 511 through 513 of such Act, such authority to exist 
     as long as any such guaranteed obligation is outstanding: 
     Provided, That no new loan guarantee commitments shall be 
     made during fiscal year 1996.
           National Magnetic Levitation Prototype Development


                      (limitation on obligations)

                          (highway trust fund)

       None of the funds in this Act shall be available for the 
     planning or execution of the National Magnetic Levitation 
     Prototype Development program as defined in subsections 
     1036(b) and 1036(d)(1)(A) of the Intermodal Surface 
     Transportation Efficiency Act of 1991.
                    Next Generation High Speed Rail

       For necessary expenses for Next Generation High Speed Rail 
     technology development and demonstrations, $10,000,000, to 
     remain available until expended.
          Trust Fund Share of Next Generation High Speed Rail


                (liquidation of contract authorization)

                          (highway trust fund)

       For grants and payment of obligations incurred in carrying 
     out the provisions of the High Speed Ground Transportation 
     program as defined in subsections 1036(c) and 1036(d)(1)(B) 
     of the Intermodal Surface Transportation Efficiency Act of 
     1991, including planning and environmental analyses, 
     $5,000,000, to be derived from the Highway Trust Fund and to 
     remain available until expended: Provided, That none of the 
     funds in this Act shall be available for the implementation 
     or execution of programs the obligations for which are in 
     excess of $5,000,000.
         Grants to the National Railroad Passenger Corporation

       To enable the Secretary of Transportation to make grants to 
     the National Railroad Passenger Corporation authorized by 49 
     U.S.C. 24104, $628,000,000, of which $336,000,000 shall be 
     available for operating losses and for mandatory passenger 
     rail service payments, $62,000,000 shall be for transition 
     costs incurred by the Corporation, and $230,000,000 shall be 
     for capital improvements: Provided, That none of the funds 
     under this head shall be made available until significant 
     reforms (including labor reforms) in authorizing legislation 
     are enacted to restructure the National Railroad Passenger 
     Corporation: Provided further, That funding under this head 
     for capital improvements shall not be made available before 
     July 1, 1996: Provided further, That none of the funds herein 
     appropriated shall be used for lease or purchase of passenger 
     motor vehicles or for the hire of vehicle operators for any 
     officer or employee, other than the president of the 
     Corporation, excluding the lease of passenger motor vehicles 
     for those officers or employees while in official travel 
     status.
                     FEDERAL TRANSIT ADMINISTRATION

                        Administrative Expenses

       For necessary administrative expenses of the Federal 
     Transit Administration's programs authorized by chapter 53 of 
     title 49, United States Code, $39,260,000.
                             Formula Grants

       For necessary expenses to carry out 49 U.S.C. 5307, 
     5310(a)(2), 5311, and 5336, to remain available until 
     expended, $890,000,000: Provided, That no more than 
     $2,000,000,000 of budget authority shall be available for 
     these purposes: Provided further, That of the funds provided 
     under this head for formula grants, no more than $400,000,000 
     may be used for operating assistance under 49 U.S.C. 5336(d).
                   University Transportation Centers

       For necessary expenses for university transportation 
     centers as authorized by 49 U.S.C. 5317(b), to remain 
     available until expended, $6,000,000.
                     Transit Planning and Research

       For necessary expenses for transit planning and research as 
     authorized by 49 U.S.C. 5303, 5311, 5313, 5314, and 5315, to 
     remain available until expended, $82,250,000 of which 
     $39,436,250 shall be for activities under 49 U.S.C. 5303, 
     $4,381,250 for activities under 49 U.S.C. 5311(b)(2), 
     $8,051,250 for activities under 49 U.S.C. 5313(b), 
     $19,480,000 for activities under 49 U.S.C. 5314, $8,051,251 
     for activities under 49 U.S.C. 5313(a), and $2,850,000 for 
     activities under 49 U.S.C. 5315.
                      Trust Fund Share of Expenses


                (liquidation of contract authorization)

                          (highway trust fund)

       For payment of obligations incurred in carrying out 49 
     U.S.C. 5338(a), $1,120,850,000, to remain available until 
     expended and to be derived from the Highway Trust Fund: 
     Provided, That $1,110,000,000 shall be paid from the Mass 
     Transit Account of the Highway Trust Fund to the Federal 
     Transit Administration's formula grants account.
                          Discretionary Grants


                      (limitation on obligations)

                          (highway trust fund)

       None of the funds in this Act shall be available for the 
     implementation or execution of programs the obligations for 
     which are in excess of $1,665,000,000 in fiscal year 1996 for 
     grants under the contract authority in 49 U.S.C. 5338(b): 
     Provided, That there shall be available for fixed guideway 
     modernization, $666,000,000; there shall be available for the 
     replacement, rehabilitation, and purchase of buses and 
     related equipment and the construction of bus-related 
     facilities, $333,000,000; and there shall be available for 
     new fixed guideway systems, $666,000,000, to be available as 
     follows:
       $42,410,000 for the Atlanta-North Springs project;
       $17,500,000 for the South Boston Piers (MOS-2) project;
       $6,500,000 for the Canton-Akron-Cleveland commuter rail 
     project (subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein);
       $2,000,000 for the Cincinnati Northeast/Northern Kentucky 
     rail line project (subject to passage hereafter by the House 
     of a bill authorizing appropriations therefor, and only in 
     amounts provided therein);
       $16,941,000 for the Dallas South Oak Cliff LRT project;
       $2,500,000 for the DART North Central light rail extension 
     project (subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein);
       $5,000,000 for the Dallas-Fort Worth RAILTRAN project 
     (subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein);
       $10,000,000 for the Florida Tri-County commuter rail 
     project (subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein);
       $22,630,000 for the Houston Regional Bus project;
       $12,500,000 for the Jacksonville ASE extension project;
       $125,000,000 for the Los Angeles Metro Rail (MOS-3);
       $10,000,000 for the Los Angeles-San Diego commuter rail 
     project;
       $10,000,000 for the MARC commuter rail project;
       $3,000,000 for the Maryland Central Corridor LRT project;
       $2,000,000 for the Miami-North 27th Avenue project 
     ``(subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein)'';
       $2,500,000 for the Memphis, Tennessee Regional Rail Plan 
     ``(subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein)'';
       $75,000,000 for the New Jersey Urban Core-Secaucus project;
       $10,000,000 for the New Orleans Canal Street Corridor 
     project ``(subject to passage hereafter by the House of a 
     bill authorizing appropriations therefor, and only in amounts 
     provided therein)'';
       $114,989,000 for the New York Queens Connection project;
       $5,000,000 for the Orange County Transitway project 
     ``(subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein)'';
       $22,630,000 for the Pittsburgh Airport Phase 1 project;
       $85,500,000 for the Portland Westside LRT project;
       $2,000,000 for the Sacramento LRT extension project;
       $10,000,000 for the St. Louis Metro Link LRT project;
       $5,000,000 for the Salt Lake City light rail project: 
     Provided, That such funding may be available only for related 
     high-occupancy vehicle lane and intermodal corridor design 
     costs;
       $10,000,000 for the San Francisco BART extension to the San 
     Francisco airport project;
       $15,000,000 for the San Juan, Puerto Rico Tren Urbano 
     project ``(subject to passage hereafter by the House of a 
     bill authorizing appropriations therefor, and only in amounts 
     provided therein)'';
       $1,000,000 for the Tampa to Lakeland commuter rail project 
     ``(subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein)'';
       $5,000,000 for the Whitehall ferry terminal, New York, New 
     York ``(subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein)''; and
       $14,400,000 for the Wisconsin central commuter project 
     ``(subject to passage hereafter by the House of a bill 
     authorizing appropriations therefor, and only in amounts 
     provided therein)''.

[[Page H7411]]


                       Mass Transit Capital Fund


                (liquidation of contract authorization)

                          (highway trust fund)

       For payment of obligations incurred in carrying out 49 
     U.S.C. 5338(b) administered by the Federal Transit 
     Administration, $2,000,000,000 to be derived from the Highway 
     Trust Fund and to remain available until expended.
             Washington Metropolitan Area Transit Authority

       For necessary expenses to carry out the provisions of 
     section 14 of Public Law 96-184 and Public Law 101-551, 
     $200,000,000, to remain available until expended.
             SAINT LAWRENCE SEAWAY DEVELOPMENT CORPORATION

       The Saint Lawrence Seaway Development Corporation is hereby 
     authorized to make such expenditures, within the limits of 
     funds and borrowing authority available to the Corporation, 
     and in accord with law, and to make such contracts and 
     commitments without regard to fiscal year limitations as 
     provided by section 104 of the Government Corporation Control 
     Act, as amended, as may be necessary in carrying out the 
     programs set forth in the Corporation's budget for the 
     current fiscal year.
                       Operations and Maintenance


                    (harbor maintenance trust fund)

       For necessary expenses for operation and maintenance of 
     those portions of the Saint Lawrence Seaway operated and 
     maintained by the Saint Lawrence Seaway Development 
     Corporation, $10,190,500, to be derived from the Harbor 
     Maintenance Trust Fund, pursuant to Public Law 99-662.
              RESEARCH AND SPECIAL PROGRAMS ADMINISTRATION

                     Research and Special Programs

       For expenses necessary to discharge the functions of the 
     Research and Special Programs Administration, $26,030,000, of 
     which $574,000 shall be derived from the Pipeline Safety 
     Fund, and of which $7,606,000 shall remain available until 
     September 30, 1998: Provided, That $2,322,000 shall be 
     transferred to the Bureau of Transportation Statistics for 
     the expenses necessary to conduct activities related to 
     Airline Statistics, and of which $272,000 shall remain 
     available until expended: Provided further, That up to 
     $1,000,000 in fees collected under 49 U.S.C. 5108(g) shall be 
     deposited in the general fund of the Treasury as offsetting 
     receipts: Provided further, That there may be credited to 
     this appropriation funds received from States, counties, 
     municipalities, other public authorities, and private sources 
     for expenses incurred for training, for reports publication 
     and dissemination.
                            Pipeline Safety


                         (pipeline safety fund)

       For expenses necessary to conduct the functions of the 
     pipeline safety program for grants-in-aid to carry out a 
     pipeline safety program, as authorized by 49 U.S.C. 60107 and 
     the Hazardous Liquid Pipeline Safety Act of 1979, as amended, 
     and to discharge the pipeline program responsibilities of the 
     Oil Pollution Act of 1990, $29,941,000, of which $2,698,000 
     shall be derived from the Oil Spill Liability Trust Fund and 
     shall remain available until September 30, 1998; and of which 
     $27,243,000 shall be derived from the Pipeline Safety Fund, 
     of which $19,423,000 shall remain available until September 
     30, 1998: Provided, That from amounts made available herein 
     from the Pipeline Safety Fund, not to exceed $1,000,000 shall 
     be available for grants to States for the development and 
     establishment of one-call notification systems.
                     Emergency Preparedness Grants


                     (emergency preparedness fund)

       For necessary expenses to carry out 49 U.S.C. 5127(c), 
     $400,000 to be derived from the Emergency Preparedness Fund, 
     to remain available until September 30, 1998: Provided, That 
     not more than $8,890,000 shall be made available for 
     obligation in fiscal year 1996 from amounts made available by 
     49 U.S.C. 5116(i) and 5127(d): Provided further, That no such 
     funds shall be made available for obligation by individuals 
     other than the Secretary of Transportation, or his designees.
                      OFFICE OF INSPECTOR GENERAL

                         Salaries and Expenses

       For necessary expenses of the Office of Inspector General 
     to carry out the provisions of the Inspector General Act of 
     1978, as amended, $40,238,000.

  The CHAIRMAN. Are there any amendments to title I?

                              {time}  1300


                             point of order

  Mr. SHUSTER. Mr. Chairman, I rise on a point of order against page 
20, line 14, beginning with the colon through the citation on line 19.
  The CHAIRMAN (Mr. Bereuter). The gentleman must state the basis for 
his point of order.
  Mr. SHUSTER. Mr. Chairman, this provision violates rule XXI, clause 
2(a) of the rules of the House because it appropriates money for a 
``safe communities'' program which is not authorized by law.
  The CHAIRMAN. Does the gentleman from Virginia desire to be heard?
  Mr. WOLF. Mr. Chairman, I concede the point of order.
  The CHAIRMAN. The point order is conceded and sustained.


           amendment no. 10 offered by mr. smith of michigan

  Mr. SMITH of Michigan. Mr. Chairman, I offer an amendment.
  The CHAIRMAN. The Clerk will designate the amendment.
  The text of the amendment is as follows:

       Amendment No. 10 offered by Mr. Smith of Michigan: Page 7, 
     line 20, strike ``$2,566,000,000'' and insert 
     ``$2,565,607,000''.

  Mr. SMITH of Michigan. Mr. Chairman, this amendment implements the 
original recommendation of the Coast Guard, the President's budget, and 
was also incorporated in the House budget resolution to phase out 
employees working in the Coast Guard personnel offices. There 
apparently was a misunderstanding on whether or not these offices would 
be closed.
  According to the Coast Guard, whom I talked to this morning, possibly 
one might be closed, but the rest of the stations would be left open. 
This amendment strikes $393,000 out of the Coast Guard's operating and 
maintenance expenses used to fund unneeded employees in five civilian 
personnel offices.
  The proposal is consistent with the administration, with the Coast 
Guard, with the budget resolution. Again this, proposal strikes funding 
for five employees that the Coast Guard recommends be phased out and 
personnel matters. The amendment restores the Coast Guard's proposal.
  Mr. Chairman, as we rein in big government, it is very important to 
get the most for taxpayers' dollars. This amendment does cut Coast 
Guard overhead and allows the savings to be used for ships, equipment, 
and other more vital functions.
  The amendment, according to OMB, will save $1.244 million over the 2-
year consolidation period. This amendment makes fiscal sense. It has 
bipartisan support. I hope my colleagues on both sides of the aisle 
will consider supporting it.
  Mr. WOLF. Mr. Chairman, I rise in support of the amendment, and we 
will accept the amendment. I think it is a good amendment and will save 
money.
  Mr. COLEMAN. Mr. Chairman, the minority has no objection and would 
agree to the amendment.
  Mr. DeFAZIO. Mr. Chairman, I move to strike the requisite number of 
words. Mr. Chairman, I rise to question the procedure here. There are a 
number of us who had amendments relating to the O&M account and my 
question is, if this amendment is acceded to, does that preclude any 
further amendments to the Coast Guard O&M account?
  Mr. WOLF. Mr. Chairman, if the gentleman from Oregon would yield, I 
would say to the gentleman, no, it does not. What will happen is after 
this amendment is adopted, the committee will rise and the agriculture 
people will come back and nobody is foreclosed. When we begin on Monday 
or Tuesday or whenever we begin, we will start from here. No amendment 
will be foreclosed.
  Mr. DeFAZIO. Mr. Chairman, reclaiming my time, my understanding is 
that there is some rule regarding revisiting an account once the number 
has been altered.
  Mr. COLEMAN. Mr. Chairman, will the gentleman yield?
  Mr. DeFAZIO. I yield to the gentleman from Texas.
  Mr. COLEMAN. Mr. Chairman, let me say to the gentleman from Oregon, 
we reviewed, as a matter of fact, the Smith amendment in respect to 
what it might do to the DeFazio amendment. Our view is that it will 
require a rewrite of the amendment of the gentleman from Oregon [Mr. 
DeFazio]; not a changing of numbers. It will require some rewrite so 
that it does not violate a rule that does not allow us to revisit that 
same amendment twice.
  So it will require a rewrite. All I can say is that I am sure that 
the gentleman from Virginia [Mr. Wolf], nor I, would in any way object 
to the gentleman being recognized as though he had correctly published 
that amendment in the Record.
  Mr. DeFAZIO. Mr. Chairman, I thank the gentleman. If the Chairman 
agrees, then I would certainly not object to this amendment going 
forward.
  The CHAIRMAN. The question is on the amendment offered by the 
gentleman from Michigan [Mr. Smith].
  The amendment was agreed to.
  Mr. WOLF. Mr. Chairman, I move that the Committee do now rise.

[[Page H7412]]

  The motion was agreed to.
  Accordingly the Committee rose; and the Speaker pro tempore. (Mr. 
Klug), having assumed the chair, Mr. LaHOOD, Chairman pro tempore of 
the Committee of the Whole House on the State of the Union, reported 
that that Committee, having had under consideration the bill (H.R. 
2002) making appropriations for the Department of Transportation and 
related agencies for the fiscal year ending September 30, 1996, and for 
other purposes, had come to no resolution thereon.

                          ____________________