[Congressional Record Volume 148, Number 17 (Tuesday, February 26, 2002)]
[House]
[Page H538]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




                              {time}  1915
         REGARDING THE NATIONAL AVIATION CAPACITY EXPANSION ACT

  The SPEAKER pro tempore (Mrs. Capito). Under a previous order of the 
House, the gentleman from Illinois (Mr. Lipinski) is recognized for 5 
minutes.
  Mr. LIPINSKI. Madam Speaker, I rise tonight to speak about the 
National Aviation Capacity Expansion Act, a bill that will help end 20 
years of aviation gridlock at the most important crossroads of American 
aviation.
  This measure would codify a historical agreement between Mayor Daley 
and Governor Ryan that will expand and modernize O'Hare International 
Airport, take steps to construct a new south suburban airport, and keep 
Chicago's downtown general aviation airport open for 25 years.
  It is necessary to codify this agreement into Federal law because the 
city and the State do not want to move forward with this $6 billion 
project only to have a future governor rescind the agreement, thereby 
throwing billions of dollars down the drain.
  The agreement reached December 5 by the Governor and Mayor is good 
news for our national aviation transportation system and for air 
travelers. O'Hare modernization is perhaps the most important action 
Congress and the Federal Government can take to alleviate system-wide 
congestion.
  Chicago O'Hare is a vital economic engine in Chicago, the State of 
Illinois, the Midwest, and the entire Nation. It is among the world's 
busiest airports and serves as the only dual hub with United and 
American Airlines basing significant equipment, employees, and assets 
at the facility.
  O'Hare serves more than 190,000 travelers per day, nearly 73 million 
in the year 2000. This is the Nation's busiest airport in number of 
passengers. Forty-eight States have direct access to O'Hare, as it 
serves communities large and small.
  But O'Hare needs to be redesigned to meet the demands of today's 
marketplace. Designed in the 1950s, the airport has intersecting 
runways and a layout designed for smaller aircraft. By simply 
reconfiguring the airport layout, many weather-related delays could be 
avoided. By replacing old runways with safer, parallel configurations, 
delays and cancellations would be greatly reduced, eliminating delays 
that often ripple throughout the entire Nation.
  Ninety percent of O'Hare's modernization will be paid for by airline 
and airport guaranteed funds, including passenger facility charges, 
landing fees, concessions, and bonds. The rest of the funds will come 
through the regular FAA process for airport construction, and my 
legislation is very clear on this issue.
  This agreement also moves forward with a south suburban airport near 
Peotone. Common sense dictates that we need the capacity in the near 
future, and with this airport at Peotone we will have it. But just 
expanding O'Hare does not eliminate the need for a third airport, as I 
mentioned before. Building Peotone will not replace O'Hare 
modernization. They are not mutually exclusive. Both are needed to 
address serious aviation capacity problems in the region and the 
Nation.
  This agreement also addresses traffic congestion along O'Hare's 
northwest corridor, including western airport access, and maintains the 
quality of life for residents near these airports. Clearly, the 
environment and airport noise should not be afterthoughts, as this 
agreement will reduce by half the number of people impacted by noise, 
and it includes $450 million in funds for soundproofing. In addition, 
as the U.S. aviation system completes its move to quieter Stage 4 
aircraft, airport noise will be reduced.
  The FAA is and will continue to be the final arbiter of safety. 
Safety is our number one priority, and the legislation maintains the 
FAA's safety role.
  Some might call my legislation unprecedented, but it is clear that 
the Chicago situation is unprecedented and unique. When the House 
Subcommittee on Aviation held a hearing on the issue in August, no 
other similar situation could be found where a State has an arbitrary 
veto power over a city's airport or runways. In addition, since Chicago 
is the crossroads of aviation, it is vitally important to codify this 
agreement into Federal law.
  In closing, Madam Speaker, I urge all of my colleagues to cosponsor 
H.R. 3479, the Aviation Capacity Expansion Act. No other bill in this 
Congress will do more to end the aviation gridlock that plagues the 
American flying public.

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