[Congressional Record Volume 154, Number 105 (Tuesday, June 24, 2008)]
[House]
[Pages H5916-H5921]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
FEDERAL AVIATION ADMINISTRATION EXTENSION ACT OF 2008
Mr. NEAL of Massachusetts. Mr. Speaker, I move to suspend the rules
and pass the bill (H.R. 6327) to amend the Internal Revenue Code of
1986 to extend the funding and expenditure authority of the Airport and
Airway Trust Fund, and for other purposes, as amended.
The Clerk read the title of the bill.
The text of the bill is as follows:
H.R. 6327
Be it enacted by the Senate and House of Representatives of
the United States of America in Congress assembled,
SECTION 1. SHORT TITLE.
This Act may be cited as the ``Federal Aviation
Administration Extension Act of 2008''.
SEC. 2. EXTENSION OF TAXES FUNDING AIRPORT AND AIRWAY TRUST
FUND.
(a) Fuel Taxes.--Subparagraph (B) of section 4081(d)(2) of
the Internal Revenue Code of 1986 is amended by striking
``June 30, 2008'' and inserting ``September 30, 2008''.
(b) Ticket Taxes.--
(1) Persons.--Clause (ii) of section 4261(j)(1)(A) of the
Internal Revenue Code of 1986 is amended by striking ``June
30, 2008'' and inserting ``September 30, 2008''.
(2) Property.--Clause (ii) of section 4271(d)(1)(A) of such
Code is amended by striking ``June 30, 2008'' and inserting
``September 30, 2008''.
(c) Effective Date.--The amendments made by this section
shall take effect on July 1, 2008.
SEC. 3. EXTENSION OF AIRPORT AND AIRWAY TRUST FUND
EXPENDITURE AUTHORITY.
(a) In General.--Paragraph (1) of section 9502(d) of the
Internal Revenue Code of 1986 is amended--
(1) by striking ``July 1, 2008'' and inserting ``October 1,
2008'', and
(2) by inserting ``or the Federal Aviation Administration
Extension Act of 2008'' before the semicolon at the end of
subparagraph (A).
(b) Conforming Amendment.--Paragraph (2) of section 9502(e)
of such Code is amended by striking the date specified in
such paragraph and inserting ``October 1, 2008''.
(c) Extension of Expiring Aviation Program Authority.--
(1) Section 40117(l)(7) of title 49, United States Code, is
amended by striking ``the date that is 3 years after the date
of issuance of regulations to carry out this subsection.''
and inserting ``September 30, 2008.''.
(2) Section 47141(f) of title 49, United States Code, is
amended by striking ``September 30, 2007.'' and inserting
``September 30, 2008.''.
(3) Section 161 of the Vision 100--Century of Aviation
Reauthorization Act (49 U.S.C. 47109 note) is amended by
striking ``fiscal year 2008 before July 1, 2008.'' and
inserting ``fiscal year 2008.''.
(4) Section 186(d) of the Vision 100--Century of Aviation
Reauthorization Act (Pub. L. No. 108-176, 117 Stat. 2490,
2518) is amended by striking ``October 1, 2007, and for the
portion of fiscal year 2008 ending before July 1, 2008,'' and
inserting ``October 1, 2008,''.
(5) Section 47115(j) of title 49, United States Code, is
amended by striking ``fiscal years
[[Page H5917]]
2004 through 2007,'' and inserting ``fiscal years 2004
through 2008,''.
(6) Section 44302(f)(1) of title 49, United States Code, is
amended by striking ``August 31, 2008'' and inserting
``November 30, 2008''.
(7) Section 44303(b) of such title is amended by striking
``December 31, 2008'' and inserting ``March 31, 2009''.
(d) Effective Date.--The amendments made by this section
shall take effect on July 1, 2008.
SEC. 4. EXTENSION OF AIRPORT IMPROVEMENT PROGRAM.
(a) Authorization of Appropriations.--Section 48103(5) of
title 49, United States Code, is amended to read as follows:
``(5) $3,675,000,000 for fiscal year 2008.''.
(b) Project Grant Authority.--Section 47104(c) of such
title is amended by striking ``June 30, 2008,'' and inserting
``September 30, 2008,''.
(c) Effective Date.--The amendments made by this section
shall take effect on July 1, 2008.
The SPEAKER pro tempore. Pursuant to the rule, the gentleman from
Massachusetts (Mr. Neal) and the gentleman from Texas (Mr. Brady) each
will control 20 minutes.
The Chair recognizes the gentleman from Massachusetts.
General Leave
Mr. NEAL of Massachusetts. Mr. Speaker, I ask unanimous consent that
all Members have 5 legislative days within which to revise and extend
their remarks and include extraneous material on H.R. 6327.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from Massachusetts?
There was no objection.
Mr. NEAL of Massachusetts. Mr. Speaker, I yield myself such time as I
might consume.
Mr. Speaker, first, let me thank Chairman Rangel and Chairman
Oberstar for their tireless efforts in trying to seek a long-term
funding solution for our Nation's aviation programs.
Last year, I was honored to chair a hearing in the Select Revenue
Measure Subcommittee where we heard from all sides on this issue,
including the chairman and ranking member of the Transportation
Committee and Aviation Subcommittee. Unfortunately, our colleagues on
the other side of the Hill have not been able to secure an agreement,
and that's really why we're here today to provide some additional time
for negotiations.
H.R. 6327 extends the financing and spending authority for the
Airport and Airway Trust Fund. The trust fund taxes and spending
authority are scheduled to expire on June 30, 2008. H.R. 6327 extends
these dates at current rates for 3 months through September 30, 2008.
Previous legislation extending these taxes were unanimously reported
out of the Ways and Means Committee with bipartisan support. The
substitute amendment makes one change from the bill as introduced. It
deletes section 5 which would have transferred $8 billion to the
Highway Trust Fund. This provision would prevent cuts in highway
programs next year. CBO has informed us that it would have no budgetary
impact.
While that provision enjoys significant bipartisan support, a number
of Republican Members have indicated strong opposition. It is
imperative that we enact the FAA provisions this month. To ensure that
we have the necessary two-thirds support to pass this bill today, we
decided to remove the highway language. This bill will keep the Airport
and Airway Trust Fund taxes and operations in place until a long-term
FAA reauthorization act is signed into law.
{time} 1245
The bill also includes a number of authorizing provisions under the
jurisdiction of the Transportation and Infrastructure Committee, which
worked with Ways and Means to develop the legislation.
The most important of these is the Airport Improvement Program, or
AIP. This program funds grants for projects throughout the country.
Many of our airports rely on this program to help finance critical
modernization and expansion efforts.
The bill would extend the AIP for another 3 months. The other
authorizing provisions are also 3-month extensions.
Mr. Speaker, this is a temporary extension of an essential funding
mechanism for our aviation programs, and I urge its adoption.
I reserve the balance of my time.
Mr. BRADY of Texas. Mr. Speaker, I yield myself such time as I may
consume.
Mr. Speaker, I rise in support of H.R. 6327, the Federal Aviation
Administration Extension Act of 2008.
This bill would extend for 3 months the excise taxes that presently
fund the Airport and Airway Trust Fund. These are taxes on passengers'
tickets and on jet fuel. They are due to expire next Monday. It's
important we extend them because they benefit our Nation's airports,
airlines, passengers, and pay the salaries of thousands of FAA
employees.
This 3-month extension will also allow us additional time to consider
some fundamental reforms to the tax structure that finances the Airport
and Airway Trust Fund.
We need time to study how the burdens of the taxes that fund our
airports and our air traffic control system are distributed among the
users.
For example, higher fuel prices have led to higher ticket prices,
which means Americans are paying more in taxes on their tickets since
the tax is based on a percentage of the fare. I hope we will examine a
new system that replaces the percentage tax with a more fair approach
that is based on a departure fee, plus the mileage traveled. It seems
to make much more sense.
We also need more time to examine proposals to modernize our air
traffic control system to satellite, which promises to help cut down on
congestion and delays and reduce fuel costs.
Unfortunately, this bill does nothing to help the airline industry
keep fuel costs under control, does nothing to keep prices reasonable,
does nothing to keep routes accessible and jobs stable for American
families, businesses and thousands of airline workers today.
The escalating cost of jet fuel--which peaked at $175 a gallon last
month, up nearly $100 from the beginning of this year--in this country
is killing our aviation industry, and they can't make up the cost
enough in ticket prices alone. This year, the airlines are projecting
they will spend $20 billion more in jet fuel, and that will be a 72
percent increase from last year.
Now fuel costs consume almost 40 percent of the price of a ticket,
which has tripled just in the last 7 years. Jet fuel has to compete
against gasoline and biodiesel for refinery space, and gas continually
wins out. We simply don't have enough supply or refinery capacity to
produce enough affordable jet fuel.
In response to these record-high jet fuel prices, the airlines have
laid off thousands of workers, cut service to hundreds of communities,
raised ticket prices, and have started charging new fees even for
luggage.
Americans are suffering. Our economy is suffering, and airlines are
suffering because of these high fuel prices. I urge my colleagues to
bring legislation to the floor that will finally address the core of
the problem we all know to be: more supply, more American-made energy,
less dependency on foreign sources of oil. And we don't need more
gimmicks, gimmicks like suing OPEC, gimmicks like use-it-or-lose-it,
gimmicks like windfall profits taxes.
We need to open up the closed areas in our waters and on our land to
thoughtful exploration and production. We need to invest in existing
technologies.
We need to develop oil shale and coal-to-liquid technology, which can
go in our airline fuel tanks, as well as promote advanced biofuels
instead of relying on food-based fuel. We also need to get more
refineries online by streamlining the permitting process. We also
should extend current tax benefits for renewable energy, as well as
solar and wind technology.
So, while I urge my colleagues to vote ``yes'' on this bill, I hope
they will consider real relief for the airline industry, passengers and
its workers to address the growing cost of fuel.
Congress has failed to act. Our airlines and their workers and those
passengers have paid the price. It is time to produce more American-
made energy.
Mr. Speaker, I reserve the balance of my time.
Mr. NEAL of Massachusetts. Mr. Speaker, I am pleased to yield such
time as he might consume to the gentleman from Illinois (Mr. Costello)
whose knowledge of transportation and aviation initiatives in Illinois
is not only extensive but most impressive.
[[Page H5918]]
Mr. COSTELLO. I thank my friend for yielding his time and for his
kind words.
Mr. Speaker, I rise today in support of H.R. 6327, the Federal
Aviation Administration Extension Act. I want to thank Chairman Rangel
and Chairman Neal for bringing this to the floor today, as well as
Chairman Oberstar and Ranking Members Mica and Petri.
The Aviation Trust Fund was established to help the fund to develop a
nationwide airport and airway system and to make critical investments
in our air traffic control facilities.
The trust fund provides funding for the Airport Improvement Program,
which provides grants for construction and safety projects at airports;
the Facilities and Equipment account, which funds technological
improvements to the air traffic control system; and a Research,
Engineering, and Development account. The fund also partially pays for
the salaries, expenses, and operations for the Federal Aviation
Administration.
This trust fund is currently operating under a short-term extension
that expires on June 30, 2008. Congress must act before June 30 to
ensure that critical safety and capacity improvement funds are provided
to our airports and our entire aviation system. Further, without
action, the FAA will be forced to lay off 4,000 employees on June 30 of
this year.
To address these issues, H.R. 6327 extends not only the aviation
taxes and expenditure authority, but also AIP contract authority until
September 30, 2008.
H.R. 6327 provides an additional $919 million in AIP contract
authority, resulting in a full-year contract authority level of $3.675
billion for fiscal year 2008. These additional funds will allow
airports to proceed with critical safety and capacity enhancement
projects, particularly large projects that require full-year's worth of
AIP funding in order for them to move forward.
On September 20, 2007, the House passed H.R. 2881, the FAA
Reauthorization Act of 2007, a long-term authorization of the FAA's
programs. The other body, as Chairman Neal has indicated, has yet to
pass its version of the bill, and until H.R. 2881 becomes law, it is
important that we extend the FAA programs on a short-term basis.
Mr. Speaker, aviation is too important to our Nation's economy--
contributing $1.2 trillion in output and approximately 11.4 million
U.S. jobs--to allow taxes or funding for critical aviation programs to
expire.
As we begin what is expected to be a very busy travel season,
Congress must act now on this extension to reduce delays and
congestion, improve safety and efficiency, and help our economy.
Mr. Speaker, I urge our colleagues to support the bill.
Mr. BRADY of Texas. Mr. Speaker, I yield 5 minutes to a gentleman who
is a recognized expert on aviation infrastructure in America, the
ranking Republican on the Aviation Subcommittee, the gentleman from
Wisconsin (Mr. Petri).
Mr. PETRI. In September, the House considered and passed the FAA
Reauthorization Act of 2007, also known as H.R. 2881. That legislation
reauthorizes the FAA for the next 4 years. Unfortunately, though, the
other body has not come to any agreement on its bill, and so we are
here today considering yet another extension. The bill before us would
extend the programs and funding at the Federal Aviation Administration
at current levels through the end of this budget year.
This bill funds the operations and safety initiatives of the Federal
Aviation Administration; provides Airport Improvement Program contract
authority at the budget year 2007 level through the end of September;
authorizes such sums as are necessary for FAA Facilities and Equipment,
Research and Development, through the end of the budget year; and
extends the authority to limit the third party liability of air
carriers arising out of acts of terrorism through March of 2009.
The bill before us will ensure that our national aviation system
continues to operate until a full FAA reauthorization can be enacted.
We need to look at how to meet the growing demands placed on our
Nation's infrastructure whether modernizing our antiquated air traffic
control system or repairing our crumbling infrastructure.
We also need to produce more domestic energy and look for alternative
fuel sources.
There is much work yet to be done on the FAA reauthorization bill. I
urge our colleagues in the other body to take up a comprehensive
reauthorization package so that we may get to conference. We must work
in a bipartisan and bicameral fashion to craft legislation that our
President can sign.
So I support this extension in order to allow us time to accomplish
the important goal of coming to agreement on the comprehensive FAA
reauthorization package.
Mr. NEAL of Massachusetts. Mr. Speaker, at this time, I'm pleased to
yield 2 minutes to the gentlelady from Texas (Ms. Jackson-Lee).
Ms. JACKSON-LEE of Texas. Let me thank Mr. Neal for his leadership
and as well thank my good friend Chairman Rangel and fellow Texas
friend Mr. Brady, Mr. Costello, and others who have been engaged in
this legislation.
I chair the Subcommittee on Transportation Security and
Infrastructure Protection. We have much overlapping concerns as relates
to the aviation industry. So I rise to support these extensions because
I believe that we do have a challenge in not disallowing these payments
to go forward.
The costs of air travel have increased rapidly in the last few
months. Airlines have not only increased the price of air fare, but
they have been forced to put charges on extra baggage, cut flights, and
lay off hundreds of employees. But safe, secure air travel is
essential, as it is beneficial environmentally, socially, and
especially economically necessary. Without the ability to travel by air
cheaply and easily, the flow of people, goods, and ideas would
substantially decrease.
I represent Houston Intercontinental Airport and the headquarters for
Continental Airlines. I see it firsthand. In order to be able to have
safe secure travel, the necessary resources must be in place.
I look forward to meeting with the leadership of my hometown airline
to discuss what Congress can do as it relates to jet fuel. Although we
know how many of our consumers are suffering because of price per
gallon for gasoline, the need for jet fuel and the cost has risen
exponentially, with no relief in sight.
In fact, let me applaud Continental Airlines for its alliance with
Star Alliance just last week to be able to provide more services and
other necessary support matters being taken care of. It is standing
independently, but as well, it has its own concerns.
The SPEAKER pro tempore. The gentlewoman's time has expired.
Mr. NEAL of Massachusetts. I yield the gentlelady an additional 1
minute.
Ms. JACKSON-LEE of Texas. If we do not extend funding to airline
programs, many negative consequences will ensue, including the cutting
of services, such as air traffic control, certification, and
inspection, as well as the inability by the airlines to buy new
equipment for aging infrastructure.
As I travel around the country on behalf of my constituents, I'm also
hearing from small towns who are concerned that because of the high
cost of flying, those centers will be cut off. Although I live in the
fourth largest city in the Nation, I'm not interested in seeing others
in the surrounding areas of Texas not have air transport.
The Airport and Airway Trust Fund was established in 1970 ``to
provide for the expansion and improvement of the Nation's airport and
airway system.'' It has provided funds for the Federal Aviation
Administration.
And so this is an important extension because we need air travel, but
we need it in the right way.
Mr. Speaker, I look forward to working with my colleagues and
addressing the question of high fuel costs, of looking at ensuring the
safety and security of our fellow travelers, and as well to ensure that
we have opportunities for minority businesses to work on these large
projects that are coming forward.
This is a necessary bill. I ask my colleagues to support it.
I rise today in strong support of H. Res. 6327, to amend the Internal
Revenue Code of 1986 to extend the funding and expenditure authority of
the Airport and Airway Trust Fund, and for other purposes, introduced
by my distinguished colleague from New York, Representative Charles B.
Rangel. This important legislation will extend funding in order to
[[Page H5919]]
improve transportation for Americans across the Nation.
The costs of air travel have increased rapidly in the last few
months. Airlines have not only increased the price of air fare, but
they have been forced to put charges on extra baggage, cut flights, and
lay off hundreds of employees. Air travel is essential, as it is
beneficial environmentally, socially, and especially economically.
Without the ability to travel by air cheaply and easily, the flow of
people, goods, and ideas would substantially decrease.
If we do not extend funding to airline programs, many negative
consequences will ensue, including cutting services, such as air
traffic control, certification, and inspection, as well as the
inability by the airlines to buy new equipment for the aging
infrastructure.
It is obvious that something must be done to solve this pressing
problem. It is necessary for airlines to look into alternative means in
order to increase their effectiveness. However, it is also necessary
for the United States to fund several programs.
The Airport and Airway Trust Fund was established in 1970 ``to
provide for the expansion and improvement of the Nation's airport and
airway system.'' Since then, it has provided funds for the Federal
Aviation Administration. Various pieces of legislation have come before
the Congess to extend this fund, and yet partisanship has stalled these
bills. It is necessary for us to extend this program in order to
modernize our air traffic control system. NextGen, a state-of-the-art
air traffic control system, would allow control towers to pinpoint the
exact locations of aircraft, making the skies less chaotic, and air
travel much more efficient.
Additionally, the extension of the Airport Improvement Program is
necessary in order to improve safety and efficiency in our air travel.
Airports are sites used by millions and millions of Americans every
single day. It is vital that airports, travelers, and air flight
personnel be secure, and thus it is important to continue to fund this
program.
Even though air travel is obviously important, other forms of travel
contribute to the Nation as well. The Highway Trust Fund was created by
the Highway Revenue Act of 1956 to ensure a dependable source of
financing for the National System of Interstate and Defense Highways.
This is the premier fund for Government spending on highways, with
approximately 45 percent of all highway spending coming from this fund.
The Congressional Budget Office predicts the fund will run a deficit of
$1.7 billion at the end of 2009 and $8.1 billion by the end of 2010.
The Highway Trust Fund balance must be restored.
This bill will extend the taxes that fund the Airport and Airway
Trust Fund, extend the expenditure authority of the Airport and Airway
Trust Fund, extend the Airport Improvement Program, and restore the
Highway Trust Fund balance. This will be important to keep airports
modernized and we should also ensure that minority-owned and women-
owned and small businesses have equal chances for construction work.
This is a vital bill for cities like Houston, Texas, which happens to
have one of the top 10 airports in the Nation. I urge my fellow members
of Congress to support H.R. 6327 in order to increase efficiency,
safety, and functioning of our Nation's transportation systems.
{time} 1300
Mr. BRADY of Texas. Mr. Speaker, I yield myself 30 seconds.
I would say these sky-high jet fuel prices are caused in part because
America is doing less, not more, to take responsibility for our own
energy needs.
We're blessed in this country with more than a 200-year supply of
coal. It is affordable, but not yet clean. It can be, with the right
technology, converted to super clean liquid fuels. Technology has
existed in Germany since the 1940s and used in African countries for
almost one-third of their diesel and other vehicle fuels. This Congress
needs to act to create more affordable fuel here at home.
With that, I yield 2 minutes to the gentleman from Texas whose
district reflects a lot of the American-made energy that has created
America, the gentleman from Texas (Mr. Conaway).
Mr. CONAWAY. I thank my colleague from Texas for allowing me to rise.
I, too, support the short-term extension of this bill. But you cannot
talk about the regulation of the airline industry without talking about
jet fuel prices. As has already been stated in a variety of ways,
airlines are experiencing dramatic increases in their cost of fuel.
They're trying to cope, they're struggling to cope with these high
prices, but baggage fees and soda fees and blanket rentals are not
going to get there in terms of allowing them to become profitable
again. They need more jet fuel at a cheaper price.
One of our problems is additional refining capacity. We don't build
refineries in America anymore. We import some 3 million barrels of
refined products every day. Even Iran recognizes that they're
vulnerable and have announced a doubling of their refining capacity so
that they no longer have to import refined products, and yet we
continue to do that.
As we take steps and measures are brought to this floor, I urge my
colleagues on the other side of the aisle to understand the impact that
those have. I am told that we will have a bill on the floor later on
this afternoon on price gouging--in the face of all evidence that there
has never been any price gouging--that they want to try to curtail.
This price gouging bill that they will bring again will have a chilling
effect on anybody who wants to build a refinery because it will place
grave uncertainties as to whether or not, during times of emergencies
or times of shortages, that the market will be able to function the way
the market is supposed to.
So I urge my colleagues to vote for this short-term extension, but we
also ought to be about rational, thoughtful approaches to increasing
the fuel supply in this country, whether it's diesel for truckers,
gasoline for cars or homes, or jet fuel.
We can fix this problem. We really need to quit talking by each other
and understand that the extremes don't work. The path is in the middle
of responsible development of American resources and American energy to
reduce our vulnerabilities and, at a minimum, address a crying need
these airlines are trying to deal with, and that is higher jet fuel
prices.
I urge my colleagues to vote for this bill.
Mr. NEAL of Massachusetts. Mr. Speaker, I reserve the balance of my
time.
Mr. BRADY of Texas. Mr. Speaker, at this point, I yield 3 minutes to
one of our leaders in the party who is knowledgeable on many issues,
the gentleman from Connecticut (Mr. Shays).
Mr. SHAYS. I thank my colleague for yielding time to me.
Mr. Speaker, I rise today to support this short-term authorization
for the FAA because we simply cannot allow our transportation system to
fail. However, I believe this country and its airspace would be better
served by the FAA if this legislation demanded greater accountability
and responsiveness from this agency.
We need to continue to invest in our air transportation system to
make it safer and more efficient. Airline passenger volume continues to
increase, and the percentage of flights delayed 15 minutes or more in
2007 is close to surpassing the record set in 2000.
Many business travelers are rightfully frustrated by the long delays
and inefficiencies at these airports. However, I am opposed to the
FAA's implementation of its preferred Integrated Airspace Alternative,
which will redesign the New York, New Jersey and Philadelphia airspace
to mitigate air traffic congestion. Furthermore, the arrogance I have
experienced in working with the FAA to mitigate airline congestion and
improve efficiency at some of our Nation's most congested airports,
like LaGuardia, Kennedy and Newark, is palpable.
In deciding to move forward with its Integrated Airspace Alternative,
the FAA had three other alternatives to choose from, but selected the
congestion mitigation plan that would shift the approach for flights to
LaGuardia to the north, which would reroute significant air traffic
over previously unaffected populated areas. The FAA has refused to
consider other market-based measures that could be equally as effective
and less extreme than redesigning the airspace.
I am particularly disappointed the FAA has not implemented any noise
mitigation strategies in the district I represent, or many districts
throughout the northeast, despite the wide swath of land over the
Fourth District that will be adversely impacted by planes flying as low
as 4,000 feet. I believe if the FAA was required to take quality of
life concerns into consideration, it would not have decided to
implement its preferred Integrated Airspace Alternative.
Time and again I have shared my concerns and the concerns of my
constituents with the FAA and emphasized
[[Page H5920]]
the fact that the plan would bring countless more planes into the
region at the expense of the region's quality of life. It seems to many
of us there are other solutions that need to be considered before
implementing such a radical alternative that negatively affects so many
thousands of residents throughout the northeast.
Even though there is no mandate to consider quality of life issues,
the FAA simply must not ignore the hugely negative impacts of air noise
in this process.
In closing, it is my hope that in the long term we can address the
need to upgrade and improve our air transportation system and demand
greater accountability from the FAA.
Mr. NEAL of Massachusetts. Mr. Speaker, I continue to reserve the
balance of my time.
Mr. BRADY of Texas. Mr. Speaker, may I inquire as to the remaining
time.
The SPEAKER pro tempore. The gentleman from Texas has 8\1/2\ minutes
and the gentleman from Massachusetts has 11 minutes.
Mr. BRADY of Texas. Mr. Speaker, at this time, I would like to yield
2 minutes to the gentlelady from North Carolina, who is going to talk
about one of the solutions to higher jet fuel prices for airlines.
Ms. FOXX. I thank my colleague from Texas for giving me this time.
Even in western North Carolina we have figured out that this is a
technology that needs to be done, turning coal into liquid fuel. Bixby
Energy, which is located in North Wilkesboro, North Carolina, has found
a way to heat coal and turn it into natural gas, and there is no
pollution and no detriment to the environment.
We all know how the price of airline tickets is going up
tremendously. I had visits last week from USAir saying they're going to
go out of business if we don't do something about the cost of fuel. And
the Republicans have brought in many, many ideas about how we can do
this. We simply have got to address the issue of the cost of fuel
because it is threatening families, it is threatening industries, and
it is doing great harm to our economy.
So I'm here to support this bill, but also to say that the Democratic
majority must pay attention to the issue of fuel and the cost of that
fuel.
Mr. NEAL of Massachusetts. Mr. Speaker, I reserve the balance of my
time.
Mr. BRADY of Texas. Mr. Speaker, I yield myself as much time as I may
consume.
This bill is an appropriate one. It is important in the airline
infrastructure to find the right solutions. As America continues to
grow, the aviation infrastructure needs to grow and upgrade as well.
I appreciate the gentleman from Massachusetts and the gentleman from
Illinois' leadership on this issue because it is so vital to our future
in America.
Equally important, I think, though, is the cost of energy in this
country. It seems to me that while America has done less and less to
take responsibility for our energy needs, we've seen prices go up and
up. Under President Carter's Presidency, at the time of the last energy
crisis America was only importing one-third of the oil that we needed
each day. Today, it is the reverse; we import nearly two-thirds of what
we use each day and we are now, unfortunately, subject to the whims of
the global market on energy prices. As a result, in the airline
industry we're seeing each day we can't open the newspaper without
seeing the cuts to some community that depend upon service from
airlines. We don't see some notices of layoff. I know in Continental,
we're going to lose 3,000 jobs, 3,000 families being laid off through
no fault of their own, except this Congress has not acted. It has
failed to act to address lower jet fuel prices for the airline industry
plus lower gas prices for America as a whole.
The solution is fairly direct. In addition to energy conservation,
which we need to do more of, in addition to renewable energies, which
are important, we need to also provide more traditional energy, the
supply of oil and gas, coal and oil shale, that will help ease the
transition to renewable energies and avoid the cost of layoffs, the
unprofitable quarters, and the impact on our American airline industry.
I hope that this Congress will come together again, not on gimmicks,
but on real substantive issues that Republicans and Democrats together
can support that will create more American-made energy, more supply
here in America, and lower gas prices.
With that, Mr. Speaker, I yield back the balance of my time.
Mr. NEAL of Massachusetts. Mr. Speaker, the issue has been vetted in
committee. The House has had an opportunity to work its will, and we're
simply asking for an extension based upon the bipartisan support
demonstrated here today. I urge adoption of the resolution and urge
adoption of the extension.
Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 6327. This
legislation provides a three-month extension of aviation programs and
taxes, through September 30, 2008. Without this extension, the Federal
Aviation Administration, FAA, will face a partial shut-down beginning
next week, on July 1, 2008.
The previous authorization for aviation programs--the ``Vision 100--
Century of Aviation Reauthorization Act''--expired on September 30,
2007. On September 20, 2007, the House passed H.R. 2881, the ``FAA
Reauthorization Act of 2007,'' to reauthorize FAA programs for fiscal
yeas 2008-2011.
Unfortunately, the Senate has yet to act on this or any other long-
term FAA reauthorization bill. I strongly urge the other body to bring
their reauthorization bill to the floor, so we can go to conference and
pass a long-term reauthorization of aviation programs. In the meantime,
the three-month extension before us today is urgently needed.
H.R. 6327 extends the aviation excise taxes through September 30,
2008. These taxes are necessary to support the Aviation Trust Fund,
which in recent years has provided about 80 percent of the FAA's
budget. With an uncommitted cash balance of just $1.5 billion at the
start of this fiscal year, any lapse in the aviation taxes could put
the solvency of the Aviation Trust Fund at risk.
In addition to extending the aviation taxes, H.R. 6327 extends the
FAA's authority to make expenditures from the Aviation Trust Fund.
Without this authority, the FAA will face a partial shut-down beginning
July 1st, as it will be unable to pay approximately 4,000 employees
whose salaries are funded entirely by the Aviation Trust Fund.
H.R. 6327 also provides an additional $919 million in contract
authority for the Airport Improvement Program, AIP. Together with the
$2.756 billion provided under the previous short-term extension, this
results in a total of $3.675 billion in contract authority for the AIP
program in FY 2008. This will enable airports to move forward with
important safety and capacity projects.
To allow aviation programs to continue under the same terms and
conditions as were in effect during the previous authorization period,
H.R. 6327 also extends several other provisions of Vision 100.
I thank Chairman Rangel and Ranking Member McCrery of the Committee
on Ways and Means for their, assistance in ensuring the continued
operation of aviation programs. I also thank my Committee colleagues,
Ranking Member Mica, Subcommittee Chairman Costello, and Subcommittee
Ranking Member Petri, for working with me on this critical legislation.
I urge my colleagues to support H.R. 6327.
Mr. ENGEL. Mr. Speaker, I rise today not in opposition to this
legislation, but simply to talk for a moment about the problems of the
FAA.
Early last year, we were informed by the FAA of their plan to
implement a redesign of the airspace in the northeast, which would
negatively affect Rockland County, which I represent. I wanted to know
more about the redesign, so I investigated the maps and other materials
on their website, and my staff did the necessary research.
After looking at the information, I could not determine how many more
planes would be flying over my District if the FAA changed the airspace
to their preferred alternative. The maps were extremely vague, with no
landmarks or cities identified.
Only through persistent inquiries to the FAA, most of which yielded
little new information, did I finally learn that their plan would send
up to 400 additional flights every day over Rockland County, at
altitudes as low as 5,000 feet. This translates to one flight every 2
to 3 minutes over a previously quiet suburban area.
Although I strongly disagreed with their decision to send hundreds of
new planes over Rockland every day, the plan itself wasn't the FAA's
only problem. The bigger issue was how they tried to implement this
plan without telling the very people who would be most affected by the
redesign. Although a number of town hall meetings were held in the
region, the FAA avoided going to Rockland County. Only through my
efforts did I finally get the FAA to hold a town hall meeting in
Rockland County, where 1,200 attended and spoke in universal opposition
to this plan. Before this
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meeting the FAA arrogantly decided not to consider Rockland County's
views. The FAA maintained it was too late to take their voices into
consideration. Of course, it would be too late if they stubbornly kept
their mindset of ignoring the views of Rocklanders before the close of
the official comment period. At least the FAA did eventually meet my
demands and come to Rockland to listen to my affected constituents.
Unfortunately, the FAA didn't learn from the universal opposition to
their failed plan, as they continue to pursue the flawed redesign plan.
Throughout the whole process, the FAA has made it difficult, if not
impossible, to get accurate information on the effects of the airspace
redesign. For example, over a year after it was announced to us, we
still don't know how loud it will be when 400 planes fly overhead every
day. We don't know how much additional pollution this will cause. We
don't know how it will affect the disproportionate rate of childhood
asthma in my District. This level of secrecy is simply unacceptable.
Everyone in this room knows that we must do something to prevent this
summer from turning into the disaster of delays we experienced last
summer. However, it seems to me the solution is not to implement a
flawed airspace redesign proposal that will relieve little, if any,
congestion. The FAA estimates that this will possibly save a couple of
minutes per flight. However, they can't say this for sure. Last year,
at Members supported the call for the GAO to study the effectiveness of
this redesign. And despite the fact that the GAO is currently studying
whether this will actually have any benefit on congestion, the FAA is
rushing full speed ahead to implement their plan before the study is
completed.
Over time we have witnessed a number of different strategies to
reduce regional delays without adversely affecting thousands of people.
Reinstituting flight caps at Newark, La Guardia, and JFK can help to
reduce delays. Opening up military airspace, as the President did over
the holidays, is another way to help. Expediting the implementation of
the NextGen air traffic control system will offer positive benefits as
well.
I ask all of my colleagues to put yourselves in the position of the
300,000 people who live in Rockland County, as well as the countless
others the FAA failed to properly consult in the drafting of this
flawed proposal. Think about trying to read a book in your quiet living
room, and then imagine someone turns on the vacuum cleaner every two
minutes for the entire day. My constituents chose to live in Rockland
County because they wanted to get away from the noise of the city. They
didn't choose to buy a house next to an airport. They live 30, 40, even
50 miles from the nearest major airport, and they have had little say
in this redesign plan. I ask you to take this lesson into account:
Today's airspace redesign harms people and their quality of life in my
District. Tomorrow, another redesign effort can have the same negative
impact on your constituents. If this plan goes forward, I fear for the
quiet neighborhoods across the county.
Mr. NEAL of Massachusetts. Mr. Speaker, I yield back the balance of
my time.
The SPEAKER pro tempore. The question is on the motion offered by the
gentleman from Massachusetts (Mr. Neal) that the House suspend the
rules and pass the bill, H.R. 6327, as amended.
The question was taken.
The SPEAKER pro tempore. In the opinion of the Chair, two-thirds
being in the affirmative, the ayes have it.
Mr. BRADY of Texas. Mr. Speaker, I object to the vote on the ground
that a quorum is not present and make the point of order that a quorum
is not present.
The SPEAKER pro tempore. Pursuant to clause 8 of rule XX and the
Chair's prior announcement, further proceedings on this motion will be
postponed.
The point of no quorum is considered withdrawn.
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