[Congressional Record Volume 156, Number 172 (Tuesday, December 21, 2010)]
[House]
[Pages H8792-H8798]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
DIESEL EMISSIONS REDUCTION ACT OF 2010
Mr. WAXMAN. Madam Speaker, I move to suspend the rules and concur in
the Senate amendments to the bill (H.R. 5809) to amend the Controlled
Substances Act to provide for take-back disposal of controlled
substances in certain instances, and for other purposes.
The Clerk read the title of the bill.
The text of the Senate amendments is as follows:
Senate amendments:
Strike all after the enacting clause and insert the following:
SECTION 1. SHORT TITLE.
This Act may be cited as the ``Diesel Emissions Reduction
Act of 2010''.
SEC. 2. DIESEL EMISSIONS REDUCTION PROGRAM.
(a) Definitions.--Section 791 of the Energy Policy Act of
2005 (42 U.S.C. 16131) is amended--
(1) in paragraph (3)--
(A) in subparagraph (A), by striking ``and'' at the end;
(B) in subparagraph (B), by striking the period at the end
and inserting ``; and''; and
(C) by adding at the end the following:
``(C) any private individual or entity that--
``(i) is the owner of record of a diesel vehicle or fleet
operated pursuant to a contract, license, or lease with a
Federal department or agency or an entity described in
subparagraph (A); and
``(ii) meets such timely and appropriate requirements as
the Administrator may establish for vehicle use and for
notice to and approval by the Federal department or agency or
entity described in subparagraph (A) with respect to which
the owner has entered into a contract, license, or lease as
described in clause (i).'';
(2) in paragraph (4), by inserting ``currently, or has not
been previously,'' after ``that is not'';
(3) by striking paragraph (9);
(4) by redesignating paragraph (8) as paragraph (9);
(5) in paragraph (9) (as so redesignated), in the matter
preceding subparagraph (A), by striking ``, advanced
truckstop electrification system,''; and
(6) by inserting after paragraph (7) the following:
``(8) State.--The term `State' means the several States,
the District of Columbia, the Commonwealth of Puerto Rico,
Guam, the United States Virgin Islands, American Samoa, and
the Commonwealth of the Northern Mariana Islands.''.
(b) National Grant, Rebate, and Loan Programs.--Section 792
of the Energy Policy Act of 2005 (42 U.S.C. 16132) is
amended--
(1) in the section heading, by inserting ``, REBATE,''
after ``GRANT'';
(2) in subsection (a)--
(A) in the matter preceding paragraph (1), by striking ``to
provide grants and low-cost revolving loans, as determined by
the Administrator, on a competitive basis, to eligible
entities'' and inserting ``to provide grants, rebates, or
low-cost revolving loans, as determined by the Administrator,
on a competitive basis, to eligible entities, including
through contracts entered into under subsection (e) of this
section,''; and
(B) in paragraph (1), by striking ``tons of'';
(3) in subsection (b)--
(A) by striking paragraph (2);
(B) by redesignating paragraph (3) as paragraph (2); and
(C) in paragraph (2) (as so redesignated)--
(i) in subparagraph (A), in the matter preceding clause
(i), by striking ``90'' and inserting ``95'';
(ii) in subparagraph (B)(i), by striking ``10 percent'' and
inserting ``5 percent''; and
(iii) in subparagraph (B)(ii), by striking ``the
application under subsection (c)'' and inserting ``a
verification application'';
(4) in subsection (c)--
(A) by redesignating paragraphs (2) and (3) as paragraphs
(3) and (4), respectively;
(B) by striking paragraph (1) and inserting the following:
``(1) Expedited process.--
``(A) In general.--The Administrator shall develop a
simplified application process for all applicants under this
section to expedite the provision of funds.
``(B) Requirements.--In developing the expedited process
under subparagraph (A), the Administrator--
``(i) shall take into consideration the special
circumstances affecting small fleet owners; and
``(ii) to avoid duplicative procedures, may require
applicants to include in an application under this section
the results of a competitive bidding process for equipment
and installation.
``(2) Eligibility.--
``(A) Grants.--To be eligible to receive a grant under this
section, an eligible entity shall submit to the Administrator
an application at such time, in such manner, and containing
such information as the Administrator may require.
``(B) Rebates and low-cost loans.--To be eligible to
receive a rebate or a low-cost loan under this section, an
eligible entity shall submit an application in accordance
with such guidance as the Administrator may establish--
``(i) to the Administrator; or
``(ii) to an entity that has entered into a contract under
subsection (e).'';
(C) in paragraph (3)(G) (as redesignated by subparagraph
(A)), by inserting ``in the case of an application relating
to nonroad engines or vehicles,'' before ``a description of
the diesel''; and
(D) in paragraph (4) (as redesignated by subparagraph
(A))--
(i) in the matter preceding subparagraph (A)--
(I) by inserting ``, rebate,'' after ``grant''; and
(II) by inserting ``highest'' after ``shall give'';
(ii) in subparagraph (C)(iii)--
(I) by striking ``a diesel fleets'' and inserting ``diesel
fleets''; and
(II) by inserting ``construction sites, schools,'' after
``terminals,'';
(iii) in subparagraph (E), by adding ``and'' at the end;
(iv) in subparagraph (F), by striking ``; and'' and
inserting a period; and
(v) by striking subparagraph (G);
(5) in subsection (d)--
(A) in paragraph (1), in the matter preceding subparagraph
(A), by inserting ``, rebate,'' after ``grant''; and
(B) in paragraph (2)(A)--
(i) by striking ``grant or loan provided'' and inserting
``grant, rebate, or loan provided, or contract entered
into,''; and
(ii) by striking ``Federal, State or local law'' and
inserting ``any Federal law, except that this subparagraph
shall not apply to a mandate in a State implementation plan
approved by the Administrator under the Clean Air Act''; and
(6) by adding at the end the following:
``(e) Contract Programs.--
``(1) Authority.--In addition to the use of contracting
authority otherwise available to the
[[Page H8793]]
Administrator, the Administrator may enter into contracts
with eligible contractors described in paragraph (2) for the
administration of programs for providing rebates or loans,
subject to the requirements of this subtitle.
``(2) Eligible contractors.--The Administrator may enter
into a contract under this subsection with a for-profit or
nonprofit entity that has the capacity--
``(A) to sell diesel vehicles or equipment to, or to
arrange financing for, individuals or entities that own a
diesel vehicle or fleet; or
``(B) to upgrade diesel vehicles or equipment with verified
or Environmental Protection Agency-certified engines or
technologies, or to arrange financing for such upgrades.
``(f) Public Notification.--Not later than 60 days after
the date of the award of a grant, rebate, or loan, the
Administrator shall publish on the website of the
Environmental Protection Agency--
``(1) for rebates and loans provided to the owner of a
diesel vehicle or fleet, the total number and dollar amount
of rebates or loans provided, as well as a breakdown of the
technologies funded through the rebates or loans; and
``(2) for other rebates and loans, and for grants, a
description of each application for which the grant, rebate,
or loan is provided.''.
(c) State Grant, Rebate, and Loan Programs.--Section 793 of
the Energy Policy Act of 2005 (42 U.S.C. 16133) is amended--
(1) in the section heading, by inserting ``, REBATE,''
after ``GRANT'';
(2) in subsection (a), by inserting ``, rebate,'' after
``grant'';
(3) in subsection (b)(1), by inserting ``, rebate,'' after
``grant'';
(4) by amending subsection (c)(2) to read as follows:
``(2) Allocation.--
``(A) In general.--Except as provided in subparagraphs (B)
and (C), using not more than 20 percent of the funds made
available to carry out this subtitle for a fiscal year, the
Administrator shall provide to each State qualified for an
allocation for the fiscal year an allocation equal to \1/53\
of the funds made available for that fiscal year for
distribution to States under this paragraph.
``(B) Certain territories.--
``(i) In general.--Except as provided in clause (ii), Guam,
the United States Virgin Islands, American Samoa, and the
Commonwealth of the Northern Mariana Islands shall
collectively receive an allocation equal to \1/53\ of the
funds made available for that fiscal year for distribution to
States under this subsection, divided equally among those 4
States.
``(ii) Exception.--If any State described in clause (i)
does not qualify for an allocation under this paragraph, the
share of funds otherwise allocated for that State under
clause (i) shall be reallocated pursuant to subparagraph (C).
``(C) Reallocation.--If any State does not qualify for an
allocation under this paragraph, the share of funds otherwise
allocated for that State under this paragraph shall be
reallocated to each remaining qualified State in an amount
equal to the product obtained by multiplying--
``(i) the proportion that the population of the State bears
to the population of all States described in paragraph (1);
by
``(ii) the amount otherwise allocatable to the
nonqualifying State under this paragraph.'';
(5) in subsection (d)--
(A) in paragraph (1), by inserting ``, rebate,'' after
``grant'';
(B) in paragraph (2), by inserting ``, rebates,'' after
``grants'';
(C) in paragraph (3), in the matter preceding subparagraph
(A), by striking ``grant or loan provided under this section
may be used'' and inserting ``grant, rebate, or loan provided
under this section shall be used''; and
(D) by adding at the end the following:
``(4) Priority.--In providing grants, rebates, and loans
under this section, a State shall use the priorities in
section 792(c)(4).
``(5) Public notification.--Not later than 60 days after
the date of the award of a grant, rebate, or loan by a State,
the State shall publish on the Web site of the State--
``(A) for rebates, grants, and loans provided to the owner
of a diesel vehicle or fleet, the total number and dollar
amount of rebates, grants, or loans provided, as well as a
breakdown of the technologies funded through the rebates,
grants, or loans; and
``(B) for other rebates, grants, and loans, a description
of each application for which the grant, rebate, or loan is
provided.''.
(d) Evaluation and Report.--Section 794(b) of the Energy
Policy Act of 2005 (42 U.S.C. 16134(b)) is amended--
(1) in each of paragraphs (2) through (5) by inserting ``,
rebate,'' after ``grant'' each place it appears;
(2) in paragraph (5), by striking ``and'' at the end;
(3) in paragraph (6), by striking the period at the end and
inserting ``; and''; and
(4) by adding at the end the following new paragraph:
``(7) in the last report sent to Congress before January 1,
2016, an analysis of the need to continue the program,
including an assessment of the size of the vehicle and engine
fleet that could provide benefits from being retrofit under
this program and a description of the number and types of
applications that were not granted in the preceding year.''.
(e) Authorization of Appropriations.--Section 797 of the
Energy Policy Act of 2005 (42 U.S.C. 16137) is amended to
read as follows:
``SEC. 797. AUTHORIZATION OF APPROPRIATIONS.
``(a) In General.--There is authorized to be appropriated
to carry out this subtitle $100,000,000 for each of fiscal
years 2012 through 2016, to remain available until expended.
``(b) Management and Oversight.--The Administrator may use
not more than 1 percent of the amounts made available under
subsection (a) for each fiscal year for management and
oversight purposes.''.
SEC. 3. AUDIT.
(a) In General.--Not later than 360 days after the date of
enactment of this Act, the Comptroller General of the United
States shall carry out an audit to identify--
(1) all Federal mobile source clean air grant, rebate, or
low cost revolving loan programs under the authority of the
Administrator of the Environmental Protection Agency, the
Secretary of Transportation, or other relevant Federal agency
heads that are designed to address diesel emissions from, or
reduce diesel fuel usage by, diesel engines and vehicles; and
(2) whether, and to what extent, duplication or overlap
among, or gaps between, these Federal mobile source clean air
programs exists.
(b) Report.--The Comptroller General of the United States
shall--
(1) submit to the Committee on Environment and Public Works
of the Senate and the Committee on Energy and Commerce of the
House of Representatives a copy of the audit under subsection
(a); and
(2) make a copy of the audit under subsection (a) available
on a publicly accessible Internet site.
(c) Offset.--All unobligated amounts provided to carry out
the pilot program under title I of division G of the Omnibus
Appropriations Act, 2009 (Public Law 111-8; 123 Stat. 814)
under the heading ``miscellaneous items'' are rescinded.
SEC. 4. EFFECTIVE DATE.
(a) General Rule.--Except as provided in subsection (b),
the amendments made by section 2 shall take effect on October
1, 2011.
(b) Exception.--The amendments made by subsections (a)(4)
and (6) and (c)(4) of section 2 shall take effect on the date
of enactment of this Act.
Amend the title so as to read: ``An Act to amend the Energy Policy
Act of 2005 to reauthorize and modify provisions relating to the diesel
emissions reduction program.''.
The SPEAKER pro tempore. Pursuant to the rule, the gentleman from
California (Mr. Waxman) and the gentleman from Texas (Mr. Burgess) each
will control 20 minutes.
The Chair recognizes the gentleman from California.
General Leave
Mr. WAXMAN. Madam Speaker, I ask unanimous consent that all Members
may have 5 legislative days in which to revise and extend their remarks
and include extraneous material in the Record.
The SPEAKER pro tempore. Is there objection to the request of the
gentleman from California?
There was no objection.
Mr. WAXMAN. Madam Speaker, I yield myself such time as I may consume.
I urge my colleagues to vote in favor of H.R. 5809, an act to
reauthorize the Diesel Emissions Reduction Act, or DERA. Since its
enactment in 2005, DERA has provided significant public health
benefits, improved our national energy security, and helped create
jobs. Today's bill will authorize the continuation of this successful
program for 2012 through 2016. It also slightly modifies the program to
improve its effectiveness and administration.
Diesel engines are the workhorses of the economy. They are used to
take students to school, to build roads and buildings, and to transport
goods over roads, rails, and waterways. Diesel engines have long had a
reputation for being dirty, but that reputation is changing. New diesel
engines and vehicles must meet tough standards set by the Environmental
Protection Agency. However, there are millions of older diesel engines
now in use that have very high emissions, causing a number of public
health and environmental problems, including premature death. These
engines have long useful lives, up to 25 years, so absent incentives to
clean them up, we will be suffering from their pollution for a long
time.
DERA is designed to use voluntary partnership approaches to reduce
pollution from these existing engines and vehicles. DERA authorizes EPA
and the States to use loans and grants to help clean up existing dirty
diesel engines and vehicles. Today's bill would also permit EPA to run
rebate programs for clean diesel technology.
All 50 States and D.C. have established DERA programs. Today's bill
would allow Puerto Rico, the Virgin Islands, American Samoa, and the
Northern Mariana Islands to do the same. DERA projects have included
retrofitting schoolbuses to reduce children's exposure to harmful air
pollution, repowering locomotives used at seaports to save fuel and
reduce emissions in the surrounding neighborhoods, and
[[Page H8794]]
replacing high-emitting construction equipment. Clean diesel funding
has also been used to help small- and medium-sized trucking companies
afford clean technologies.
I was pleased to see EPA's recent action stating a preference for
programs for truckers that couple fuel conservation technology with
emissions reduction technologies, including anti-idling technologies,
over programs that only have fuel conservation provisions. This
approach is consistent with the DERA program as amended by this bill.
DERA is delivering numerous benefits. EPA estimates that every $1
spent on clean diesel projects generates up to $13 of public health
benefits. DERA also helps reduce our dependence on foreign oil. From
projects funded in just the first year of the program, EPA estimates
that the country will save more than 3.2 million gallons of fuel
annually. This means that truckers and other diesel operators will
spend $8 million less on fuel, and reduce their CO2
emissions by 35,600 tons per year.
DERA also helps create jobs in the U.S. For every $500 million spent
on diesel retrofit technology, DERA saves or creates on average almost
10,000 jobs. It also has facilitated the development of emerging
cleaner technologies.
Given these benefits, it is not surprising that on November 9 a
coalition of 538 companies and organizations representing manufacturing
and business interests, environmental and health-based organizations,
faith and labor groups, and State and local agencies wrote to House
members to urge reauthorization of the Diesel Emissions Reduction Act,
DERA. This reauthorization of DERA has strong bipartisan support, which
has been a hallmark during its enactment and annually during the
appropriations process.
Despite the significant benefits from DERA, today's bill sets the
authorization level for 2012 through 2016 at half the level of that for
2007 through 2011. The authorizing level is being reduced so that it is
more in line with the levels that are normally appropriated for this
program.
{time} 1030
It is not an indication that this Congress believes that the need for
the program has decreased nor is it an indication that appropriated
levels should be decreased. The Diesel Emissions Reduction Act has been
a successful program that has widespread support and has produced
significant benefits. I hope you will join me today in voting to
reauthorize it.
I reserve the balance of my time.
Mr. BURGESS. I yield myself such time as I may consume.
Madam Speaker, it is somewhat ironic that here we are, almost poetic,
like a line from a Robert Frost poem: on the shortest evening of the
year, here we stand in the darkened wood, two roads diverge in front of
us.
This Congress should be over. This Congress should have been over a
month ago. But here we still are, continuing to pass legislation that
is going to affect the lives of Americans well into this decade. And
you have to ask yourself: Why is it that we are here doing this at this
time?
Now, the bill before us is not necessarily bad policy. In fact, it
was part of the Energy Policy Act of 2005. I voted in favor of that
bill in 2005, and this reauthorizes a segment of it to deal with diesel
emission reductions. And, all in all, it has been a good program.
The chairman is right; the amount of appropriations that are being
authorized has been reduced from what was originally prescribed under
the Energy Policy Act of 2005, and, all in all, that is a good thing.
It is attributable to the fact that this has been a successful program
and that its need going forward is less than what it was in 2005.
The chairman is also quite correct; diesel engines have a long life.
They are a marvel of engineering. I have businesses in my district.
Floyd McNeely, in my district in Fort Worth, runs a diesel refurbishing
plant where he takes old run-out diesel engines and puts new life into
them. Because of Environmental Protection Agency constraints, he can't
sell them in this country but actually is able to sell them to
countries in Central and South America, and they continue to perform
good works, both in trucks and boats and other mechanical applications.
Because of the long life of diesel engines, this program is indeed a
reasonable one because it does reduce the diesel emissions from those
engines that have been in use and provided gainful employment for a
long period of time.
I am pleased the authorization was reduced. I am pleased that section
3 of this legislation before us authorizes a General Accounting Office
study as to whether or not the authorization is even necessary going
forward into the next period of authorization. It is important to make
certain that this legislation stays on the right track.
Of course, as with many things in Washington, this legislation is
supported by a broad coalition of environmental, science-based, public
health, industry, and State and local government groups, all of which
stand to benefit from this legislation. The American people, indeed,
stand to benefit from this legislation because of the reduced amount of
particulate emissions in older diesel engines.
But it still negates the fact that we shouldn't even be here in the
first place. This Congress should have died a merciful death after
being repudiated by the American people in the last election, and yet
here we are, late into December, continuing to enact policies that are
going to affect American lives well into this decade and probably
decades beyond.
The American people spoke loudly with one voice and with extreme
clarity on November 2 of this year. They said: Congress, stop. You've
done enough damage. Go home and let us send new people to do the job.
Well, the new people are waiting in the wings, 80 freshmen on my
side, ready to take the reins of power. Yet here we are at the 11th
hour continuing to push policy across the floor. Whether it be good or
bad policy at this point is not the point. The point is this Congress
should have long ago gone home and wrapped up its business.
I reserve the balance of my time.
Mr. WAXMAN. Madam Speaker, we are paid until the end of the year. We
are here to do our job. The American people said to work things out on
a bipartisan basis. That is what we have done with this legislation.
I am pleased to yield 5 minutes to my good friend from southern
California (Ms. Richardson).
Ms. RICHARDSON. Madam Speaker, I rise today in support of the Senate
amendments to H.R. 5809, the Senate version of the Diesel Emissions
Reduction Act of 2010. As author of H.R. 6482, the House companion to
the Senate bill, S. 3973, I urge my colleagues to join me in supporting
this legislation.
I would argue that this legislation was not just brought up in the
lame duck session. In fact, I have staff members here who worked a
great deal of time with the Energy and Commerce Committee to bring
forward this very thoughtful legislation. What this legislation will do
is create jobs, save lives, and significantly improve the Nation's air
quality system.
I wish to thank Chairman Waxman and Chairman Markey and their staffs
for their support and everything they have done to make it possible to
bring this bill to the floor. It is important. People's health is
important, even today in a lame duck session. I also appreciate the
efforts of Senator Voinovich and Senator Carper in shepherding this
bill through the Senate.
This legislation reauthorizes and extends DERA for an additional 5
years and includes several important modifications to expand the
program and increase eligibility. DERA has proven to be successful, and
this is why we are bringing this bill forward today, in reducing diesel
emissions by upgrading and modernizing older diesel engines and
equipment.
You might ask: Why is this important to me in my particular district
and in California and in the Nation? Well, I'll tell you why. Our
district is home to the two busiest container ports in the United
States: the Port of Los Angeles and the Port of Long Beach. On average,
35,000 trucks commute to and from the ports daily, and by the year 2030
this number is expected to triple.
Those living along freight corridors in my district are already
suffering from asthma and cancer rates far above the national average.
Air quality improvement and reductions in emissions are vital to the
quality of life and health for those who live along the goods movement
corridors.
[[Page H8795]]
The immediate and long-term benefits of passing the DERA 2010 Act are
substantial, both in my district and in the Nation. Additionally, the
Diesel Emissions Reduction Act of 2010 provides economic incentives
that all of our State and local governments need right now, with their
private fleets that contract with State and local governments, to
decrease emissions still while maintaining and expanding their levels
of service.
Since DERA was funded back in 2007, more than 3,000 projects
nationwide have benefited from this very program. The EPA has estimated
that the program averages more than $13 in savings, yes, savings, in
health and economic benefits for every $1 in funding, and this
reauthorization even further emphasizes cost-effective programs.
Moreover, projections estimate that nearly 2,000 lives will be saved by
2017 in direct relation to DERA's impact on air quality.
This legislation has been endorsed by leading environmental, health,
and transportation organizations who have argued that DERA is an
effective program that protects and creates American jobs.
I would like to include in the Record a letter supporting this
legislation signed by over 500 leading environmental, health, and
transportation organizations and companies.
Members in both Chambers and on both sides of the aisle have embraced
this legislation. I urge my colleagues to support it again today.
November 9, 2010.
Hon. Laura Richardson,
House of Representatives, Washington, DC.
Dear Congresswoman Richardson: As a uniquely broad
coalition of environmental, science-based, public health,
industry, labor and state and local government groups, we are
writing in support of efforts to reauthorize the Diesel
Emission Reduction Act (DERA), scheduled to expire at the end
of fiscal year 2011. The program has been extremely
successful in providing cost-effective public health and
environmental benefits.
Diesel-powered vehicles and equipment play an important
role in the nation's economy and are getting cleaner every
day. DERA, originally enacted in 2005 with overwhelming
bipartisan support, was designed to reduce emissions from the
20 million existing diesel engines in use today by as much as
90 percent.
Since enactment, DERA has been successful from an economic,
environmental and public health perspective, yielding one of
the greatest cost-benefit ratios of any federal program,
according to the Office of Management and Budget
calculations. In a recent Report to Congress on the first
year of the DERA program, the Environmental Protection Agency
(EPA) estimates that for every dollar spent on the DERA
program, an average of more than $20 in health benefits are
generated. Every state in the nation now has a diesel
retrofit program and benefits from DERA funding.
As a result of the program's success, DERA benefits from
extensive broad-based support. Over 350 diverse companies and
organizations from across the country have signed letters in
support of DERA. In addition, the U.S. Conference of Mayors,
the National Association of Counties and the National
Conference of State Legislatures all adopted policies at
their annual meetings this summer calling on Congress to
reauthorize the Diesel Emissions Reduction Act. We encourage
you to prioritize passage of this successful bi-partisan
program the next time Congress is in session to ensure
continued benefits for all.
We strongly support efforts to reauthorize the program for
an additional five years at the current authorized level of
funding along with a few modest changes. Changes proposed in
draft legislation will make the program more effective by
streamlining the grant process, improving EPA's
administration, removing outdated language, and ensuring full
consideration of the congressional policies and priorities
established in the law.
We urge you to support efforts to reauthorize the Diesel
Emission Reduction Act (DERA), by cosponsoring legislation
once introduced, to ensure the continuation of this widely
successful, cost effective program.
Sincerely,
Action for Regional Equity; Action United; AGC of
Minnesota; AJC-Palm Beach County Regional Office; Alabama
State Port Authority; Alban Tractor Company, Inc.; Albany
Port District Commission, Alivio Medical Center; Allied Grape
Growers; Almond Hullers & Processors Association;
Alternatives for Community and Environment (ACE); Amalgamated
Transit Union Local 241; American Association of Port
Authorities (AAPA); American Lung Association; American
Lung Association in Alabama; American Lung Association in
Alaska; American Lung Association in Arizona; American
Lung Association in Arkansas; American Lung Association in
California; American Lung Association in Colorado.
American Lung Association in Connecticut; American Lung
Association in DC; American Lung Association in Delaware;
American Lung Association in Florida; American Lung
Association in Georgia; American Lung Association in Hawaii;
American Lung Association in Idaho; American Lung Association
in Illinois; American Lung Association in Indiana; American
Lung Association in Iowa; American Lung Association in
Kansas; American Lung Association in Kentucky; American Lung
Association in Louisiana; American Lung Association in Maine;
American Lung Association in Maryland; American Lung
Association in Massachusetts; American Lung Association in
Michigan; American Lung Association in Minnesota; American
Lung Association in Mississippi; American Lung Association in
Missouri.
American Lung Association in Montana; American Lung
Association in Nebraska; American Lung Association in Nevada;
American Lung Association in New Hampshire; American Lung
Association in New Jersey; American Lung Association in New
Mexico; American Lung Association in New York; American Lung
Association in North Carolina; American Lung Association in
North Dakota; American Lung Association in Ohio; American
Lung Association in Oklahoma; American Lung Association in
Oregon; American Lung Association in Pennsylvania; American
Lung Association in Rhode Island; American Lung Association
in South Carolina; American Lung Association in South Dakota;
American Lung Association in Tennessee; American Lung
Association in Texas; American Lung Association in Utah;
American Lung Association in Vermont; American Lung
Association in Virginia.
American Lung Association in Washington; American Lung
Association in West Virginia; American Lung Association in
Wisconsin; American Lung Association in Wyoming; American
Road & Transportation Builders Association; Appalachian
Voices; Artic Breeze/Hammond Air Conditioning Limited;
Associated California Loggers; Associated Equipment
Distributors; Associated General Contractors of America
(AGC); Associated General Contractors of Greater Milwaukee;
Association of American Railroads; Association of Equipment
Manufacturers; Asthma Regional Council; Atlanta Bicycle
Coalition; Autotherm Division Enthal Systems Inc.; B.R.
Williams, Inc.; Baltimore Nonviolence Center; BASF Catalyst
LLC; Baumot North America, LLC.
Bay Area Air Quality Management District; Beaverton Schools
Transportation; Beck Bus Transportation; Bell Associates
International LLc; Beverly Unitarian Church; Bike Pittsburgh;
Bikes Not Bombs; Blue Diamond Growers; Boston Climate Action
Network (BostonCAN); Boston Healthy Homes and Schools
Collaborative; Brattain International Trucks, Inc.; Breast
Cancer Action Coalition; Breathe Clean Air Action Team
(BCAAT, Inc.); Brett Hulsey, Dane County; Supervisor,
District 4; California Association of Wheat Growers;
California Cattlemen's Association; California Citrus Mutual;
California Cotton Ginners Association; California Cotton
Growers Association; California Dairy Campaign; California
Farm Bureau Federation; California Grape & Tree Fruit League;
California Partnership for the San Joaquin Valley, Air
Quality Work Group; California Rice Commission.
California School Transportation Association; California
Women for Agriculture; Campbell Maritime, Inc.; Canary
Coalition; Capitol Underground, Inc.; Carolina Green Food
Service Supply; Cascade Sierra Solutions--Coburg, OR Branch;
Cascade Sierra Solutions--Fontana, CA Branch; Cascade Sierra
Solutions--National; Cascade Sierra Solutions--Portland, OR
Branch; Cascade Sierra Solutions--Sacramento, CA Branch;
Cascade Sierra Solutions--Seattle, WA Branch; Catalytic
Solutions, Inc.; Caterpillar Inc.; Center for Biological
Diversity; Center for the Celebration of Creation
(Philadelphia, PA); Central Valley Air Quality Coalition
(CVAQ); Charlotte Area Bicycle Alliance.
Charlotte Energy Solutions; Chelsea Board of Health;
Chelsea Collaborative, Inc; Chelsea Creek Action Group;
Chelsea Green Space and Recreation Committee; Chesapeake
Climate Action Network; Chestnut Ridge Transportation, Inc.;
Chicago Area Clean Cities; Childhood Lead Action Project;
Citizen Action/Illinois; Citizen Power; Citizens Against
Ruining the Environment; Citizens Environmental Coalition;
Citizens for Pennsylvania's Future (PennFuture); City of
Pittsburgh; City of Westland, Michigan; Cleaire Advanced
Emissions Controls; Clean Air Board of Central Pennsylvania;
Clean Air Carolina; Clean Air Council.
Clean Air Partnership; Clean Air Task Force (CATF); Clean
Air Watch; Clean Energy Coalition (MI); Clean Fuels Ohio;
Clean New York; Clean Water Action--California; Clean Water
Action--Chesapeake Region; Clean Water Action--Colorado;
Clean Water Action--Connecticut; Clean Water Action--Florida;
Clean Water Action--Michigan; Clean Water Action--National;
Clean Water Action--Pennsylvania; Clean Water Action--Rhode
Island; Clean Water Action--Texas; Clean Water Action
Alliance of Massachusetts; Cleveland County Asthma Coalition
(NC); Coalition for Responsible Transportation (CRT);
Coalition of Labor, Agriculture and Business--Imperial.
Commuter Challenge; Connecticut Citizen Action Group;
Constructors Association of Western Pennsylvania; Consulting
for Health, Air, Nature, and a Greener Environment (CHANGE);
Consumer Health Coalition; Corning Incorporated; Craufurd
Manufacturing, LLC; Cummins Atlantic, LLC;
[[Page H8796]]
Cummins Bridgeway LLC; Cummins Cal Pacific, LLC; Cummins
Crosspoint, LLC; Cummins Inc.; Cummins Mid-South, LLC;
Cummins Northeast, LLC; Cummins Northwest, LLC; Cummins
NPower LLC; Cummins Power South, LLC; Cummins Power Systems,
LLC; Cummins Rocky Mountain, LLC; Cummins Southern Plains,
LLC.
Cummins West, Inc.; DC Environmental Network; Dean
Transportation; Deere & Company; Dell Transportation;
Developing Communities Project; Diesel Technology Forum
(DTF); Donaldson Company; Dorchester Environmental Health
Coalition (DEHC); Dousman Transport Company, Inc.; Duluth
Seaway Port Authority; Durham School Services LLC; E Global
Solutions, Inc. (EGS); Earth Day Coalition; Earth Force,
Inc.; Earthjustice; East Michigan Environmental Action
Council; Eaton Corporation; ECO-Action; Ecology Center.
Ecumenical Ministry of Oregon; Educational Bus
Transportation, Inc.; Emissions Control Technology
Association (ECTA); Emisstar LLC; EnergyCel; EnergyXtreme;
Engine Control Systems Limited; Engine Manufacturers
Association (EMA); Environment Maryland; Environment North
Carolina; Environment Northeast; Environment Ohio;
Environment Oregon; Environment Rhode Island; Environmental
Advocates of New York; Environmental Defense Fund;
Environmental Health Fund; Environmental Health Watch (OH);
Environmental Justice League of Rhode Island; Environmental
Justice Partnership.
Environmental Law and Policy Center; Espar Heater Systems;
Evangelical Diocese of the Northwest; Farmworker Association
of Florida; First Student; FitzGerald Corp.; Foss Maritime
Company; Fowler Bus Company, Inc.; Freight Wing Inc.; Fresno
County Farm Bureau; Friends of the Earth; Friends of the
Moshassuck (RI); GA Women's Actions for New Directions;
Georgia Mining Association; Georgia Women's Action for New
Directions (GA WAND); Gladstein, Neandross & Associates;
Gordon Trucking, Inc.; Great Land Conservation Trust; Greater
Four Corners Action Coalition (GFCAC); Greater Lansing Area
Clean Cities; Green Communities Coalition.
Green Cycle Group--Northeastern Illinois University; Green
Decade Cambridge; Green Medford (Medford, MA); Green
Sanctuary Group; GreenLaw; Greenpeace; Groundwork Lawrence;
Groundwork Somerville; Group Against Smog and Pollution
(Pittsburgh); Growth Through Energy + Community Health
(GTECH); Health Resources in Action, Inc.; Healthy Chicago
Lawn Coalition; Healthy Schools Campaign; Hendrickson Bus
Corporation; Hill District Consensus Group; Howard Brown
Health Center; Huntington Breast Cancer Action Coalition;
Huntington Coach Corporation; Idle Free Systems Inc.;
Illinois Association of School Nurses.
Illinois Environmental Council; Illinois Maternal and Child
Health Coalition; Illinois Public Health Association;
Illinois Public Interest Research Group (PIRG); Illinois
School Transportation Association; Imperial Valley Vegetable
Growers Association; Inland Power Group (Butler, WI);
Institute for Local Self-Reliance; InterMotive, Inc.;
Interreligious Eco-Justice Network (Connecticut's Interfaith
Power and Light); Jaco Transportation, Inc.; James Ginda, MA,
RRT, AE-C, CHES; John Engen, Mayor--Missoula, Montana;
Johnson Matthey, Inc.; Kern County Farm Bureau; Kings County
Farm Bureau; Kobussen Buses Ltd.; Krapf Bus Companies;
KyotoUSA; Lawrence Mayor's Health Task Force; Leadership
Council of the Congregation of the Sisters, Servants of the
Immaculate Heart of Mary; Leonardo Academy Inc.; Liqtech NA;
LivableStreets Alliance.
M & M Bus Service, Inc.; M.A.Turbo/Engine Ltd.; MA
Republicans for Environmental Protection; Madeline Island
Ferry Line; Madera County Farm Bureau; Makah Tribe; Mankato
Area Environmentalists; MANN+HUMMEL; Manufacturers of
Emission Controls Association (MECA); Maryland Port
Administration--Port of Baltimore; Maryland Public Interest
Research Group (PIRG); Massachusetts Climate Action Network;
Massachusetts Port Authority; Mattabeseck Audubon Society;
McHenry Pressure Cleaning Systems; McLean Contracting
Company; Mecklenburg County, NC, Board of County
Commissioners; Merced County Farm Bureau; Metrolina Biofuels;
Metropolitan Mayors Caucus Clean Air Counts Campaign.
Michigan Citizen Action; Michigan Environmental Council;
Michigan Infrastructure & Transportation Association;
Michigan Interfaith Power and Light; Michigan League of
Conservation Voters; Middlesex Clean Air Association; Mid-
Ohio Regional Planning Commission (MORPC); Minnesota Center
for Environmental Advocacy; Minnesota Clean Water Action
Alliance; Minnesota School Bus Operators Association;
MIRATECH Corporation; Mississippi State Port Authority;
Mobile Bay Audubon Society; Montana Association of Churches;
Montana Public Health Association; Mothers & Others for Clean
Air (GA); MTU Detroit Diesel Inc.; MV Student Transportation;
National Association for Pupil; Transportation (NAPT);
National Association of Clean Air Agencies (NACAA); National
Association of Counties; National Association of
Manufacturers.
National Association of State Directors of Pupil
Transportation Services; National Association of Waterfront
Employers (NAWE); National Ground Water Association; National
School Transportation Association; Natural Resources Council
of Maine; Natural Resources Defense Council (NRDC); Navistar,
Inc.; NC Conservation Network; NC Pediatric Society; NC WARN;
Near Northwest Neighborhood Network; Neighborhood of
Affordable Housing (NOAH); Neighborhood Planning Unit H
Health Committee; New Jersey Clean Cities Coalition; New
Jersey Environmental Federation (State Chapter of Clean Water
Action); New York Association for Pupil Transportation; New
York Public Interest Research Group (NYPIRG); NGK Automotive
Ceramics USA, Inc.; Nine Mile Run Watershed Association;
Nisei Farmers League.
North Carolina State Ports Authority; Northeast Ohio Clean
Fuels Program; Northeast States for Coordinated Air Use
Management (NESCAUM); Northwest Environmental Defense Center;
Nose Cone Mfg. Co.; Nuestras Raices; NxtGen Emission Controls
USA Inc.; NY Student Xpress; Ocean State Action (RI); Ohio
Contractors Association; Ohio Environmental Council; Ohio
League of Conservation Voters; Ohio Network for the
Chemically Injured; One Less Car; Oregon Department of
Environmental Quality; Oregon Environmental Council; Oregon
Interfaith Power and Light; Oregon Physicians for Social
Responsibility; Oregon Toxics Alliance; Oregon Trucking
Associations; Pace Energy and Climate Center; Pacific
Merchant Shipping Association; Pacific Northwest Waterways
Association (PNWA); Parallel Housing, Inc.
Pennsylvania Council of Churches; Petermann LTD; Physicians
for Social Responsibility--Sacramento; Physicians for Social
Responsibility--Tampa Bay; Pierce Coach Line, Inc.; Pilsen
Environmental Rights & Reform Organization; Pioneer Valley
AFL-CIO; Pioneer Valley Asthma Coalition; Pitt County
Memorial Hospital--Pediatric Asthma Program; Pittsburgh
Interfaith Impact Network; Pittsburgh Region Clean Cities;
Pittsburgh UNITED; Port Authority of New York & New Jersey;
Port Everglades; Port of Corpus Christi Authority; Port of
Everett; Port of Houston Authority; Port of Long Beach; Port
of Los Angeles; Port of Oakland; Port of Pittsburgh
Commission.
Port of Portland (OR); Port of San Francisco; Port of
Seattle; Port of Tacoma; Portland, CT Clean Energy Task
Force; Portland-River Valley Garden Club; Prevention is the
Cure, Inc. (Huntington, NY); Progress Michigan;
R.I.C.H.T.E.R. Foundation; Rachel Carson Institute; Rachel's
Friends Breast Cancer Coalition; Regional Air Pollution
Control Agency; Regional Environmental Council of Central
Mass; Renewable Energy Long Island (RELI); Republicans for
Environmental Protection; Respiratory Health Association of
Metropolitan Chicago; Retail Industry Leaders Association;
Rhode Island Chapter--Interfaith Power and Light; Rhode
Island Chapter of the Sierra Club; Rhode Island Committee on
Occupational Safety and Health (RICOSH); Rhode Island Nurses
Association; Rhode Island Society for Respiratory Care.
Riteway Bus Service, Inc.; RJ Corman Railroad Group; Robert
Bosch LLC; Rolling V Bus Corp.; Rush Truck Center--Abilene
(TX); Rush Truck Center--Albuquerque (NM); Rush Truck
Center--Alice (TX); Rush Truck Center--Ardmore (OK); Rush
Truck Center--Atlanta (GA); Rush Truck Center--Austin (TX);
Rush Truck Center--Chandler (AZ); Rush Truck Center--Dallas
(TX); Rush Truck Center--Denver (CO). Rush Truck Center--El
Centro (CA); Rush Truck Center--El Paso (TX); Rush Truck
Center--Escondido (CA); Rush Truck Center--Flagstaff (AZ);
Rush Truck Center--Fontana (CA); Rush Truck Center--Fort
Worth (TX); Rush Truck Center--Greeley (CO).
Rush Truck Center--Haines City (FL); Rush Truck Center--
Houston (TX); Rush Truck Center--Jacksonville (FL); Rush
Truck Center--Laredo (TX); Rush Truck Center--Las Cruces
(NM); Rush Truck Center--Lufkin (TX); Rush Truck Center--
Mobile (AL); Rush Truck Center--Nashville (TN); Rush Truck
Center--Oklahoma City (OK); Rush Truck Center--Orlando (FL);
Rush Truck Center--Pharr (TX); Rush Truck Center--Phoenix
(AZ); Rush Truck Center--Pico Rivera (CA); Rush Truck
Center--San Antonio (TX); Rush Truck Center--San Diego (CA);
Rush Truck Center--Sealy (TX); Rush Truck Center--Sylmar
(CA); Rush Truck Center--Tampa (FL); Rush Truck Center--
Texarkana (TX); Rush Truck Center--Tucson (AZ); Rush Truck
Center--Tulsa (OK); Rush Truck Center--Tyler (TX); Rush Truck
Center--Waco (TX); Rush Truck Center--Winter Garden (FL);
Rypos, Inc..
Sacramento Metropolitan Air Quality Management District;
San Joaquin Farm Bureau Federation; San Joaquin Valley Air
Pollution Control District; San Luis Obispo County Air
Pollution Control District; Santa Barbara County Air
Pollution Control District; School Bus, Inc.; Science and
Environmental Health Network; SD Johnston Engineering
Consultants; Service Employees International Union Local
23 BJ; Pittsburgh; Shadowood Technology Inc; Shorepower
Technologies; Sierra Club--Allegheny Group; Sierra Club,
Atlantic Chapter; Somerville Climate Action; South
Carolina Coastal Conservation League; South Carolina State
Ports Authority; South Coast Air Quality Management
District; South Shore Clean Cities, Inc. (Northern
Indiana); Southern Alliance for Clean Energy; Southern
Environmental Law Center.
Southwest Detroit--South Dearborn Environmental;
Collaborative; Southwest Detroit Clean Diesel Collaborative;
Southwest Detroit Community Benefits Coalition; Southwest
Detroit Environmental Vision; Spokane
[[Page H8797]]
Regional Clean Air Agency; Stanislaus County Farm Bureau;
Starcrest Consulting Group, LLC; State of Wisconsin Office of
Energy Independence; Sunrise Bus Company; Sunrise Southwest,
LLC; Sunrise Transportation; Sustainable Conservation;
Sustainable Energy Alliance of Long Island; Sustainable
Englewood Initiatives; Sustainable Pittsburgh; Tacoma Rail;
Tampa Port Authority; Tenneco, Inc.; Tennessee Citizens for
Wilderness Planning.
Tennessee Environmental Council; Tennessee Interfaith Power
and Light; The Construction Institute; The TransGroup, LLC;
Thomas Built Buses, Inc.; Toxics Information Project;
Triangle Clean Cities Coalition; Truck Manufacturers
Association; Tulare County Farm Bureau; Umicore Autocat USA
Inc.; Union County Environmental Health (NC); Union of
Concerned Scientists; United Food and Commercial Workers
Union Local 23; United Motorcoach Association; United States
Chamber of Commerce; University of Maryland for Clean Energy;
Utah Clean Cities Coalition; Village of Oak Park, Illinois;
Virginia Port Authority; Vision Transportation Services,
Inc.; Voices for Earth Justice; Volvo Group North America.
Wake County Asthma Coalition; Washington State Department
of Ecology; Western MA Jobs with Justice; Western
Massachusetts Coalition for Occupational Safety and Health;
Western N.C. Physicians for Social Responsibility; Western
States Petroleum Association; Western United Dairymen; WI.
Engine Manufacturers & Distributors Alliance; WIH Resource
Group; Wisconsin Clean Cities--Southeast Area, Inc.; Women
for a Healthy Environment; Women's Voices for the Earth;
Yakima Regional Clean Air Agency; Yancey Power Systems;
Zeeland Public Schools.
Mr. BURGESS. I yield myself such time as I may consume.
Madam Speaker, I would only point out, certainly I have no objection
to working. In fact, in my prior life as a physician I worked many
Christmases, many New Years, many Fourth of Julys, Mothers Days, and
Veterans Days. But the fact is here we are at the 11th hour, probably
on the next to the last day before this Congress dies a merciful death,
and here we are passing legislation that, in fact, we have not had a
hearing on in our committee. We have not had a markup on this
legislation in our committee.
Several of us in the room right now are members of the Energy and
Commerce Committee. I argue passionately during our committee hearings
and markups that it is probably the committee with the most expertise
in the whole United States Congress, and yet we didn't have a hearing
to ask the simple question: Okay. We passed this legislation as part of
the Energy and Policy Act in August of 2005 when it was signed into law
by then President Bush. How has it done? How has it worked out? Has it
performed as requested?
I can't argue the fact that this isn't a good proposal. I voted for
it in 2005. I suspect it is a good proposal. But wouldn't it have been
great to have a hearing, to have a markup? But, instead, we bring this
bill to the floor at the 11th hour right before this Congress is to
adjourn, thankfully, for the last time, and Members are expected to
vote on it up or down. It is a travesty to do things in this way, and I
hope things will change for the better in the next Congress.
Ms. MATSUI. Madam Speaker, I rise today in support of legislation
that I introduced, along with Congresswoman Richardson, which would
reauthorize the Diesel Emissions Reduction Act, DERA, to fund the
modernization of diesel engines through retrofits.
Countless studies have shown that diesel emissions are one of the
most significant health risks to Americans. More specifically, the
Environmental Protection Agency, EPA, has linked these emissions to
premature death, aggravation of symptoms associated with asthma, and
numerous other health impacts every year.
To address this problem, in 2005, Congress enacted the Diesel
Emissions Reduction Act, which established a five-year voluntary
national and state-level grant and loan program to reduce diesel
emissions, protect public health, and help states meet air quality
standards of the Clean Air Act.
Retrofitting diesel engines provides enormous environmental benefits,
yet before this program was implemented, there were few direct economic
incentives for vehicle and equipment owners to do so. The financial
incentives provided by DERA support voluntary rather than regulatory
efforts to assist states meet current air quality standards.
Reauthorization of this critical program, which cleans up more than
14,000 diesel-powered vehicles and equipment annually, would strengthen
our ongoing efforts to reduce pollution, create additional demand for
clean diesel technology, and employ thousands of workers who
manufacture, sell or repair diesel vehicles and their components.
It is for these reasons that the DERA program, which averages more
than $13 in health and economic benefits for every $1 invested
according to the EPA, needs to be reauthorized.
I would be remiss if I did not recognize Senators Voinovich and
Carper for authoring the DERA reauthorization program in the Senate,
and to commend them for their outstanding leadership on this important
issue. Their legislation served as the counterpart to the measure we
introduced in the House of Representatives.
H.R. 5089, which was unanimously approved by the other chamber, has
garnered the support of a broad coalition of more than 530
environmental, public health, industry and labor stakeholders.
In closing, I urge my colleagues to join me in improving America's
air quality by upgrading and modernizing older diesel engines by voting
in favor of H.R. 5089.
Mrs. CHRISTENSEN. Madam Speaker, I rise in support of S. 3973, the
reauthorization of the Diesel Emissions Reduction Act, a successful
program that I strongly believe will make a major difference in
lowering energy costs for consumers in all territories.
I am pleased that the program includes entities in the smaller
territories, American Samoa, Guam, the Commonwealth of the Northern
Mariana Islands (CNMI), and the U.S. Virgin Islands for the first time.
While we are not at the level that we need, we pledge to fight for
better inclusion in the future and do recognize that this is an
important first step for the territories, which rely considerably on
fossil fuels, including diesel.
As the country transitions to a clean energy economy, I am sure that
we all can agree that it is only fitting that all jurisdictions under
the U.S. flag are able to take part in national and state diesel
emissions reduction grant and loan programs. Though the Energy Policy
Act of 2005 has achieved much in ensuring that states qualify for grant
and loan programs, geared towards reducing diesel emissions--today's
reauthorization of the DERA will go a long way to ensure that all U.S.
citizens are able to tap into the resources necessary to relieve the
burdens associated with the combustion of dirty fossil fuels.
Reducing emissions from diesel engines is one of the most important
air quality challenges facing the U.S. and its territories. Though it
is undeniable that diesel engines have proven to be an invaluable
resource over the years, it is high time that we reevaluate our over
dependence on this fuel source--and look towards more sustainable
alternatives.
As we are all aware, these engines emit large amounts of nitrogen
oxides, particulate matter and air toxins, resulting in serious public
health concerns.
Much of our heavy machinery and school buses are operated by diesel
engines that do not meet EPA's clean diesel standards. Extension of the
diesel emission reduction provisions will not only help to further
current commitments to reduce air pollution but will make great strides
in protecting our communities' health and that of future generations.
Inclusion of all the territories in the DERA reauthorization would
provide our jurisdictions with the opportunity to access currently
unavailable resources necessary to retrofit existing equipment and
implement new emissions control technologies.
At this time I would applaud the authors of this bill and thank
Chairman Waxman and Energy and Commerce Committee staff for their
leadership in ensuring that the territories are included in this
important bill. I would also like to recognize the CNMI, Guam, American
Samoa and Puerto Rico delegations for their tireless efforts on this
issue as well.
Mr. MARKEY of Massachusetts. Madam Speaker, I rise in support of the
Diesel Emission Reduction Act of 2010. This bill would reauthorize the
extremely successful Diesel Emission Reduction Act, known as ``DERA'',
enacted as part of the Energy Policy Act of 2005 and administered by
the Environmental Protection Agency. Since its creation the DERA
program has provided Federal grants and loans to support more than
3,000 projects to retrofit diesel engines to reduce pollution. The
emissions reductions achieved by DERA have resulted in over $600
million in public health benefits so far. The program has provided over
$13 in health and economic benefits for every $1 spent on retrofits,
and has created or sustained nearly 9,000 jobs since Fiscal Year 2008.
The legislation now before us would reauthorize the DERA program
through Fiscal Year 2016 and would make a number of important
improvements. Notably it would allow EPA to establish a rebate program,
alongside the existing grant and loan program. It would also allow
private entities under contract with a non-profit or government to
apply directly for funding, instead of limiting the program to
government entities. These improvements will help this program to
continue to clean our air and protect public health from diesel
pollution.
[[Page H8798]]
This is a bipartisan bill championed by Senators Carper and Voinovich
and deserves our support. I urge a ``yes'' vote.
Mr. JOHNSON of Georgia. Madam Speaker, I rise in support of 5809, the
Diesel Emissions Reduction Act. This legislation will reauthorize an
important program that establishes a voluntary national and state-level
grant and loan program to reduce emissions from existing diesel engines
through clean diesel retrofits.
This reauthorization is particularly important for the citizens of my
home State of Georgia who face the 15th highest risk of premature death
due to diesel soot, when compared to the lower 48 states. According to
the Clean Air Task Force, diesel soot in Atlanta leads to 335 premature
deaths, over 14 thousand asthma attacks, and over 250 cases of chronic
bronchitis. The cancer risk of breathing diesel soot in Atlanta is 442
times the EPA's acceptable cancer level of 1 in a million. These
figures are appalling and unacceptable.
The Diesel Emissions Reduction Act has supported the cleanup of
diesel engines throughout Georgia and every state in the union. Passage
of this bill will improve health outcomes and save on health care costs
across the country and that is why I urge my colleagues to vote yes.
{time} 1040
Mr. BURGESS. As the gentleman knows, I can talk on this until my time
has expired, but in the interest of comity and the spirit of the season
and peace on Earth, good will toward men, I will yield back the balance
of my time.
Mr. WAXMAN. Notwithstanding the fact the gentleman yielded back his
time, I want to now use the remainder of mine, but I won't, even though
I could, but in the interest of comity and good will, I won't complain,
I won't go on, I will simply yield back my time and urge Members to
support this worthwhile piece of legislation, which is now being,
hopefully, passed for the second time.
The SPEAKER pro tempore. The question is on the motion offered by the
gentleman from California (Mr. Waxman) that the House suspend the rules
and concur in the Senate amendments to the bill, H.R. 5809.
The question was taken; and (two-thirds being in the affirmative) the
rules were suspended and the Senate amendments were concurred in.
A motion to reconsider was laid on the table.
____________________