James Oberstar

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, it gives me great pleasure to rise today to honor a truly great member of the U.S. Coast Guard--Master Chief John E. ``Jack'' Downey--who was throughout his 41 years of service ``always ready for the call.'' Master Chief Downey enlisted in the Coast Guard at age 19 from his hometown of Narragansett, Rhode Island, in 1966 and will retire at Station Point Judith in Narragansett on the 20th of this month, having served continuously in the Coast Guard in reserve and active duty status for almost 42 years. Master Chief Downey is retiring as Command Master Chief of Coast Guard District One (Boston, Massachusetts)--one of the nine Command Master Chiefs in the Coast Guard. He has served in this position since September of 2006. Seaman Recruit Jack Downey reported to the Coast Guard Training Center, Cape May, New Jersey, on November 11, 1966, and completed basic training in February 1967. Seaman Apprentice Downey reported to Coast Guard Cutter Casco (WHEC 370) on March 8, 1967, and was promoted to Seaman on November 1, 1967. On December 15, 1967, Seaman Downey reported to Coast Guard Air Station Salem, Massachusetts where he was a rescue boat crewman for water take-offs and landings--in the days of amphibious fix-wing aircraft. Seaman Downey transferred to Station Point Judith, Rhode Island, in March 1968, where he served on active duty until 1970, then 8\1/2\ years in reserve status, returning to active duty in 1979 and continuing his service at Pt. Judith until 1982. While stationed at Pt. Judith, Downey was promoted to Boatswain's Mate Third Class on January 16, 1969, to Boatswain's Mate Second Class on December 16, 1969, to Boatswain's Mate First Class on April 1, 1972, to Chief Boatswain's Mate on September 1, 1975 and to Senior Chief Boatswain's Mate April 1, 1980. Senior Chief Downey returned to sea duty on the Coast Guard Cutter Chase (WHEC 718) on January 10, 1982. In addition to service on the CGC Casco and CGC Chase, Boatswain's Mate Downey had many temporary assignments afloat on CGC Seneca (WMEC 906), CGC Reliance (WMEC 615), CGC Neah Bay (WTGB 105), CGC Cape George (WPB 95306) and CGC Point Hannon (WPB 82355). Many of these Temporary Assigned Duty assignments were necessitated by the Coast Guard's need to ``fix'' a leadership issue--a position Jack Downey found himself in on more than one occasion. On February 21, 1984, Senior Chief Downey returned shore duty at Group/Station Woods Hole, Massachusetts where he was Officer-In-Charge of the Station. Senior Chief Downey took command, as Officer-In-Charge, of Coast Guard Cutter Towline (WYTL 65605), a 65-foot harbor tug/icebreaker, on June 15, 1987. On November 1, 1988, Senior Chief Downey transferred to Coast Guard Station Chatham at the elbow of Cape Cod, Massachusetts, where he faced one of his most challenging assignments--dealing with an unforgiving and ever changing environment, and a community whose faith in the Coast Guard was at a low-ebb because of a failure of leadership. Senior Chief Downey, whose skills as a Boatswain's Mate are only exceeded by his skills in dealing with people, not only mastered the treacherous Chatham Bar, he won the loving respect of the community. Senior Chief Downey's time in Chatham had both harrowing and amusing moments. In 1991 Station Chatham acquired a much-needed new surf capable rescue boat--the 28-foot LeCompte (CG 280502). In October-- shortly after the boat arrived, Cape Cod and New England were slammed by the ``No Name'' or ``Halloween'' Storm--later known as the ``Perfect Storm.'' Downey and his crew secured the boat in the north ``jog'' of the Chatham Fish Pier in preparation for the onslaught of the storm. Little did they know just how ferocious the gale would be--as the storm intensified and the tide rose to record levels, boats broke loose from their moorings and debris piled up in the jog. One fishing vessel landed up against the LeCompte, prompting Downey to comment, ``Well that's a $120,000 fender you've got there.'' In May of 1993, at the Change-of-Command, hundreds came from all over Cape Cod to honor Jack Downey for his dedication and service to the maritime community, and to wish him well in his next assignment across Nantucket Sound at Coast Guard Station Brant Point on Nantucket Island, Massachusetts, where he took command, as Officer-In-Charge, on May 17, 1993. On June 26, 1998, Senior Chief Downey returned ``home'' to as Officer-In-Charge of Coast Guard Station Point Judith, Rhode Island, and was promoted to Master Chief on September 1, 1998. While Officer-In-Charge of Station Point Judith Master Chief Downey was called upon by the Group Commander to fill temporary commands concurrent with his responsibilities for his Station. On one occasion, when the Officer-In-Charge of CGC Hammerhead (WPB 87302) was not-fit- for-duty due to a leg fracture, Master Chief Downey assumed command of a brand new class of patrol boat with which he was completely unfamiliar, and on another he returned to Station Brant Point on Nantucket to lead the Station while the Officer-In-Charge was assigned to a joint service academy. On both the occasions answered the call-- all the while ensuring that Station Point Judith ran smoothly and fulfilled all its responsibilities. Master Chief Downey left Point Judith and in 2000, and on August 10th became the lead instructor for the Command and Operations School at the Leadership and Development Center located at the Coast Guard Academy in New London, Connecticut. Master Chief Downey returned to sea duty on July 2, 2005 to take command, for a second time, as Officer-In-Charge, of Coast Guard Cutter Hammerhead (WPB 87302) an 87-foot Patrol Boat operating out of Group Woods Hole with responsibility for law enforcement, fisheries patrols, search and rescue, environmental protection and port, waterways and coastal security. On August 28, 2006, Master Chief Downey became the Command Master Chief, First Coast Guard District, Boston, Massachusetts--the senior enlisted advisor to Rear Admiral Timothy S. Sullivan, Commander, First Coast Guard District, on issues and initiatives pertaining to all Coast Guard members and their families within District One. On June 20, 2008--after 41-years of continuous service in the United States Coast Guard--Master Chief John E. ``Jack'' Downey returns to Station Point Judith, Rhode Island where he will--with regret--retire. Master Chief Downey has received many awards during his distinguished career. Having held the position of Officer-In-Charge of boat force units for more than 17 years of the more than 20 years he served in the boat forces community, he was the first recipient of the Joshua James Keeper Award--the ``Ancient Keeper'' award--that recognizes longevity in the Coast Guard boat force operations. This award is named in honor of Captain Joshua James--the most celebrated life-saver in U.S. history--who served in the Massachusetts Humane Society and the U.S. Life-Saving Service. James died at the age of 75 after drilling his crew during a northeast gale in March of 1902 shortly after the tragic loss of a life-saving crew off Monomoy Point in Chatham, Massachusetts. Master Chief Downey's other Coast Guard awards include the Meritorious Service Award with a gold star and operational distinguishing device, the Coast Guard Commendation Medal with three gold stars and an operational distinguishing device, the Coast Guard Achievement Medal with operational distinguishing device, the Coast Guard Good Conduct Medal with silver star, and the Letter of Commendation with an operational distinguishing device. In addition to his Coast Guard awards, Master Chief Downey is the recipient of the prestigious NAVY League Douglas A. Monro Award that is ``awarded for inspirational leadership . . . to the Coast Guard enlisted member who has demonstrated outstanding leadership and professional competence.'' Madam Speaker, you may have noticed that Master Chief Downey has managed to spend most of his career in Coast Guard District One, and much of that in Group Woods Hole (now Sector Southeast New England). His tremendous local knowledge of the treacherous waters in this region added value to every one of his Coast Guard assignments--and he often called on this local knowledge to keep Group Commanders ``out of trouble.'' Master Chief is a leadership ``fixer''--the person you go to when there is a unit in trouble. The communities where Master Chief Downey has served have recognized him with awards and proclamations too numerous to mention--they would cover several walls were he to display them--because Jack understands well the important roll the Coast Guard plays in the lives of New England towns. Local officials, townspeople and fellow mariners have recognized his great contribution and will miss his steadying hand. In fact, a Group Commander once said that after Jack Downey retires, ``the Coast Guard should hire him back, not to train Officers-In-Charge of small-boat stations, but rather to train Group Commanders.'' Throughout the Coast Guard--and particularly in Southeast New England--there are Coast Guard men and women, Officers-In-Charge, who were mentored by Master Chief Downey. Many of them--along with many retired officers, including former District and Group Commanders, fellow boat-drivers and shipmates--will join the Vice-Commandant and the Atlantic Area Commander of the Coast Guard on June 20th to honor his long service and dedication to the Coast Guard. John E. ``Jack'' Downey's service to the country, the United States Coast Guard and New England are best expressed in the words used by Superintendent Sumner Increase Kimball when he spoke of Joshua James-- Here and there may be found men in all walks of life who neither wonder or care how much or how little the world thinks of them. They pursue life's pathway, doing their appointed tasks without ostentation, loving their work for the work's sake, content to live and do in the present rather than look for the uncertain rewards of the future. To them notoriety, distinction, or even fame, acts neither as a spur not a check to endeavor, yet they are really among the foremost of those who do the world's work. Master Chief John E. ``Jack'' Downey is one of those men.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I am pleased that the conference report on the fiscal year (FY) 2009 Budget Resolution recognizes the importance of meeting our nation's infrastructure investment needs. Adequate investment in our transportation and other public infrastructure is critical to our nation's economic growth, our competitiveness in the world marketplace, and the quality of life in our communities. Despite the importance of these investments, many of our nation's infrastructure needs are going unmet. Rather than addressing these unmet needs, the administration's FY 2009 budget proposed to cut virtually every infrastructure investment program within the jurisdiction of the Committee on Transportation and Infrastructure, including highways, public transit, airports, Amtrak, wastewater treatment, and water resources development. In contrast to the harmful cuts proposed by the administration, the conference report before us today fully funds highway, transit, and highway safety programs at the levels originally authorized in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The conference report rejects both the negative $1 billion adjustment for Revenue Aligned Budget Authority, and the administration's proposal to cut highway and transit funding by an additional $1 billion below the authorized levels, which would be detrimental to short-term economic stimulus efforts, as well as long- term economic growth. For the Airport Improvement Program (AlP), the conference report rejects the $765 million cut proposed by the administration, and instead provides the full amounts authorized in the FAA Reauthorization Act of 2007 (H.R. 2881), as approved by the House last year. Specifically, the conference agreement allocates $3.8 billion for AlP in FY 2008, increasing to $3.9 billion in FY 2009, and to $4.1 billion by FY 2011. This funding will allow the AlP program to keep pace with inflationary cost increases, and begin to address the investment gap in airport safety and capacity needs. For Amtrak, the conference report rejects the $525 million cut proposed by the administration, which would essentially shut-down our national passenger rail system, and instead increases funding to meet the costs of Amtrak's new labor agreement, pursuant to Presidential Emergency Board 242. For environmental infrastructure, the conference report rejects the administration's proposed cut to the Clean Water State Revolving Fund (CWSRF) program, the primary Federal program for funding wastewater infrastructure projects throughout the nation. A year ago, the President requested $687.5 million in capitalization grants for CWSRFs for FY 2008. At that time, it was the lowest level requested by any administration since the creation of the program. For FY 2009, the administration requested a pitiful $555 million, a 20 percent cut from last year's appropriation of $689 million. The administration's proposal puts at risk the water quality gains achieved in recent decades, and the conference report correctly rejects this cut. Finally, the conference report rejects the administration's proposal to cut funding for the Army Corps of Engineers by $845 million in FY 2009, and instead provides increased funding to begin to address the growing backlog of water resources development projects, including those authorized by the Water Resources Development Act of 2007. I am also pleased that the conference report includes an Infrastructure Investment Reserve Fund, which provides the flexibility necessary to accommodate legislation to increase investment in our nation's infrastructure in FY 2009. I look forward to working with Chairman Spratt on continued improvements to our nation's infrastructure, and I urge my colleagues to support the conference report.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I support House Concurrent Resolution 311, to authorize the use of the Capitol Grounds for the Greater Washington Soap Box Derby. I especially want to acknowledge the dedication of Mr. Hoyer, the resolution's annual sponsor, who faithfully introduces this resolution to authorize use of the Capitol Grounds for such a worthwhile event. This annual event encourages all boys and girls, ages 9 through 16, to construct and operate their own soap box vehicles. The event is supported by hundreds of volunteers, and parents. It is an excellent opportunity for parents to have direct involvement in their children's activities. The derby's mission is to provide children with an activity that promotes technical and social skills that will serve them throughout their lives. The derby organizers will work with the Architect of the Capitol and the Capitol Police to ensure the appropriate rules and regulations are in place. I urge my colleagues to join me in agreeing to House Concurrent Resolution 311.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in strong support of H. Con. Res. 335, authorizing the use of the Capitol Grounds for a celebration of the 100th anniversary of Alpha Kappa Alpha Sorority, Incorporated. I am pleased to support this resolution and recognize the contributions that the Alpha Kappa Alpha Sorority has made to strengthening networks that cut across racial, geographical, political, and social barriers. This event is a fitting tribute to the organization and I congratulate the sorority on its 100th anniversary. The commitment of Alpha Kappa Alpha members to public service is long and legendary. The sorority has evolved over its 100-year history from a college-based organization in support of young women in their intellectual and cultural development to an organization that dedicates itself to a variety of humanitarian programs. These programs include the Mississippi Health Project, the Educational Advancement Foundation, and the IVY AKAdemy. The IVY AKAdemy program promotes early learning and mastery of basic reading skills, enhances the school experience of children and young people through hundreds of local programs around the country and in South Africa. For members of AKA, community service and sisterhood are life- long commitments. Many members of Alpha Kappa Alpha stay active in the organization for more than 50 years. It is fitting that the Alpha Kappa Alpha Sorority celebrates its 100th anniversary here on Capitol Hill. I urge my colleagues to join me in agreeing to H. Con. Res. 335.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I strongly support H.R. 3712, a bill to designate the U.S. courthouse located at 1716 Spielbusch Avenue in Toledo, Ohio, as the ``James M. Ashley and Thomas W.L. Ashley United States Courthouse.'' This bill was introduced by the gentlewoman from Ohio, Ms. Kaptur, to honor two members of the Ashley family, James M. Ashley and Thomas W.L. Ashley. The Ashley family has a distinguished record in public service dating back to the mid 1800s. Various members of this family have served in the U.S. House of Representatives since 1858. James Monroe Ashley, 1824-1896, served five terms as a Representative from Ohio. During the American Civil War, Congressman Ashley was the first Representative to call for an amendment to the United States Constitution to outlaw slavery. The amendment he sponsored served as the antecedent to the thirteenth amendment of the Constitution, which abolished slavery. Thomas William Ludlow Ashley is the great-grandson of former Governor and Congressman, James M. Ashley. In 1954, Thomas William Ludlow Ashley was elected to Congress served a total of 13 terms in Congress. While in Congress, Representative ``Lud'' Ashley served as chairman of the Select Committee on Energy and the Committee on Merchant Marine and Fisheries. In 1977, Speaker Thomas P. ``Tip'' O'Neill established a Select Committee on Energy and appointed Congressman Ashley to chair the Committee, which compiled energy legislation based on bills reported by several House committees in response to President Jimmy Carter's legislative proposal. This bill is a fitting tribute to two distinguished public servants. I urge my colleagues to join me in supporting the bill.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in support of H.R. 5599, a bill to designate the Federal building located at 4600 Silver Hill Road in Suitland, Maryland, as the ``Thomas Jefferson Census Bureau Headquarters Building''. The United States census is a count of the Nation's population, conducted every 10 years. The results are used for various purposes, including allocation of congressional seats and impacting Government program funding for States and localities. The U.S. Census Bureau is responsible for conducting the census and serves ``as the leading source of quality data about the Nation's people and economy,'' according to its mission. The census is our Nation's longest continuous scientific project. In 1790, while Secretary of State, Thomas Jefferson conducted the first official count of the Nation's population. Census Day was August 2, 1790. The national census has several colonial predecessors with eight of the original 13 colonies having conducted their own census. President Jefferson not only was one of our Founding Fathers and the third President of the United States, but he was also an early demographer. Therefore, it is fitting and proper that we designate this Federal building as the ``Thomas Jefferson Census Bureau Headquarters Building''. I urge my colleagues to join me in supporting H.R. 5599.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 5787, as amended, and commend Chairman Waxman for taking steps to address Federal excess and surplus property issues. H.R. 5787 authorizes the Administrator of General Services to obligate funds to pay for a variety of services that must be conducted before a property can be declared excess to the needs of the reporting agency. These services include title searches, site remediation, site security, and other activities necessary for a property to be declared excess. Further, the bill authorizes the General Services Administration to be reimbursed by the agency for these expenses from the proceeds of the sale of the property. The net proceeds are retained by the donor agency and can be used only for disposal-related activities. I want to thank Chairman Waxman for recognizing the concerns of the Committee on Transportation and Infrastructure regarding the eligible uses of these net proceeds, and for working to address these concerns. The committee was particularly concerned that agencies, using this new- found source of revenue, would engage in real property activities that would otherwise need to go through the prospectus process and thus the jurisdiction of the Transportation and Infrastructure Committee. The version of H.R. 5787 being considered today specifically addresses the Transportation and Infrastructure Committee's concerns by prohibiting the use of proceeds for activities or projects subject to the prospectus process and other requirements of section 3307 title 40, United States Code. Mr. Speaker, I support H.R. 5787, as amended, and support placing the General Services Administration back in a leadership role for property disposal activities of the Federal Government.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of House Resolution 1137. This resolution acknowledges and celebrates Public Works Week, which this year is celebrated the week of May 18 through May 24. We celebrate National Public Works Week for a full week each year during the month of May. This week honors the many public works professionals--those individuals who design, build, operate, maintain, and protect transportation systems, water supply infrastructure, sewage and refuse disposal systems, public buildings, and other structures and facilities that are vital to our Nation. H. Res. 1137 pays tribute to these professionals. Public works do exactly that--they allow our public to work, and they keep our country safe. Our industries and communities rely on railroads, highways, airports, and public transit to travel, and our government conducts business in public works buildings across this Nation. Towns and cities around the country are serviced by necessary systems for sewage and waste disposal, as well as water supply for our homes, businesses, and crops. Pipelines safely transport natural gas and hazardous liquids over millions of miles throughout the country. It is appropriate to designate a week to recognize these entities and those who work for them and the public good. Public works are often not recognized until problems are encountered. As public works professionals work daily to coordinate, design, and maintain our public works, we must also work to fund our country's infrastructure needs, which our so critical to our Nation's economy and its citizens. Last November, this Congress overrode a veto of the Water Resources Development Act (``WRDA'') of 2007 by an overwhelming margin (361-54), showcasing the desires of the American people for renewed investment in our infrastructure. In contrast to this action, President Bush failed to include any projects authorized by WRDA in the fiscal year 2009 budget. The House of Representatives has passed three additional water infrastructure bills: H.R. 569, the Water Quality Investment Act of 2007; H.R. 700, the Healthy Communities Water Supply Act of 2007; and H.R. 720, the Water Quality Financing Act of 2007. I urge my colleagues in the Senate to promptly take action on similar legislation. On August 1, 2007, on the same evening that the House passed the WRDA Conference Report, the I-35W Mississippi River bridge collapsed during rush hour traffic in my home State of Minnesota. Of the 597,340 U.S. highway bridges, 73,784 are structurally deficient and 80,317 are functionally obsolete. This tragic event further highlighted the public works investment needs that our Nation faces. Last week, the leadership of this committee introduced a bill to revitalize the Amtrak intercity passenger rail system. I continue to vigorously support our country's public works, and I urge my colleagues to join me in agreeing to this resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of H. Con. Res. 309, authorizing the use of the Capitol Grounds for the District of Columbia Special Olympics Law Enforcement Torch Run. The District of Columbia Special Olympics is the premier event in this region that highlights the athletic accomplishments of children and young adults with disabilities. We all owe a special thanks to the tenacity to Eunice Kennedy Shriver and her family for exceptional work on behalf of persons with disabilities. Law enforcement officers, who are part of the extensive volunteer network that support the games, carry the Olympic torch across the Capitol Grounds through the District of Columbia to Catholic University. The event will be open to the public and free of charge. The event sponsors will work with the Capitol Police Board to ensure all rules and regulations are followed. These games are a wonderful expression of inclusiveness and a confirmation of individual contribution. I enthusiastically support this resolution and the very worthwhile endeavor of the Special Olympics. I urge my colleagues to join me in agreeing to the resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of H. Res. 339, as amended, a resolution that supports the goals of Motorcycle Safety Awareness Month and that brings much needed attention to motorcycle safety on our nation's roadways. I want to thank the gentleman from Texas (Mr. Burgess) and the gentlewoman from Arizona (Ms. Giffords) for bringing this important issue to the forefront. With warmer weather arriving, our nation's highways will once again experience a large increase in motorcycle traffic across the country. Motorcycles represent a valuable component of the transportation network in our nation. In 2005 there were over 6.2 million registered motorcycles in the United States. Motorcycles continue to grow in popularity each year with registrations increasing by over 60 percent from 1998 to 2005. Motorcycles are a fuel-efficient and congestion-decreasing mode of transportation and are a valuable component of our transportation system. This increasingly popular mode of transportation also requires greater attention to the safety concerns associated with riding. Because of their smaller size, motorcyclists are often hidden in a vehicle's blind spot. Public awareness of motorcycle safety benefits everyone that uses our nation's roadways, not just motorcyclists, because it can lead to a decrease in car-motorcycle crashes. The statistics on motorcycle fatalities and injuries each year further illustrate the importance of public awareness and the need for greater education of all roadway users. In 2006, motorcycle rider fatalities increased for the ninth straight year. According to the National Highway Traffic Safety Administration (``NHTSA''), between 1996 and 2006, there were 35,546 motorcyclist fatalities and 708,000 motorcyclist injuries on U.S. roadways. In 2006 there were 4,810 motorcycle fatalities and 88,000 injuries, up from 2,161 fatalities and 55,000 injuries in 1996. Per vehicle mile traveled, motorcyclists are approximately 37 times more likely than passenger car occupants to die in a motor vehicle traffic crash and 8 times more likely to be injured. Further, an estimated 137,000 motorcyclists have been killed since the enactment of the Highway Safety and National Traffic and Motor Vehicle Safety Act of 1966. A NHTSA-funded study--the ``Motorcycle Accident Cause Factors and Identification of Countermeasures Study''--found that in approximately two-thirds of fatal car-motorcycle crashes, the driver of the car was at fault. Throughout Motorcycle Safety Awareness Month, riders are encouraged to become educated on the importance of following the rules of the roadway, being alert to other drivers, and always wearing protective gear such as a helmet. NHTSA estimates that helmets saved 1,658 motorcyclists' lives in 2006, and that 752 more lives could have been saved if the motorcyclists involved in fatal non-helmeted crashes had worn helmets. Mr. Speaker, these striking statistics paint a very clear portrait of the need to decrease motorcycle crashes through licensing, rider training, education, enforcement, personal responsibility, and increased public awareness. I urge my colleagues to join me in agreeing to the resolution, as amended.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise today in support of H. Con. Res. 305. H. Con. Res. 305 recognizes the important role bicycling plays in both transportation and recreation, and is an appropriate resolution to consider in May, which has been designated as National Bike Month. This resolution expresses the support of the Congress for a number of policies that would encourage cycling and advance our intermodal transportation network. I thank the gentleman from Oregon (Mr. Blumenauer) for introducing this resolution. Our transportation choices can play a key role in solving the serious problems of worsening congestion and air quality, the obesity epidemic that afflicts millions of children and adults, and the threat of global climate change. To achieve these solutions, our transportation planning must be refocused to accommodate users of environmentally-friendly and healthy modes of transportation such as cycling. My experience has taught me that people want to get out of their cars; they want to lead active and healthy lifestyles; and they want to do their part to protect our environment. By providing the appropriate infrastructure, we can give people the option to make smart travel choices. H. Con. Res. 305 expresses the support of the Congress for a number of common sense approaches to increase bicycling and to protect cyclists, including: Setting goals to reduce vehicle miles traveled, VMT, to increase the safety of cyclists, and encouraging and allowing people to bicycle for short trips; Spending highway safety funds proportionally to the percentage of cyclist and pedestrian deaths; Implementing ``complete streets'' policies that take into account the needs of all users when designing a road; Providing flexibility for nonmotorized transportation project delivery while upholding environmental standards; Creating bicycle-friendly Federal lands and developing a national bike route system; Continuing and strengthening Federal programs that support nonmotorized transportation and increasing intermodalism; and Building upon the ``Greening the Capitol'' initiative, which includes a bike sharing program and sets an example for employers to be bicycle-friendly. In 1994, the U.S. Department of Transportation, DOT, issued the National Bicycling and Walking Study, establishing a national goal of doubling the percentage of trips made by foot and bicycle while simultaneously reducing crashes involving the two modes by ten percent. It also created a now-defunct interagency task force to coordinate these efforts across Federal agencies. This resolution encourages DOT to re-establish this task force with representatives from all appropriate Federal agencies. H. Con. Res. 305 provides a framework for some of the choices that the Congress will need to make in the upcoming surface transportation authorization legislation. The Federal Government has a long history of visionary leadership in the transportation field, and we need to again show the leadership necessary to encourage mode shift, reduce congestion, and create a cleaner and healthier society. We must work to build a transportation system that enhances our quality of life and gives users modal choice, and bicycle infrastructure needs to be a part of this. I urge my colleagues to join me in agreeing to the resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, together with Transportation and Infrastructure Committee Ranking Member John L. Mica and Highways and Transit Subcommittee Chairman Peter A. DeFazio, I am pleased to introduce H.R. 6052, the ``Saving Energy Through Public Transportation Act of 2008.'' We are introducing this bill to promote energy savings through increased public transportation use in the United States. Recently, public transportation has experienced a renaissance in American cities and towns. In 2007, Americans took over 10.3 billion trips on public transportation, the highest level in 50 years. Public transportation use is up 32 percent since 1995, a figure that is more than double the growth rate of the population and is substantially over the growth rate for the vehicle miles traveled on our Nation's highways for that same period. All around the country, voters continue to approve state and local ballot initiatives to support public transportation, even when it means local taxes will be raised or continued. As the price of gas approaches $4 a gallon, even more commuters are choosing to ride the train or the bus to work rather than drive alone in their cars. Transit systems in metropolitan areas are reporting increases in ridership of 5, 10, and even 15 percent over last year's figures. Some of the biggest increases in ridership are occurring in many areas in the South and West where new bus and light rail lines have been built in the last few years. Meeting this impressive new demand for public transportation services is no small task for our transit agencies. While recordbreaking numbers of commuters are riding transit, the cost of fuel and power for public transportation has sharply increased, and the slowing economy means less local money is available to increase or even maintain transit services. This bill provides much needed support to public transportation agencies and increases incentives for commuters to choose transit options, thereby reducing their transportation-related energy consumption and reliance on foreign oil. A primary objective of H.R. 6052, the ``Saving Energy Through Public Transportation Act of 2008,'' is to reduce the United States dependence on foreign oil by encouraging more people to use public transportation. According to a recent study, if Americans used public transit at the same rate as Europeans--for roughly 10 percent of their daily travel needs--the United States could reduce its dependence on imported oil by more than 40 percent, nearly equal to the 550 million barrels of crude oil that we import from Saudi Arabia each year. To increase public transportation use across the United States, H.R. 6052, the ``Saving Energy Through Public Transportation Act of 2008,'' authorizes $1.7 billion in funding over 2 years for transit agencies nationwide that are temporarily reducing transit fares or expanding transit services to meet the needs of the growing number of transit commuters. The National Surface Transportation Policy and Revenue Study Commission, established to develop a national transportation vision to address surface transportation needs for the next 50 years, calls for a total annual investment of between $26 billion to $46 billion for public transportation. We consider this bill an important first step in increasing our investment in public transit infrastructure. H.R. 6052 also increases the Federal share for clean fuel and alternative fuel transit bus, ferry or locomotive-related equipment or facilities, thereby assisting transit agencies in reducing transportation-related emissions. In fiscal years 2008 and 2009, the increased Federal share for these activities is 100 percent of the net capital cost of the project. Public transportation use is estimated to reduce carbon dioxide emissions by 37 million metric tons annually. When a solo commuter switches from a single occupancy vehicle to a transit commute, this single mode shift can reduce carbon dioxide emissions by 20 pounds per day--more than 4,800 pounds in a year. This provision will allow American commuters to further decrease their greenhouse gas emissions. H.R. 6052 also extends the Federal transit pass benefits program to require that all Federal agencies offer transit passes to Federal employees throughout the United States. Current law requires that all Federal agencies within the National Capital Region implement a transit pass fringe benefits program and offer employees transit passes. This requirement originated from Executive Order 13150, signed by President Clinton on April 21, 2000. The Executive Order also required the Department of Transportation, the Environmental Protection Agency, and the Department of Energy to implement a nationwide 3-year pilot transit pass benefit program for all qualified Federal employees of those agencies. Data from the Washington Metropolitan Area Transportation Authority covering the first 3 years of the National Capital Region transit pass program show that more than 15,500 automobiles were eliminated from roads in the Washington, DC, area as a result of Federal employees shifting their travel mode away from single occupancy vehicle, SOV, use to public transportation use for commuting to work. The Department of Transportation estimated that emissions and energy savings from this mode shift included the reduction of more than 8 million gallons of gasoline, nearly 40,000 tons of carbon dioxide, and over 675 tons of carbon monoxide for each of the 3 years that they studied. DOT also studied the results of the nationwide pilot program and found that, within the three covered agencies, 11 percent of the participants shifted their travel mode away from SOV use to public transportation use for commuting to work, again producing marked energy and emissions savings, reduced congestion and cleaner air. The Department of Transportation has determined that both the National Capital Region transit benefits program and the nationwide pilot program produce marked energy and emissions savings, congestion reductions, and cleaner air, and recommends that the transit pass benefits program be extended to Federal employees nationwide. This provision will implement the Department's recommendation by providing more Federal employees the incentives to choose transit options, thereby reducing their transportation-related energy consumption and reliance on foreign oil. H.R. 6052 also creates a pilot program to allow the amount expended by private providers of public transportation by vanpool for the acquisition of vans to be used as the non-Federal share for matching Federal transit funds in five communities. Under current law, only local public funds may be used as local match; this pilot program would allow private funds to be used in limited circumstances. The provision will require the private providers of vanpool services to use revenues they receive in providing public transportation, in excess of their operating costs, for the purpose of acquiring vans, excluding any amounts that the providers may have received in Federal, State, or local government assistance for such acquisition. The Department of Transportation will implement and oversee the vanpool pilot projects, and will report back to Congress on the costs, benefits, and efficiencies of the vanpool projects. Finally, H.R. 6052, the ``Saving Energy Through Public Transportation Act of 2008,'' increases the Federal share for additional parking facilities at end-of-line fixed guideway stations. This provision increases the total number of transit commuters who will have access to those facilities. Public transportation use in all of its forms--bus, rail, vanpool, ferry, streetcar, and subway ridership to name a few--saves fuel, reduces emissions, and saves money. The direct petroleum savings attributable to current public transportation use in the United States is 1.4 billion gallons per year. When the secondary effects of transit availability on travel are also taken into account, the equivalent of 4.2 billion gallons of gasoline is saved annually--more than 11 million gallons of gasoline per day. Increasing public transportation use by providing incentives for commuters to choose transit options, thereby reducing their transportation-related energy consumption and reliance on foreign oil, as well as decreasing their greenhouse gas emissions, is a priority of this Congress. I look forward to working with my colleagues to pass this important legislation.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I commend my good friend and colleague from Minnesota (Mr. Peterson), chairman of the Committee on Agriculture, for his leadership in bringing the Conference Report on H.R. 2419, the ``Food, Conservation, and Energy Act of 2008,'' to the House. His outstanding work and dedication over the past year and a half have culminated in this important legislation, which includes critical authorizations for farm programs and addresses vital nutrition, conservation, and economic development needs across the Nation. This Conference Report makes great strides in the fight against hunger by providing an additional $10.4 billion for nutrition programs, which help 35 million low-income families. For the first time in 30 years, the legislation increases the minimum benefit under the Food Stamp Program, which keeps 26 million of our Nation's poorest individuals from going hungry, and indexes the benefit amount to inflation. The Conference Report also provides an additional $1.3 billion for the Emergency Food Assistance Program to provide food banks, soup kitchens, and other emergency feeding sites with much needed resources. The Conference Report also includes $50 million for 2008, which is available immediately to address food shortages at a number of food banks. The Conference Report also contains a number of provisions that fall within the jurisdiction of the Committee on Transportation and Infrastructure, particularly economic and infrastructure development, which I strongly support. The House-Senate agreement voted on today represents a major step forward in delivering critical economic and infrastructure development assistance to the most chronically poor and economically distressed regions of the country. The Conference Report reauthorizes two existing regional economic development commissions and establishes three new regional economic development commissions in economically distressed areas of the Nation. Section 6026 of the Conference Report reauthorizes the Northern Great Plains Regional Authority through fiscal year 2012 and provides $30 million per year to fully establish this Commission and fulfill the mission Congress intended when it was first authorized in FY 2002. The counties eligible for assistance under the Northern Great Plains Regional Authority, including those in my district, will greatly benefit from the grant funds and planning provisions included in the Conference Report. Section 6025 reauthorizes the Delta Regional Authority, DRA, through FY 2012 at current funding levels of $30 million per year, and includes 12 additional Louisiana parishes and Mississippi counties in the DRA. The Conference Report also authorizes three new commissions--the Northern Border Regional Commission, the Southeast Crescent Regional Commission, and the Southwest Border Regional Commission--through FY 2012, at an authorization level of $30 million per year for each Commission. I commend Congressman Hodes, Congressman Michaud, Congresswoman Shea-Porter, and other Members representing the Northeast region of the United States for their strong support of regional economic development and for their persistence in bringing this important issue to the attention of Conferees on the farm bill. These three Commissions are established under a unified administration and management structure as developed in the Regional Economic and Infrastructure Development Act of 2007 (H.R. 3246). We moved this bill expeditiously through the Committee on Transportation and Infrastructure to the House floor, where, on October 4, 2007, it passed by a strong vote of 264-154. These administrative and management procedures are modeled after the highly successful Appalachian Regional Commission, provide for a consistent method for distributing economic development funds, and ensure a comprehensive regional approach to address problems of systemic poverty in the Nation's most severely distressed areas. The Conference Report on H.R. 2419 also makes a number of important improvements to conservation programs, including increasing investment in conservation programs that take environmentally sensitive land out of farming and encourage environmentally friendly practices on working farmland. Water conservation provisions under the jurisdiction of the Committee on Transportation and Infrastructure in the final legislation include the creation of a new Chesapeake Bay Watershed Program, which provides a commitment of resources from the Department of Agriculture to restore, improve, and protect water quality throughout the Chesapeake Bay watershed; and reauthorization of the Watershed Protection and Flood Prevention Act through 2012. I am also pleased that the Conference Report includes a provision which I strongly support to assist small logging companies who are facing bankruptcy because they are not able to pay off their contracts on National Forest System land. The language contained in Section 8401 gives the Chief of the Forest Service the right to cancel or redetermine a qualified timber contract, and will help a number of small businesses who are suffering, particularly in light of the current housing downturn. I am proud to lend my support to this important effort and commend Chairman Peterson for his commitment and determination in getting this legislation to the President's desk.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise today in strong support of House Resolution 1176, which supports the goals and ideals of National Train Day. National Train Day marks the 139th anniversary of the ``golden spike'' being driven into the ground at Promontory Summit, Utah, in 1869. The golden spike bound the last tie connecting the last rail that united the Central Pacific Railroad with the Union Pacific Railroad, connecting the United States by rail from coast to coast. The transcontinental railroad was born thanks to the support of President Abraham Lincoln. He, along with Civil War leaders, envisioned and planned the creation of the railroad. Not only did the completion of the railroad result in the ability to deliver goods and people across the country, it ultimately bound the East with the West, further unifying the country as the divide between the North and the South was beginning to mend. The transcontinental railroad was the first of its kind. It was an engineering marvel completed with great precision and speed. The railroad was an engineering wonder and it set the example for how transcontinental railroads would be built across Canada and Russia some 20 to 25 years later. Completion of the transcontinental railroad created a new sense of wonder and enthusiasm for discovery and entrepreneurship across the country. It set the stage for a great migration of businessmen, created a new frontier for those seeking a new way of life, enabled faster movement of people and goods, and provided the country with a great opportunity to expand the economy. Today, we are witnessing a rebirth of passenger rail in America. In the same way that the transcontinental railroad was critical to our Nation in the late 19th century, a strong national passenger rail system is vital today. To strengthen intercity passenger rail in this country, I have introduced H.R. 6003, the ``Passenger Rail Investment and Improvement Act of 2008.'' The bill authorizes $14.4 billion for Amtrak over the next 5 years. The Committee on Transportation and Infrastructure will mark up the bill next week. The National Railroad Passenger Corporation, more commonly known as Amtrak, operates a nationwide rail network, serving more than 500 destinations in 46 states over 21,000 miles of routes, with nearly 19,000 employees. Amtrak recently marked the beginning of its 38th year of operation. Our passenger rail service has come a long way since its beginnings in 1971, and has faced many challenges since, but continues to grow stronger with each passing year. Despite uneven Federal investment over the years, Amtrak has persevered, achieving many successes in improved operating efficiency, increased ridership, and higher revenue. In fact, in FY 2007, Amtrak set a new ridership record for the fifth year in a row, exceeding 25.8 million passengers. At the same time, Amtrak increased ticket revenues by 11 percent to more than $1.5 billion, a figure that increased for the third straight year. These successes are being enjoyed across Amtrak's entire network. In fiscal year 2007, Amtrak held 56 percent of the air/rail market between New York and Washington and 41 percent of the market share between New York and Boston. This shows that where Amtrak is provided the resources to succeed, it provides a trip-time competitive alternative to air and automobile. America needs to look toward Amtrak as we address our growing transportation needs. The Department of Transportation describes the problem of congestion on our highways and in the air as ``chronic.'' Amtrak removes almost 8 million cars from the road annually. Airports are experiencing significant delays too, with more than 400,000 flights departing or arriving late in 2006. Amtrak eases air congestion by eliminating the need for 50,000 fully loaded airplanes each year. Amtrak is also a substantially more environmentally friendly mode of transportation than automobiles or airplanes. According to the World Resources Institute, rail transportation produces 57 percent less carbon emissions than airplanes, and 40 percent less carbon emissions than cars. Mr. Speaker, I lend my strong support to the commemoration of National Train Day on May 10, 2008, and encourage all of my colleagues to use this excellent opportunity to reflect on the benefits that Amtrak and intercity passenger rail provide to our Nation.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, together with Ranking Member Mica, Subcommittee Chairwoman Brown, Subcommittee Ranking Member Shuster, and more than 30 other Members of the Committee on Transportation and Infrastructure, I am pleased to introduce the ``Passenger Rail Investment and Improvement Act of 2008'' and the ``Rail Infrastructure Development and Expansion Act for the 21 st Century'', or RIDE-21. We are introducing these bills between two significant milestones in railroad history. One week ago today, Amtrak marked the beginning of its 38th year of operation on May 1. This Saturday, May 10th is National Train Day, marking the 139th anniversary of the ``golden spike'' being driven into the ground at Promontory Summit, Utah, in 1869. The ``golden spike'' bound the last tie connecting the last rail that united the Central Pacific Railroad with the Union Pacific Railroad, completing the transcontinental railroad. These two milestones represent two different conceptions of passenger rail. The transcontinental railroad was born thanks to the support of President Abraham Lincoln. He, along with Civil War leaders, envisioned and planned the creation of the railroad. Not only did the completion of the railroad result in the ability to deliver goods and people across the country, it ultimately bound the east with the west, further unifying the country as the divide between the North and the South was beginning to mend. At the time, the transcontinental railroad brought a new sense of wonder and enthusiasm for discovery and entrepreneurship across the country. In contrast, the formation of National Railroad Passenger Corporation, more commonly known as Amtrak, occurred at a time of waning support of intercity passenger rail. Amtrak was created after the freight railroads begged Congress to let them get out of the passenger rail business because it was not profitable. Indeed, Amtrak inherited decrepit stations and terminals, passenger cars that offered dated amenities, and equipment prone to failure. Thirty-seven years after the launch of Amtrak, America is on the threshold of a ``renaissance'' for intercity passenger rail that approaches the enthusiasm of the completion of the transcontinental railroad. Last year, Amtrak set a ridership record for the fifth year in a row, exceeding 25.8 million passengers. Its ticket revenues rose 11 percent to more than $1.5 billion, the third straight year of revenue growth. This record of achievement is even more impressive considering that for the past eight years Amtrak has contended with an Administration committed to its bankruptcy. Indeed, these achievements are occurring when there is a greater need than ever for alternatives to our congested highways and skies. To alleviate this congestion and strengthen our energy security, we need to invest in intercity passenger rail. Amtrak removes almost eight million cars from the road annually and eliminates the need for 50,000 fully loaded, passenger airplanes each year. Other countries already make an annual commitment to intercity passenger rail. In 2003 alone, France invested $10.6 billion in its rail system; Germany invested $12.4 billion; and the United Kingdom invested $7.8 billion. Outside of Europe, Japan invests about $2 billion annually to its Shinkansen and China has launched a plan to spend a total of $162 billion from 2006 through 2010 to expand its railway system. These investments have paid off: passenger rail accounts for 32 percent of Japan's transportation market; the Eurostar, the high-speed passenger train operator between Britain and mainland Europe, recently reported a 21.3 percent rise in passengers to 2.17 million between January and March 2008, compared with the same period last year, with a 25 percent increase in ticket revenues. Indeed, you can hardly purchase a plane ticket from London to Brussels or London to Paris because rail service is faster and easier than air service. H.R. ----, the Passenger Rail Investment and Improvement Act of 2008 authorizes more than $14.4 billion for Amtrak capital and operating grants, state intercity passenger grants, and high-speed rail over the next five years. The bill authorizes $6.7 billion (an average of $1.34 billion per year) to Amtrak for capital grants and $3.0 billion (an average of $606 million per year) for operating grants. Past inconsistent Federal support has hampered Amtrak's ability to replace catenaries, passenger cars, bridges, ties, and other equipment necessary for Amtrak to provide service. These capital grants will help Amtrak bring the Northeast Corridor to a State of Good Repair, procure new rolling stock, rehabilitate existing bridges, as well as make additional capital improvements and maintenance over its entire network. In addition, the operating grants authorized under the bill will help Amtrak pay salaries, health costs, overtime pay, fuel costs, facilities, and train maintenance and operations. These operating grants will also ensure that Amtrak can meet its obligations under its recently negotiated labor contract. In an effort to encourage the development of new and improved intercity passenger rail services, the bill creates a new State Capital Grant program for intercity passenger rail capital projects, based on the New Starts transit capital program administered by the Federal Transit Administration. The bill provides $2.5 billion ($500 million per year) for grants to States to pay for the capital costs of facilities and equipment necessary to provide new or improved intercity passenger rail. The Federal share of the grants is up to 80 percent. The Secretary of Transportation would award these grants on a competitive basis for projects based on economic performance, expected ridership, and other factors. The National Surface Transportation Policy and Revenue Study Commission, established to develop a national transportation vision to address surface transportation needs for the next 50 years, recommends that the United States establish a high-speed rail network that spans the entire country. The bill authorizes $1.75 billion ($350 million per year) for grants to States and/or Amtrak to finance the construction and equipment for 11 authorized high-speed rail corridors. The Federal share of the grants is up to 80 percent. The Secretary of Transportation would also award these grants on a competitive basis. Many of Amtrak's service routes outside the Northeast Corridor suffer from poor service reliability and on-time performance because of freight traffic congestion. This congestion prevents Amtrak from retaining and attracting new ridership, and increases Amtrak's operating costs. The Department of Transportation Inspector General recently reported that if Amtrak achieved an 85 percent on-time performance outside the Northeast Corridor in fiscal year 2006, it would have saved Amtrak $136.6 million, or almost one-third of its operating budget. Amtrak is required by law to have preferred access on freight corridors; however, freight railroads do not always comply with Amtrak's access rights. The bill addresses this problem by providing congestion grants to Amtrak and the States for high-priority rail corridors in order to reduce congestion and facilitate ridership growth. Federal support of Amtrak was cut drastically in fiscal years 2000 and 2001, forcing Amtrak to assume a large amount of debt to stay in operation. Amtrak has aggressively targeted this debt, paying down $600 million from fiscal years 2002 through 2007. Our bill helps Amtrak to take further steps to reduce its debt, authorizing $345 million each year for debt service through FY 2013. This funding will allow Amtrak to focus its resources on improving existing services and making additional capital and operational improvements. Finally, no Federal guidelines currently exist to mediate disputes between commuter rail providers and freight railroads over use of freight rail tracks or rights-of-way, nor is there a standard forum for negotiating commuter rail operating agreements. The bill establishes a forum at the STB to help complete stalled commuter rail negotiations, helping our rail network operate as efficiently as possible. The Committee is also introducing, H.R.__, the ``Rail Infrastructure Development and Expansion Act for the 21st ``Century'', authorizing $12 billion of tax-credit bonds and $12 billion of tax-exempt bonds for high-speed rail corridors over the next 10 years. This legislation will be referred to the Committee on Ways and Means and I look forward to working with Chairman Rangel and Ranking Member McCrery on this important initiative. Amtrak and high-speed rail are essential to create the world's preeminent national transportation network. I look forward to working with Members of the Committee and the House to pass these important bills.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today to highlight the importance of passenger rail in the United States and express my support for Amtrak in conjunction with National Train Day on May 10th, 2008. National Train Day marks the 139th anniversary of the ``golden spike'' being driven into the ground at Promontory Summit, Utah, in 1869. The ``golden spike'' bound the last tie connecting the last rail that united the Central Pacific Railroad with the Union Pacific Railroad, connecting the United States by rail from coast to coast. The transcontinental railroad was born thanks to the support of President Abraham Lincoln. He, along with Civil War leaders, envisioned and planned the creation of the railroad. Not only did the completion of the railroad result in the ability to deliver goods and people across the country, it ultimately bound the east with the west, further unifying the country as the divide between the North and the South was beginning to mend. The transcontinental railroad was the first of its kind. It was an engineering marvel completed with great precision and speed. The railroad was an engineering wonder and it set the example for how transcontinental railroads would be built across Canada and Russia some 20 to 25 years later. Completion of the transcontinental railroad created a new sense of wonder and enthusiasm for discovery and entrepreneurship across the country. It set the stage for a great migration of businessmen, created a new frontier for those seeking a new way of life, enabled faster movement of people and goods, and provided the country with a great opportunity to expand the economy. Today, we are witnessing a rebirth of passenger rail in America. In the same way that the transcontinental railroad was critical to our Nation in the late 19th century, a strong national passenger rail system is vital today. In order to strengthen intercity passenger rail in this country, today I have introduced the ``Passenger Rail Investment and Improvement Act of 2008''. The National Railroad Passenger Corporation, more commonly known as Amtrak, operates a nationwide rail network, serving more than 500 destinations in 46 States over 21,000 miles of routes, with nearly 19,000 employees. Amtrak recently marked the beginning of its 38th year of operation. Our passenger rail service has come a long way since its beginnings in 1971, and has faced many challenges since, but continues to grow stronger with each passing year. Despite uneven Federal investment over the years, Amtrak has persevered, achieving many successes in improved operating efficiency, increased ridership, and higher revenue. In fact, in FY 2007, Amtrak set a new ridership record for the fifth year in a row, exceeding 25.8 million passengers. At the same time, Amtrak increased ticket revenues by 11 percent to more than $1.5 billion, a figure that increased for the third straight year. These successes are being enjoyed across Amtrak's entire network. In FY 2007, Amtrak held 56 percent of the air/rail market between New York and Washington and 41 percent of the market share between New York and Boston. This shows that where Amtrak is provided the resources to succeed, it provides a trip-time competitive alternative to air and car. America needs to look toward Amtrak as we address our growing transportation needs. The Department of Transportation describes the problem of congestion on our highways and in the air as ``chronic.'' Amtrak removes almost eight million cars from the road annually. Airports are experiencing significant delays too, with more than 400,000 flights departing or arriving late in 2006. Amtrak eases air congestion by eliminating the need for 50,000 fully loaded airplanes each year. Amtrak is also a substantially more environmentally friendly mode of transportation than automobiles or airplanes. According to the World Resources Institute, rail transportation produces 57 percent less carbon emissions than airplanes, and 40 percent less carbon emissions than cars. Madam Speaker, I lend my strong support to the commemoration of National Train Day on May 10, 2008, and encourage all of my colleagues to use this excellent opportunity to reflect on the benefits that Amtrak and intercity passenger rail provide to our Nation.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, from May 3-5, 2008, more than 1200 students from across the country visited Washington, D.C. to take part in the National Finals of We the People: The Citizen and the Constitution, one of the most extensive educational programs in the country developed to educate young people about the U.S. Constitution and Bill of Rights. Administered by the Center for Civic Education, the We the People program is funded by the U.S. Department of Education by act of Congress. It is important to note that results of independent studies of this nationally acclaimed program have shown that We the People students have gained a greater political tolerance and attained an excellent understanding of the Constitution and Bill of Rights. With many reports and surveys indicating the lack of civic knowledge and civic participation, I am pleased to support such a superb program that is producing an enlightened and engaged citizenry. I am proud to announce that the state of Minnesota was represented by a class from Duluth Central High School at this prestigious national event. These outstanding students, through their knowledge of the U.S. Constitution, won their statewide competition and earned the chance to come to our nation's capital and compete at the national level. The names of these outstanding students from Duluth Central High School are: Leanna Albertson, Sharlene Balik, Krista Benko, Gregory Bongey, John Brakke, Whitney Buck, Jessica Churchill, Kylie Dalager, Alissa EIke, Chad Erlemeier, Zack Filipovich, Jordan Foschi, Nicholas Foucault, Robert Gitar, Daniel Gunderson, Matthew Harold, Elizabeth Hauschildt, Garth Heikkinen, Amy Hietala, Grace Larsen, Joseph Makynen, Marina McCuskey, Jason Michalicek, Hannah Olson, Liza Pierre, Jessica Primozich, Molly Prudden, Matthew Roberts, Eric Stokes, and Joseph Von Rueden. While in Washington, the students participated in a three-day academic competition that simulates a congressional hearing in which they ``testified'' before a panel of judges. Students demonstrated their knowledge and understanding of constitutional principles as they evaluated, took, and defended positions on relevant historical and contemporary issues. I also wish to commend the teacher of the class, Ethan Fisher, who was responsible for preparing these young constitutional experts for the National Finals. Also worthy of special recognition is Jennifer Bloom, the state coordinator, who is responsible for implementing the We the People program in the great state of Minnesota. I applaud the exceptional achievements of these students.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I want to congratulate the American Junior Curling Team for winning the 2008 World Junior Curling Championship in Osterlund, Sweden on March 9, 2008. The Plys Team, named after its captain, Chris Plys, had previously won the United States Junior National Championship to qualify to be the American team in the world championship. Despite strong competition from the other teams at the championship, including Canada, Norway, Switzerland, Germany, Denmark, China, Scotland, Czech Republic and Sweden, which had home-field advantage, the American team persevered and took the title, the first for an American team since 1984. They defeated Sweden 7-5 for the title. I want to commend Coach Phil Drobnick, Captain Chris Plys, Danny Plys and Aanders Brorson, of Duluth, Minnesota, Matt Perushek of Eveleth, Minnesota, and Matt Hamilton of McFarland, Wisconsin for their outstanding accomplishments. They bring great credit upon themselves, their communities, the United States and the sport of curling. I wish them well in their future endeavors.

Mr. OBERSTAR

Mr. OBERSTAR. I have no further speakers on our side at this time, and I reserve the balance of my time.

Mr. OBERSTAR. Mr. Speaker, I yield myself such time as I may consume. Mr. Speaker and colleagues, here we are once again for at least the fifth time in 3 years to consider technical corrections to the SAFETEA- LU legislation. In the 109th Congress, the gentleman from Alaska, then Chair of the full committee on Transportation and Infrastructure, and I worked to bring this technical corrections bill to the House floor, passed it successfully. We dealt with hundreds and hundreds of minor adjustments, changes that normally happen in the course of passing a major bill of this nature. If I recall rightly, in ISTEA in 1991, there were 600 or 700 such technical corrections in the TEA-21 bill. In 1998 there were something like 1,200 technical corrections that had to be made. And we had a somewhat smaller number for SAFETEA-LU. We passed it three times in that Congress, and three times we could not get the other body, as we affectionately call them, to come to agreement and move the bill. We tried, in fact, after election in November, 2006, in a conference call, I recall, with Chairman Young and me, with the other body leadership, but they could not come to a resolution on the matter. So we took it up again in this Congress, and we passed it. It's been a year since we moved the bill. This is bipartisan. Finally, it's a bicameral agreement among all the issues under jurisdiction of our committee on the bill that we passed. Finally, the Senate passed the bill by an overwhelming margin of 88-2. In our body it passed 422-1 in August of 2007. So we now have a number of changes here. A good many of the adjustments were requested by the DOT Modal Administrators, and we have accommodated those in this legislation. Particularly, there were errors made in drafting the final language in the research program. Funding calculations resulted in lower than intended funding levels for several research programs. These technical fixes now will finally recapture critical research funds for the Future Strategic Highway Research program aimed at dealing with highway safety, reliability, capacity, renewal; and the University Transportation Center program that provides funding for the many disciplines in the Academic Center that generate useful and productive ideas for the practitioners of highway and bridge construction and transit operation. We also have an important clarification to the repeat intoxicated driver law to allow for use of ignition interlock devices, strongly supported by Mothers Against Drunk Driving. This legislation gives States more flexibility to either continue with the 1-year license suspension or permit a 45-day license suspension with limited driving privileges. We also have clarifying language to help the Federal Transit Administration to interpret section 3011 of SAFETEA-LU on new start and small start projects. I say ``help.'' It will put them on the right course to do the right thing that we intended in House-Senate conference on the transit title of the bill. As then Chairman Young will recall, we had a very vigorous debate with the conferees from the other body on this matter, and we came out with this language, and now it's been misrepresented over there by the Federal Transit Administration. The number of technical corrections that we provide in this legislation will allow hundreds, maybe even thousands, of projects to move more vigorously ahead to the construction stage, and I'm quite certain that we will see a generation of at least 40,000 family-wage, highway-related construction jobs that will help lift this economy out of its doldrums. With over a million construction trades workers out of a job, we'll make at least a start in getting the economy back on track and putting them back to work. For bringing us to this stage, I especially want to thank the gentleman from Florida (Mr. Mica), ranking member of the committee, who has devoted a great deal of time. I know personally that he has interceded with the leadership in the other body to ask them to move this legislation along, and proceeded with one of the principal recalcitrant Members of the other body. He's really done his share of shouldering the workload and then some, and I'm grateful to the gentleman. And I appreciate the enduring participation with the former chairman, Mr. Young, the work that we did together in the last Congress to move the SAFETEA-LU legislation and then the technical corrections portion of it, and I appreciate that participation. This really is a bipartisan initiative in the best tradition of this committee. Again, I thank the gentleman from Florida for his splendid work and the gentleman from Oregon (Mr. DeFazio) for the splendid effort he has made. Mr. Speaker, I reserve the balance of my time.

Mr. OBERSTAR. Mr. Speaker, I move to suspend the rules and concur in the Senate amendment to the bill (H.R. 1195) to amend the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users to make technical corrections, and for other purposes.

Mr. OBERSTAR. Mr. Speaker, I ask unanimous consent that all Members may have 5 legislative days in which to revise and extend their remarks on the bill pending before us.

Mr. OBERSTAR. Mr. Speaker, I continue to reserve my time.

Mr. OBERSTAR. Mr. Speaker, how much time remains on our time?

Mr. OBERSTAR. I yield 5 minutes to the gentleman from Alaska.