James Oberstar

Mr. OBERSTAR

Mr. OBERSTAR. I thank the gentleman for his very thoughtful comments, which I fully concur. But I also would like to take this opportunity to compliment the gentleman from Indiana for a very thoughtful, reasoned, balanced and principled statement that adhered to the purpose of the amendment and stuck to the principle that the underlying amendment addresses. Though I disagree with the outcome of his reasoning, it was a very thoughtful and a principled statement, more of the kind of discussion we ought to have on this floor. I thank the gentleman for yielding.

Mr. OBERSTAR. Mr. Chairman, I move that the Committee do now rise.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today to recognize that Americans took 10.3 billion trips on public transportation in 2007, and recognize the significant impact public transit use can have on improving the environment. This growth in transit usage represents a 2.1 percent increase over 2006, and is the highest level of transit ridership our country has experienced in the past 50 years. In the last decade alone, public transportation use has been more than double the growth rate of the population and up substantially over the growth rate for vehicle miles traveled on our Nation's highways for that same period. The American public has proven that riding transit--especially at such record levels--helps relieve congestion in our crowded cities, addresses climate change and energy independence, and improves the daily lives of our citizens. Public Transportation and its relationship to the environment is further explored in a new study from the Transportation Research Board and the Division on Earth and Life Studies of the National Research Council entitled ``Potential Impacts of Climate Change on U.S. Transportation'' (Special Report 290). This report highlights the consequences of climate change for the infrastructure and operations of U.S. transportation. Specifically, the report provides an overview of the scientific consensus on those current and future climate changes of particular relevance to U.S. transportation; identifies potential impacts on all transportation modes; examines adaptation options; and offers recommendations for both research and actions that can be taken to prepare for climate change. The report also summarizes important strategies for reducing transportation-related emissions of carbon dioxide (CO2)-- the primary greenhouse gas that contributes to climate change. Currently, public transportation plays a vital role in reducing emissions because it produces less carbon monoxide, fewer volatile organic compounds, and nearly half as much carbon dioxide and nitrogen oxides for every passenger mile traveled as compared to traveling with private vehicles. Using public transportation helps the Nation save 1.4 billion gallons of gasoline every year, the equivalent of 108 million cars filling up, about 300,000 tanks of gas each day. If Americans rode transit at the rate of 10 percent of daily travel, the U.S. would reduce its dependence on oil imported from the Persian Gulf by more than 40 percent. For these reasons and more, I support public transportation and pledge to continue the strong Federal partnership with our local communities in providing the necessary resources to offer even more citizens the opportunity to choose transit for their daily commutes. Increased Federal support for public transportation will only further the national goals of addressing climate change, reducing our dependency on foreign oil, and renewing our commitment to environmental stewardship.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of H.R. 5492, which authorizes the Board of Regents of the Smithsonian Institution to construct a greenhouse facility at its museum support facility in Suitland, Maryland. The Smithsonian has leased a 55,000-square-foot greenhouse complex for its horticultural operations on the property of the Armed Forces Retirement Home (``AFRH'') in northwest Washington, DC, since 1974. The complex includes 12 greenhouses, space for administrative and logistical functions, and a shade house. The complex houses the Institution's world-class orchid collection, and provides space to grow a wide variety of plant materials for exhibits, gardens, and special events that would be costly or impossible to obtain commercially. The AFRH plans to lease the property where the greenhouse complex is currently located to real estate developers and could turn the site over to a developer as early as September 30, 2008, when the current Smithsonian lease expires, leaving the Smithsonian without a greenhouse facility. This bill authorizes $12 million for the construction of a new greenhouse facility. This facility will support the Office of Facilities Engineering and Operations (``OFEO'') of the Horticulture Services Division (``HSD''). This office provides services for the Smithsonian museums and units through planting for exhibits and special events, and through development and management of the Smithsonian public gardens. I thank the gentlewoman from California (Ms. Matsui) and the other congressional Regents of the Smithsonian Institution for introducing this bill. I urge my colleagues to join me in supporting H.R. 5492.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of H. Res. 936, which honors the 200th anniversary of the Gallatin Report on Roads and Canals, celebrates the national unity the Gallatin Report engendered, and recognizes the vast contributions that transportation improvements have provided to the United States. With the acquisition of vast land area under the Louisiana Purchase in 1803, and with the persistent westward migration of early settlers, the United States in the early 19th century was a young and rapidly expanding Republic. To President Thomas Jefferson, the architect of the Louisiana Purchase, uniting the United States and its people was of paramount importance. President Jefferson directed his Secretary of the Treasury, Albert Gallatin, to develop a national plan for transportation improvements to unite the country. Secretary Gallatin presented his report--the Gallatin Report on Roads and Canals, Gallatin Report--in 1808. Mr. Speaker, Gallatin's national plan matched the Nation's hopes with the opportunities presented by a growing population, expanding territories, and widening markets. It recommended, for example, an inland waterway navigation canal from Massachusetts to North Carolina, which was the precursor to our present Intracoastal Waterway system. As a result of Gallatin's national plan, the United States has achieved a number of important and significant transportation infrastructure improvements, including: The Erie Canal that connected the east coast with the Great Lakes to reduce transportation costs to the interior of the country; The transcontinental railway that linked the east and west coasts and united the country at a time of national discord; The Tennessee Valley Authority that brought electric power, economic development, and employment opportunity to a region in need; The National Highway System, including the Interstate System, that fostered transportation connectivity, promoted interstate commerce, and advanced national unity; and Transit projects throughout the country that provided accessibility and choice. This year marks the 200th anniversary of the Gallatin Report on Roads and Canals. H. Res. 936 honors the Gallatin Report and celebrates the national unity the Gallatin Report has engendered. This resolution reaffirms the goals and ideals that prompted the development of the Gallatin Report 200 years ago. It commemorates the legacy of Gallatin's national plan for transportation improvements and the public investment in infrastructure the Gallatin Report helped bring forth. Our Nation's surface transportation system is at a crossroads. As we continue the discussion of the future of the system, it is important to recognize the bold vision provided by Secretary Gallatin in his report. The Gallatin Report should serve as a lasting reminder to this and future Congresses of the need for vision and leadership at the national level. Mr. Speaker, I strongly support H. Res. 936 and urge my colleagues to join me in agreeing to the resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I am extremely pleased that the fiscal year (FY) 2009 Budget Resolution, approved by the Committee on the Budget, recognizes the critical importance of meeting our Nation's infrastructure investment needs, even while achieving a balanced budget by 2012. The Budget Resolution vigorously rejects the short-sighted policies of the President's budget, which cuts 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 resolution 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 resolution 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, AIP, the resolution 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 proposed budget provides $3.9 billion for AIP in FY 2009, increasing to $4.1 billion by FY 2011. This funding will allow the AIP program to keep pace with inflationary cost increases, and begin to address the investment gap in airport safety and capacity needs. For Amtrak, the resolution 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 resolution 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 requests 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 resolution correctly rejects this cut. Finally, the resolution 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. The Committee on Transportation and Infrastructure firmly believes that infrastructure investment is fundamental to stimulating and sustaining long-term economic growth. Therefore, I am pleased that the budget resolution includes an Infrastructure Investment Reserve Fund, which will accommodate legislation to ``Rebuild America'' 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 resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today to commend Ripon College for the exciting, innovative approach it is implementing to tackle transportation needs on their campus. Ripon College, a liberal arts college in Wisconsin, last year faced for the first time a greater number of applications for parking permits than they had available spaces. In today's car-centric society, most people would have addressed this problem by laying more asphalt. But the Ripon College president, David Joyce, refused to consider the idea of paving over any more of Ripon's beautiful and historic campus. Instead, he championed the school's new ``Velorution'' program, which provides free bicycles for incoming freshman who pledge not to bring a car to campus. With contributions from trustees and alumni, the university teamed up with several bike retailers to provide each car-free freshman with a Wisconsin-built Trek 820 mountain bike, a helmet, and a bicycle lock. For too long, our transportation planning and decision-making have focused solely on the automobile. It's time we support nonmotorized transportation for the many benefits it can bring. This program provides a fun and easy way for students to incorporate exercise into their daily routines, and can encourage a lifetime of healthy, active transportation choices. The program will also take cars off the road, reducing greenhouse gas emissions and the negative impact our transportation system has on the environment. Ripon College is following in the footsteps of their representative, the gentleman from Wisconsin, Mr. Petri, who is a leading cycling advocate in Congress. Mr. Petri co-chairs the Congressional Bicycle Caucus, previously served as Chairman of the Subcommittee on Highways and Transit of the Committee on Transportation and Infrastructure, and has been a leader in the development of the Nonmotorized Pilot Program, which has shown early success in promoting walking and cycling as important modes of transportation in his district. Ripon College is fortunate to be led by the gentleman's vision and understanding of the necessity of making sustainable transportation choices. I commend President Joyce and Ripon College for their fresh vision for meeting the transportation needs of students, and hope that their program will be an inspiration for colleges and universities across the country to develop sustainable communities.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H. Res. 845, as amended, recognizing the 60th anniversary of the Everglades National Park. Former Florida Governor Reubin Askew once stated, ``We must build a peace in south Florida--a peace between the people and their place, between the natural environment and man-made settlement, between the creek and the canal, between the works of man and the life of mankind itself.'' Indeed, the natural areas surrounding and encompassing Everglades National Park represent the largest subtropical wilderness in the United States featuring slow-moving freshwater. The Everglades are naturally unique and provide tremendous benefits to south Florida in many capacities, but the park is also one of the most endangered national parks in our country. The Park totals more than 1 million acres, and the Everglade ecosystem itself encompasses 3 million acres of wetlands. More than 1 million visitors come to the Everglades each year, learning of the Everglades environmental importance while igniting the State's tourism industry. The Committee on Transportation and Infrastructure has a long history of oversight of the Everglades restoration. The Water Resources Development Act of 2007, P.L. 110-114, authorized the first three projects in the Comprehensive Everglades Restoration Project--Picayune Strand, Indian River Lagoon, and the Site 1 Impoundment Project. Support for provisions like these was so strong that this Congress overrode the President's veto of the bill by a vote of 381-40, an overwhelming majority of the House of Representatives. We must continue to take action to preserve and protect this treasured wetland. This resolution reminds us of this precious natural resource, and I urge my colleagues to join me in agreeing to the resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today to honor a remarkable American, a woman who has previously served this Nation and the citizens of the Commonwealth of Virginia with honor and distinction-- Jennifer Joy Wilson, who has worked at the White House Office of Communications for President Gerald Ford, as Assistant Administrator for External Affairs at the Environmental Protection Agency, as Assistant Secretary of Commerce for Oceans and Atmosphere at the National Oceanic and Atmospheric Administration, as staff policy liaison and senior executive assistant for Virginia Governor John Dalton, and as legislative director and executive assistant for U.S. Senator John Warner. For the past decade, Ms. Wilson has served first as the head of the National Stone Association, and then, after the merger of two similar groups, as the president and CEO of the National Stone, Sand & Gravel Association, NSSGA. NSSGA is the world's largest mining association by product volume. Its member companies represent more than 90 percent of the crushed stone and 70 percent of the sand and gravel produced annually in the United States and approximately 118,000 working men and women in the aggregates industry. During 2006, a total of about 2.95 billion metric tons of crushed stone, sand and gravel, valued at $21 billion, was produced and sold in the United States. This year, Ms. Wilson has been given the distinguished honor of being selected as AggMan of the Year by Aggregates Manager magazine, one of the construction aggregates industry's leading trade publications. During her tenure, the NSSGA led an effort to improve employee safety in the aggregate industry by developing new safety procedures, called Part 46, for the U.S. Mine Safety & Health Administration, MSHA. The joint industry-labor effort produced a proposal ``that would apply better to our industry and provide managers and workers with effective means to prevent accidents and fatalities.'' By all accounts, Part 46 has shown remarkable success in reducing employee injuries. On February 11, 2003, an alliance between NSSGA and MSHA was announced. Signed at the NSSGA's centennial convention in Orlando, Florida, the agreement calls for the two organizations to work closely together on the promotion of safe working conditions, the development of effective miner training programs, and the expansion of mine safety and health outreach and communication. ``For the first time ever, MSHA and an industry association have jointly agreed to adopt safety and health performance goals with objective measures,'' then MSHA Administrator Dave Lauriski said during that meeting. ``This alone is unprecedented . . . NSSGA is again showing its leadership.'' On the environmental front, Ms. Wilson led the industry in investing in a study ``righting an assumption we just didn't believe was right.'' Through the efforts of the association and its members, it was determined that the aggregates industry is not a major emitter of PM-10--a particular type of air pollutant. The final regulations reflected the investment by the industry in recognizing that aggregate operations are not a major source of coarse particulate matter.'' Considering almost half of all crushed stone, sand and gravel produced in the United States is used for building the Nation's transportation infrastructure, Ms. Wilson has led her members in establishing a strong grassroots presence connecting the industry's workforce with their elected officials while increasing their activity on Capitol Hill. Leveraging the association's resources, Ms. Wilson has also worked closely with industry coalitions to advocate for sound and sensible transportation policies. While there are many ``hard as rock'' examples of her leadership, Ms. Wilson also has a passion for the industry and the people she represents. Referring to it as ``romancing the stone,'' Ms. Wilson wants to raise awareness of the public, legislators, and of regulators at all levels to the immeasurably important role aggregates play in maintaining America's high quality of life. This includes her leadership in establishing the Rocks Gallery at the Smithsonian's National Museum of Natural History and creating a permanent endowment to support the gallery, all totaling more than $3.1 million. Many people have been able to take credit for industry accomplishments, but selection as AggMan of the Year denotes something not everyone can lay claim to--respect of one's peers, including the irony of designating the first woman to win the honor of ``AggMan of the Year.'' For this reason I stand here today to take a moment and congratulate a woman who has done so much for the good people in the aggregates industry.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in strong support of H. Res. 971, a resolution to express sympathy for the victims of the tornados that struck Alabama, Arkansas, Kentucky, Mississippi, and Tennessee. On the evening of February 5th, 2008, more than 100 tornados devastated communities in Alabama, Arkansas, Kentucky, Mississippi, and Tennessee and provided us yet another reminder of the horrific impacts of natural disasters. I express my heartfelt sympathy to those who have suffered significant losses as a result of these terrible storms, especially to those who suffered the ultimate loss--the loss of a loved one. I also rise once again, as I did in May of last year in the wake of devastating fires in my district, and again in August of last year after the tragic bridge failure in Minneapolis, to commend the men and women who serve this nation as police officers, firefighters, and emergency medical personnel, placing themselves in great danger every day in order to protect each one of us. Twenty-four hours a day, every day of the year, all over this country, when any type of tragedy enters our lives, from a medical emergency facing a neighbor to a large-scale natural disaster, terrorist attack, or other incident, our Nation's emergency responders and charitable organizations are the first on the scene to provide professional services, expert help, aid, and comfort. These well- trained, highly skilled individuals are truly on the front lines in preparing for, responding to, and mitigating damages from a variety of hazards. Disasters such as the devastating tornadoes that hit just last week demonstrate the countless selfless acts of our Nation's charitable organizations and our Nation's rust responders. These first responders deserve our deepest thanks and respect. I strongly support this resolution and urge its passage.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I thank the gentleman for yielding and for bringing this bill to the floor and for the support of the Republican side. Mr. English, it is good to have you participating, and our colleague on the committee, Mr. Petri, thank you for your diligent work on behalf of aviation issues. The House has done its job on aviation. We passed, on September 20, the reauthorization act to extend aviation programs through 2011. Shortly thereafter, we passed another bill to provide a short-term extension of FAA programs. Then in November, we passed another attempt to extend aviation programs in the short term. Regrettably, our colleagues across the way in the other body have not acted on any of these. If we don't act, frankly, the FAA just simply runs out of money. It will run out of authority to spend money. It will run out of authority to collect the revenues. So the House again, thank goodness the Ways and Means Committee is doing its job of carrying the load, has brought to the floor with our participation and vigorous support an extension of the revenue authority for the FAA programs. First of all, we extend with this legislation the aviation taxes. Now, that covers 80 percent of FAA's budget. And with an uncommitted cash balance of only $1.5 billion, any lapse in the aviation taxes could put solvency of the trust fund at serious risk. Don't think it can't happen, because that did happen in 1995 when Congress allowed the aviation taxes to lapse and the Aviation Trust Fund ran out of money. Curiously, ticket prices didn't go down. The airlines just kept charging the same price. They didn't give the consumer during that period of lapse a break. They just kept on collecting taxes, revenues, at the higher level, without giving any kind of a rebate on taxes. We don't want to let that happen again. The second thing that we do in this legislation is extend authority for the FAA to make expenditures from the Aviation Trust Fund. Without that, on March 1, FAA will face a partial shutdown. They will not be able to pay some 4,000 employees, and a good many of those will be air traffic controllers. The third provision critical in this legislation is the $2.76 billion in contract authority for the Aviation Improvement Program, that is the construction program for runways and taxiways, the hard side, the air side of the airport. Because the previous authorization expired on September 30, there is no contract authority in place now for the AIP program in fiscal year 2008. No new airport grants can be made. So without this legislation, not only is FAA going to have to lay off 4,000 employees, they are not going to be able to make grants to airport authorities, we will lose tens of thousands of construction jobs in building airport capacity, and we will lose the ability to meet the needs of aviation capacity out into the balance of this fiscal year. So the several provisions I have already described, plus many other provisions of the previous law, Vision 100, are continued in this legislation. We extend that authority through to June 30 in order to keep the pressure on the other body to take up our aviation authorization bill, which passed our committee with overwhelming bipartisan support, passed the House with an overwhelming vote, and yet the other body sits over there in splendid isolation as though nothing else in the world matters. And I find that very, very disturbing. We need to pass this legislation that the House has already acted on and let the Senate pass it and get in to conference with us. We will get this resolved, we can get it passed and get it to the President in very short order. But, meanwhile, we have to take the action embodied in the pending legislation, and I urge its support by an overwhelming bipartisan vote. This legislation would extend the authorization for aviation programs and taxes through June 30, 2008. Such an extension is urgently needed to address significant budget problems facing the Federal Aviation Administration, FAA, due to the current lapse in Airport Improvement Program, AIP, funding, and the upcoming expiration of both the aviation excise taxes and the authority to make expenditures from the Aviation Trust Fund. These current and upcoming lapses in FAA's authorities have occurred despite repeated efforts by the House to pass legislation to extend them. The House has acted on three separate occasions to extend the authorization for FAA programs. On September 20, 2007, the House passed H.R. 2881, the ``FAA Reauthorization Act of 2007,'' to reauthorize FAA programs for fiscal years 2008-2011. On September 24, 2007, the House passed H.R. 3540, the ``Federal Aviation Administration Extension Act of 2007'' to provide a short-term extension of FAA programs. On November 6, 2007, the House amended and passed S. 2265, in a subsequent attempt to provide a short-term extension of FAA programs. The Senate has yet to act on any of these bills, or on any other FAA reauthorization legislation. As I supported each of these prior attempts to extend FAA's programs and financing, I again support the legislation before us today. I strongly support the extension of the aviation excise taxes, as proposed in H.R. 5270. These taxes are necessary to support the Aviation Trust Fund, which in recent years has provided about 80 percent of the FAA's budget. With an uncommitted cash balance of approximately $1.5 billion, any lapse in the aviation taxes could put the solvency of the Trust Fund at risk. In addition to extending the aviation taxes, a second key provision of H.R. 5270 is the extension of the FAA's authority to make expenditures from the Trust Fund. Without this authority, the FAA will face a partial shut-down beginning March 1st, as it will be unable to pay approximately 4,000 of its employees. The third key provision of H.R. 5270 is that it provides $2.76 billion in contract authority for the AIP. Because the previous FAA authorization act, Vision 100, expired on September 30, 2007, there is currently no contract authority in place for the AIP in FY 2008, and no new airport grants can be made. It is our intent that the full $2.76 billion provided by H.R. 5270 be made available, without regard to any previously enacted rescission. It is imperative that we reinstate the AIP program immediately. Unless we do so, we will lose the Spring construction season, and will not be able to do much construction this year, even if the program is reauthorized at a later date. According to the FAA, a continued lapse in AIP funding will affect important safety and capacity projects, including runway safety area projects, letter of intent disbursements, runway safety action team projects, enhanced taxiway and centerline marking projects, and aircraft rescue, firefighting and snow removal equipment. We must act now to extend this important program. H.R. 5270 also extends several other provisions of Vision 100 so that, until a long-term FAA reauthorization bill is enacted, aviation programs may be continued under the same terms and conditions as were in effect during the previous authorization period. But this is only the first step. We need to enact a long-term FAA reauthorization bill, which will permit us to go forward on modernization of the air traffic control system, and improvement of our airports, to combat the ever-increasing inadequacies of the current system. Last year, our aviation system had the worst delay record in its history. With the number of air travelers predicted to surpass 1 billion per year by the year 2015, the system is rapidly approaching gridlock. I strongly urge the other body to bring their reauthorization bill to the floor, so we can go to conference and pass a long-term reauthorization of aviation programs. I thank Chairman Rangel and Ranking Member McCrery of the Committee on Ways and Means for working with the Committee on Transportation and Infrastructure to include the aviation authorization provisions in H.R. 5270. I also thank my Committee colleagues, Ranking Member Mica, Subcommittee Chairman Costello, and Subcommittee Ranking Member Petri, for working with me on this critical legislation. I urge my colleagues to support H.R. 5270.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, H.R. 4140 designates the Port Angeles Federal Building located at 138 West First Street, Port Angeles, Washington, as the ``Richard B. Anderson Federal Building.'' Private First Class, PFC, Richard B. Anderson was born on June 26, 1921, in Tacoma, Washington. Anderson grew up in Port Angeles, Washington, and attended Sequim High School. On July 6, 1942, Anderson joined the United States Marine Corps. He received his basic and infantry training at the Marine Corps Recruit Depot in San Diego, California, and was promoted to the rank of Private First Class on April 12, 1943. Following his promotion, PFC Anderson was assigned to the East Company, 2nd Battalion, of the 23rd Marines. PFC Anderson's unit was deployed to the Marshall Islands in January 1944. On February 1, 1944, his company was part of an invasion force fighting to take control of Rio Island from the Japanese. During the assault, Anderson and three other Marines jumped into a shell crater to escape enemy flre. As Anderson prepared to throw a grenade from inside the crater, the grenade slipped from his hands and began to roll toward the other three marines in the crater. In an act of selfless heroism, Anderson lunged on top of the live grenade and absorbed the full impact of the blast, saving the lives of his fellow soldiers. Anderson died from his wounds shortly thereafter. After his death, PFC Anderson was awarded the Purple Heart and the Medal of Honor for his acts of bravery and service to his country. On October 26, 1945, the United States Navy commissioned a DD-786 destroyer battleship as the USS Richard B. Anderson in honor of the fallen hero. The ship began active service in January 1947, and was used in combat for the Vietnam and Korean wars. The ship remained in active service until December 20, 1975. I strongly urge my colleagues to join me in supporting H.R. 4140.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, H.R. 3913 amends a provision of the International Center Act (``ICA''), which established the authority for the U.S. Department of State to lease property in the District of Columbia to foreign governments or international organizations. The ICA (P.L. 90-553), passed by Congress in 1968, authorizes the Secretary of State ``to sell or lease to foreign governments and international organizations'' Federal property located in Northwest Washington, DC, off of Connecticut Avenue. The 47-acre parcel of land authorized by the bill offers space for new embassies, consulates, and international organizations and is commonly referred to as the International Center. Intelsat was formed in the 1960s as an international commercial cooperative of 142 countries that provided global telecommunications including television, telephone, and data transmission. Intelsat's headquarters are located in the International Center. In 2000, an act of Congress privatized Intelsat (P.L. 106-180). Since the ICA does not permit the U.S. State Department to lease space within the International Center to a private entity, Intelsat's lease no longer meets the requirements of the ICA. H.R. 3913 makes technical amendments to the ICA to permit Intelsat to continue its tenancy. I urge my colleagues to join me in supporting H.R. 3913.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H. Res. 832, honoring the Texas Water Development Board on its selection as a 2007 recipient of the Environmental Protection Agency's Performance and Innovation in the State Revolving Fund (``SRF'') Creating Environmental Success Award. This resolution was introduced by my colleague from Texas (Ms. Johnson), who is Chairwoman of the Subcommittee on Water Resources and Environment of the Committee on Transportation and Infrastructure. In 2005, to recognize outstanding successes of the States' Clean Water State Revolving Fund programs, the Performance and Innovation in the SRF Creating Environmental Success Awards, or the ``PISCES'' awards, were created. The Awards recognize successfully designed projects or organizations that utilize exceptional planning, management, and financing to further the goals of clean and safe water for our citizens. The PISCES award, which is biennially bestowed on one State entity per region, is an attempt to reward innovation and stewardship in meeting the Clean Water and wastewater needs of the Nation. In 2007, the Region 6 recipient of this award was the Texas Water Development Board. However, I would be remiss if I failed to also recognize the Region 5 award winner--Minnesota's Agricultural Best Management Practices Loan Program, operated by the Minnesota Department of Agriculture through funds and assistance obtained through the Minnesota Public Finance Authority. The Texas Water Development Board has managed its funds exceptionally, awarding communities more than $4 billion in loans to finance more than 450 water infrastructure projects across the state. These projects help Texas treat more than two billion gallons of wastewater per day, resulting in significant environmental and health benefits. The Board has also been an active partner with the Committee and Subcommittee on Water Resources and Environment--twice testifying before the Committee on issues ranging from the enormous nationwide need for wastewater infrastructure investment to the long-term stewardship of water resource measures through thoughtful, statewide watershed planning. I support this resolution honoring Texas' water and environmental management, and urge my colleagues to agree to the resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in strong support of H.R. 409, to amend title 23 of the United States Code, to ensure the safety of the traveling public by establishing a national program to inspect highway tunnels, modeled after the National Bridge Inspection Program. I thank the gentleman from Massachusetts, Mr. Capuano, for introducing this important piece of legislation that will address the absence of comprehensive inspections standards for our Nation's highway tunnels. Madam Speaker, recent tragic events have highlighted the very real crisis facing our Nation's transportation infrastructure. America's transportation network is aging and increasingly in need of maintenance or reconstruction. Many facilities are being stretched to the limit of their design life and beyond. The tragic collapse of the Interstate 35W bridge in my home State illustrated the deteriorating conditions of our bridges and the need for routine inspections. Similarly, another tragedy in Massachusetts has shown that we must do the same for highway tunnels. On Monday, July 10, 2006, at approximately 11 p.m., a section of the suspended concrete ceiling above the eastbound lanes of the Interstate 90 connector tunnel in Boston, Massachusetts, fell onto a vehicle traveling to Logan International Airport. A passenger, riding in the right front seat of the vehicle, was killed. The driver escaped with minor injuries. The National Transportation Safety Board, NTSB, immediately launched an investigation into the cause of the ceiling panel collapse. On July 10, 2007, the NTSB issued its accident report, identifying the failure of the epoxy adhesive used to attach the panels to the anchors in the ceiling to sustain long-term loads as the probable cause of the accident. The NTSB report observed that had the Massachusetts Turnpike Authority inspected the area above the suspended ceilings at regular intervals, the anchor creep that led to this accident would likely have been detected, and this tragedy could have been prevented. The NTSB report also found that the Federal Highway Administration, FHWA, lacked the regulatory authority to conduct tunnel inspections, and recommended that the FHWA seek legislation authorizing the agency to establish a mandatory tunnel inspection program similar to the National Bridge Inspection Program. H.R. 409 will fulfill the NTSB recommendation, and establish a national program to inspect highway tunnels. Under this legislation, the Secretary of Transportation, in consultation with State departments of transportation, private organizations and individuals, is required to establish national tunnel inspection standards for safety inspections and evaluations of all public highway tunnels. This bill also establishes criteria for certification and training of tunnel inspectors, and requires States to prepare and maintain an inventory of public highway tunnels. FHWA has already begun to develop a tunnel inspection regime modeled after the bridge inspection program. This regime must account for the inherent differences between bridges and tunnels. Working in conjunction with the Federal Transit Administration, the agency has published highway and rail transit tunnel inspection manuals. FHWA has also begun the process of working with State departments of transportation, highway tunnel owners, and other stakeholders to develop National Tunnel Inspection Standards and establish minimum training and qualification requirements for inspectors. These are important steps, but the passage of this legislation will ensure that FHWA has the resources necessary to develop and implement comprehensive tunnel inspection standards and training. I thank the gentleman from Florida, Ranking Member Mica, and his staff for working with us to ensure that this legislation accomplished its goal of increasing tunnel safety without inadvertently diverting resources from bridge inspections. Madam Speaker, while we cannot undo the damage caused by this accident, we can, and we must, take the necessary actions to prevent future tunnel collapses. H.R. 409 establishes a framework to address the serious safety concerns raised by the NTSB, and ensures that tragedies like that of July 10, 2006, will never occur again. I urge my colleagues to join me in strongly supporting H.R. 409.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today in strong support of H. Res. 772, to congratulate American Highway Users Alliance on the occasion of its 75th anniversary. The American Highway Users Alliance (``Highway Users'') has changed its name several times over 75 years. The group was founded in 1932 as the National Highway Users Conference. In 1970, the group merged with the Automotive Safety Foundation and was renamed the Highway Users Federation for Safety and Mobility. In 1995, the organization took on its current name. Yet no matter what the group was called, Highway Users has always been a persistent and outspoken proponent for adequate funding and oversight of the Nation's highway infrastructure, and a diligent voice for the interests of the public. Highway Users has voiced the interests of motorists and businesses on all major national highway and traffic safety legislation over the past 75 years, including strong support of the Federal-Aid Highway Act of 1956, which authorized the Interstate Highway System and established the Highway Trust Fund. Highway Users has worked tirelessly over the past 75 years to protect the integrity of the Highway Trust Fund and State highway trust funds. The organization has conducted crucial research documenting the promise and potential of modern United States highways in improving safety, facilitating emergency evacuations, and growing the national economy. The American Highway Users Alliance has also been a consistent advocate in favor of strengthening the national highway network by promoting a strong Federal role in mobility and safety and by advocating policies that benefit all highway users. For these and other contributions to our daily lives, our economic well-being, and our health and safety, I rise to recognize the outstanding achievements of the American Highway Users Alliance and its sustained contribution in service to our Nation. I urge my colleagues to support this resolution and join me in commemorating the 75th anniversary of the American Highway Users Alliance.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in strong support of House Resolution 866, which recognizes the brave men and women of the U.S. Coast Guard for their tireless work and dedication in guarding our coasts and securing our borders since 1790. I thank the distinguished gentleman from North Carolina (Mr. Coble), a former Coastguardsman, for introducing this resolution. Last year was particularly noteworthy for the Coast Guard's drug interdiction efforts. In 2007, the Coast Guard seized more than 350,000 pounds of cocaine, far surpassing all previous Coast Guard records. This seizure had a street value of over $4.7 billion, which equates to almost 50 percent of the Coast Guard's budget. Throughout its history, the Coast Guard has protected the nation from piracy, rum runners, and illegal drug and migrant smugglers. The Coast Guard's first documented opium seizure was in 1890, by the Revenue Cutter Wolcott. In 1921, the Coast Guard Cutter Seneca seized 1,500 cases of liquor from a rum running schooner off the coast of New Jersey. Due to the Coast Guard's aggressive drug interdiction pursuits, the supply of cocaine has been greatly reduced in more than 35 major U.S. cities. This has made a significant difference in the lives of American citizens. The Coast Guard has established interagency and international partnerships which have contributed to its success. The United States negotiated bilateral agreements with 26 Caribbean and South American nations to allow the Coast Guard to stop illegal smuggling and conduct operations far outside the United States territorial seas. Through these partnerships and more effective tools and tactics, the Coast Guard seized 2 million pounds of cocaine in the past 10 years. In March 2007, the Coast Guard made its largest maritime cocaine seizure in history when it intercepted and seized a Panamanian vessel carrying approximately 20 tons of the dangerous narcotic. I commend the brave men and women of the Coast Guard for their selfless service and dedication to Nation and the American people. They work tirelessly to fulfill the numerous missions of the service, from search and rescue and environmental protection to maritime law enforcement and homeland security. We can live each day in solace knowing that the Coast Guard is on watch. I urge my colleagues to join with me in strongly supporting H. Res. 866.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, pursuant to Senate Concurrent Resolution 61, 110th Congress, I move that the House do now adjourn.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I am very concerned about the myriad legislative provisions in this bill that modify projects and studies of the U.S. Army Corps of Engineers, ``Corps''. These provisions, contained in the Energy and Water Development and Related Agencies Appropriations Act, 2008 division of H.R. 2764, affect authorizations and policy issues that are solely within the jurisdiction of the Committee on Transportation and Infrastructure. Mr. Speaker, after 7 long years, the Committee on Transportation and Infrastructure successfully enacted P.L. 110-114, the ``Water Resources Development Act of 2007,'' ``WRDA 2007'', last month. This landmark legislation authorizes roughly $23 billion in project studies, authorizations, and modifications across the spectrum of Corps missions. Unfortunately, however, several of the provisions contained in the Energy and Water Development Appropriations Act undermine agreements reached in the House and Senate conference negotiations on the water resources act. In addition, these provisions undermine existing statutory obligations and Committee on Transportation and Infrastructure policy with respect to Corps project authorizations. Mr. Speaker, one of the most egregious examples of legislative language contained in this bill is section 117, related to the project at Johnson Creek, Arlington, TX. This provision expands the flood damage reduction measures currently underway in Arlington, TX, to provide additional flood protection to new developments currently being constructed along Johnson Creek, including a major league baseball stadium, a new national football league stadium, and a 5-million- square-foot development plan for Glorypark that will be comprised of multiple hotels, residential units, and commercial space nestled between the creek and the two stadiums. The original plan for Johnson Creek, authorized in the Water Resources Development Act of 1999, called for the restoration of approximately 155 acres of bottomland hardwoods, and recreation features, e.g., walking trails, along Johnson Creek, at an estimated total cost of $30,000,000. Construction on the authorized project is approximately 50 percent complete. During consideration of WRDA 2007, the Committee received a request to modify the ongoing project for Johnson Creek--the very same provision that is contained in section 117 of the Energy and Water appropriations bill. Section 117 modifies the existing project to convert approximately 90 acres of the 155 acres designated as mitigation lands--and proposed for restoration in the original plan-- into a parking lot and other improvements related to the proposed stadium construction. Section 117 provides for the construction of additional flood control structures and the acquisition of an additional 90 acres of new environmental restoration/preservation lands to offset those lands constructed under the original authorization. The estimated cost of the revised proposal is $80,000,000. I opposed the proposed modification for Johnson Creek when it was offered before the House Committee on Transportation and Infrastructure, and continue to oppose the very same language that now appears in section 117 of the Energy and Water Appropriations bill. First, section 117 authorizes the Johnson Creek project without requiring that the project meet a traditional cost-benefit test. Section 1 of the Flood Control Act of 1936 requires that, for flood control projects, the benefits of the project are in excess of the costs. Over many decades, this statutory requirement has been carried out through the calculation of a cost-benefit test for Corps projects. Typically, when Congress authorizes a project, it must be ``feasible''--meaning that the Corps determines that the project is technically sound, environmentally acceptable, and economically justified. Section 117 waives the traditional cost-benefit test, and only requires that the project be technically sound and environmentally acceptable. During the formulation of the Water Resources Development Act in the House, the Corps provided the Committee on Transportation and Infrastructure with information on the estimated cost-benefit ratio for the Johnson Creek plan, ``A Vision of Conservation,'' dated March 2006. According to the Corps, the total anticipated cost for the flood damage reduction element of the project is $27.9 million. The average annual costs are estimated to be $2.84 million. The total potential average annual benefits are $1.28 million. The estimated benefit to cost ratio is 0.45 to 1. In essence, the reason that the benefits for this project are very low is because the project does not protect traditional structures, e.g., housing, commercial properties, but mainly serves to minimize potential flooding of the parking lot for the sports stadium complex, built on the former ecosystem restoration lands of the prior project, and protect an amusement park further downstream. The Corps estimated that the total anticipated costs for the recreation component of the plan are $10.6 million, estimated to be $1.14 million annually, and include the construction of trails and associated facilities within the project area. The total potential average annual benefits from the recreational element were estimated to be $1.6 million. The estimated benefit-to-cost ratio for the recreational element is estimated to be 1.44 to 1. The Corps also estimated that the ``Vision of Conservation'' plan would include an additional $21.5 million for bank stabilization, sedimentation basins, and the planting of trees, shrubs, and grasses. The Corps did not provide a detailed assessment of the benefits of these additional elements. As Chairman of the Committee on Transportation and Infrastructure, I opposed the proposal to waive existing statutory and policy requirements that the project undergo a proper cost-benefit test. In a carefully and extensively negotiated bipartisan agreement, the Committee modified the project to allow the ``Vision of Conservation'' to proceed, but to retain the traditional benefit-cost analysis for the project. In addition, the Committee included statutory language to allow the non-Federal sponsor to contribute additional local funds to ensure that the Federal and non- Federal shares of the cost of the project would reflect the estimated cost-benefit ratio. The Committee believed that this was a fair way to allow non-Federal sponsors, such as the City of Arlington, TX, to contribute more funding toward desired Corps projects, but not violate the requirement that the costs of a project at least equal the benefits. This bipartisan agreement was included as section 5123 of the House- passed Water Resources Development Act of 2007: ``SEC. 5123. JOHNSON CREEK, ARLINGTON, TEXAS. ``(a) In General.--The project for flood damage reduction, environmental restoration, and recreation, Johnson Creek, Arlington, Texas, authorized by section 101(b)(14) of the Water Resources Development Act of 1999 (113 Stat 280), is modified to authorize the Secretary to construct the project substantially in accordance with the report entitled `Johnson Creek: A Vision of Conservation', dated March 30, 2006, at a total cost of $80,000,000, with an estimated Federal cost of $52,000,000 and an estimated non-Federal cost of $28,000,000, if the Secretary determines that the project is feasible. ``(b) Non-Federal Share.-- ``(1) In general.--The non-Federal share of the cost of the project may be provided in cash or in the form of in-kind services or materials. ``(2) Credit.--The Secretary shall credit toward the non- Federal share of the cost of the project the cost of planning, design, and construction work carried out by the non-Federal interest for implementation of the project, if the Secretary determines that the work is integral to the project. ``(c) Special Rule.--In evaluating and implementing the project, the Secretary shall allow the non-Federal interest to participate in the financing of the project in accordance with section 903(c) of the Water Resources Development Act of 1986 (100 Stat. 4184). ``(d) Conforming Amendment.--Section 134 of the Energy and Water Development Appropriations Act, 2006 (119 Stat. 2263) is repealed.'' During conference negotiations on H.R. 1495, the Conference Committee reached agreement on language related to the Johnson Creek project, which was modeled after the House-passed provision. Congress included its modifications to the Johnson Creek project in section 5143 of the Conference Report on H.R. 1495, the Water Resources Development Act of 2007. Now, just over one month after Congress enacted the Water Resources Development Act, section 117 of the Energy and Water bill seeks to undo our bipartisan, bicameral agreement before this language has even had the opportunity to work. The principal difference between the language contained in the Water Resources Development Act of 2007 and the language contained in section 117 of this Act is the waiver of the benefit-cost test for the project. I oppose the waiver of the benefit-cost test, and was able to work with my colleagues in the House and Senate to retain this important protection in WRDA 2007. Section 117 of this Act arbitrarily waives the benefit-cost test--a position that was uniformly rejected by both the House and Senate during consideration of the water resources development legislation. I continue to oppose this proposal, and will revisit the changes made by section 117 during the development of our next Water Resources Development Act in 2008. I also strongly oppose section 123, related to the project for St. John's Bayou and New Madrid Floodway, of the bill. Again, this language fundamentally undermines normal Corps planning and design methodologies related to the development of sound Corps projects. With regard to the defined project, this provision represents a complete reversal of well considered and appropriate law and policy, by waiving cost-benefit analysis and justification, as well as the environmental review required by National Environmental Policy Act (``NEPA''). Section 123 carefully defines the project and states ``. . . the project is economically justified.'' This precludes appropriate and required economic analysis of the defined project. The St. John's Bayou/New Madrid Floodway project was recently adjudicated with the judge issuing a summary judgment, in September 2007, in favor of the plaintiffs, enjoining the Corps from work on the project, and ordering the Corps to deconstruct the elements it had already built. The judge's ruling stated: ``The Corps' manipulation of its habitat model in analyzing fish mitigation gives new meaning to the phrase `result-oriented decision-making.' (Emphasis added.) The Corps has obviously worked backwards from the mitigation dollars it could afford, tweaking several of its original, fundamental understandings of its mitigation obligations so as to make the project appear to return a positive benefit-cost ratio. Many mitigation decisions seem to have been based on cost alone, with a troubling disregard for the fundamental assumptions of the HEP [Habitat Evaluation Procedures] team model and HEP team member judgment. Several elements discussed above lack factual support or substantial evidence, but, more disturbingly, the Corps has demonstrated its willingness to do whatever it takes to proceed with this project--change definitions, abandon core assumptions--even if it means ignoring serious environmental impacts.'' Like Johnson Creek, the Committee on Transportation and Infrastructure considered and rejected a legislative proposal to waive the beneft-cost test and environmental reviews for this project during negotiations on the Water Resources Development Act. However, the Committee did approve language directing the Corps to utilize existing statutory authority to consider the non-Federal sponsor's ``ability to pay'' when determining an appropriate cost-share for the project. This language was included as part of section 2019 of the Water Resources Development Act of 2007. Mr. Speaker, these are just two of the many concerns I have with the number of legislative provisions contained in the Energy and Water Appropriations Act. I will continue to review the legislative proposals contained in this bill, and should changes be warranted to conform the projects to existing statutory authorities or Committee policy, I will revisit these projects during the development of a Water Resources Development Act in 2008.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I commend the gentleman from Missouri, Mr. Skelton, chairman of the Committee on Armed Services, for his leadership in bringing the Conference Report on H.R. 1585, the ``National Defense Authorization Act for Fiscal Year 2008,'' expeditiously to the House floor. This legislation includes critical program and funding authorizations for the men and women in our Nation's armed forces. This Conference Report contains several provisions that fall under the jurisdiction of the Committee on Transportation and Infrastructure, including provisions that affect the Federal Aviation Administration, the United States Coast Guard, the Environmental Protection Agency, and the General Services Administration. I have no objection to the inclusion of most of these provisions. I rise today in opposition to one provision in the final Conference Report that significantly affects the responsibility of the U.S. Army Corps of Engineers, ``Corps.'' Section 2875 rewards the city of Woonsocket, RI, for failing its statutory obligation to operate and maintain its local levee by shifting responsibility for this now- failing levee to the Federal government. Current law provides that operation and maintenance responsibility for flood control projects is a non-Federal responsibility. However, this section requires the Corps to conduct any repairs or rehabilitation of the existing structure, including its replacement. This provision is bad policy, because it establishes the precedent that the Federal government will assume responsibility for failing flood control systems, which according to the Corps, may include an inventory of roughly 15,000 miles of levees and other flood control structures, nationwide. This provision also creates the false impression that communities that sign contractual obligations with the United States, through the Corps, can have these contracts overturned by congressional action if the community can convince one Member of Congress that the community lacks sufficient resources to meet their operation and maintenance responsibilities. The Corps is often called upon to construct flood control projects, in partnership with a non-Federal interest under a normal cost-sharing agreement. Once the project is completed, the responsibility for long- term operation and maintenance is transferred to the non-Federal interest. With the exception of the projects along the Mississippi River that are part of the Mississippi River and Tributaries project (MRT), the Corps is typically not responsible for operation and maintenance of flood control projects. The Corps currently has responsibility for operation and maintenance of navigation projects. For these projects, the backlog for operation and maintenance of existing Federal responsibilities is roughly $4 billion annually, but appropriations for operation and maintenance have hovered around $2 billion. The result is that roughly 50 percent of vitally needed operation and maintenance responsibilities of the Corps are not being met, and are deferred to future appropriations. To shift additional operation and maintenance responsibilities to the Corps is unwise and is likely to impair the ability of the Corps to carry out its existing obligations for operation and maintenance. During pre-conference negotiations, I proposed to provide the city of Woonsocket with some flexibility related to the cost of operation and maintenance of this project, but not a permanent blanket waiver of operation and maintenance. I proposed two solutions, which I believe would have addressed the concerns of the city of Woonsocket. Unfortunately, the Senate was unwilling to compromise, and both proposals were rejected. Both proposals would have authorized the Corps of Engineers to assume greater responsibility for the reconstruction of the failing levee system, but would have continued the long-term operation and maintenance responsibilities for the city of Woonsocket. I believe that both offers were made in the spirit of compromise without violating fundamental statutory and contractual responsibilities of the non- Federal sponsor. Both offers would have allowed the city of Woonsocket to start fresh with a structurally sound flood control system, provided that the city retained its obligation to operate and maintain the levee system. I continue to believe that this shift of operation and maintenance responsibility is bad policy that will worsen the backlog of deferred operation and maintenance responsibility for the Corps and set a poor precedent of shifting responsibilities for other projects in the future. I opposed a similar provision in last year's Defense Authorization bill that changed operation and maintenance responsibility from the local sponsor to the Federal government for another project in Rhode Island. As chairman of the Committee on Transportation and Infrastructure, I will continue to explore the implications of these changes in operation and maintenance responsibilities in the formulation of the Water Resources Development Act of 2008.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I do want to join Mr. Mica in sending compliments to Mr. Hayes, a member of our committee, who has been a strong advocate, even before we began our reauthorization legislation, for changing the age. But he along with other pilots on the committee, Mr. Boswell, Mr. Salazar, formed a united front and a bipartisan front well before we began our work on the FAA reauthorization bill. So we give them joint credit and appreciation for their support from this initiative. It is our hope in passing this bill today that the other body will act quickly on it without much ado. That would be a great initiative, a great sign of progress at these penultimate hours of the first session of the 110th Congress.

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 pending bill.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I move to suspend the rules and pass the bill (H.R. 3986) to amend the John F. Kennedy Center Act to authorize appropriations for the John F. Kennedy Center for the Performing Arts, and for other purposes, as amended.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I ask unanimous consent that all Members may have 5 legislative days to revise and extend their remarks and include extraneous material on H. Res. 661.

Mr. OBERSTAR. Mr. Speaker, I yield myself such time as I may consume. Mr. Speaker, Barrington Antonio Irving was the youngest person and the first person of African descent to undertake a 24,600-mile solo flight around the world. His extraordinary accomplishment was brought to the attention of the committee by the passionate appeal for recognition in the form of this resolution by the gentleman from Florida (Mr. Hastings), to whom I now yield such time as he may consume.