James Oberstar

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in strong support of S. 3481, a bill to amend the Clean Water Act to clarify Federal responsibility for stormwater pollution. I applaud the outstanding work of the sponsors of this legislation, the distinguished Senator from the State of Maryland (Mr. Cardin), as well as the sponsor of the House companion bill (H.R. 5724), the Delegate from the District of Columbia (Ms. Norton), for their efforts to move this important legislation for the protection of our Nation's waters. Simply put, this legislation clarifies that Federal agencies and departments are financially responsible for any reasonable Federal, state, or locally derived charges for treating or otherwise addressing stormwater pollution that emanates from Federal property. Madam Speaker, over the past 4 years, the Committee on Transportation and Infrastructure has examined the progress made over the past few decades in improving the overall quality of the Nation's waters, as well as the challenges that remain to achieving the goals of ``fishable and swimmable waters'' called for in the enactment of the 1972 Clean Water Act. Although significant progress has been made in the past four decades, approximately 40 percent of the Nation's assessed rivers, lakes, and coastal waters still do not meet water quality standards. States, territories, Tribes, and other jurisdictions report that poor water quality continues to affect aquatic life, fish consumption, swimming, and sources of drinking water in all types of waterbodies. In a recent report on the National Water Quality Inventory, States, territories, Tribes, and interstate commissions report that they monitor only 33 percent of the Nation's waters. Of those, about 44 percent of streams, 64 percent of lakes, and 30 percent of estuaries were not clean enough to support their designated uses (e.g., fishing and swimming). While these numbers highlight the remaining need to improve the quality of the Nation's waters, they also demonstrate how this country's record on improving water quality is slipping--demonstrating a slight, but significant reversal of efforts to clean up the Nation's waters over the past 30 years. For example, in the 1996 National Water Quality Inventory report, States reported that of the 3.6 million miles of rivers and streams that were assessed, 64 percent were either fully supporting all designated uses or were threatened for one or more of those uses. In the 1998 report, this number improved to 65 percent of assessed rivers and streams. However, in the 2000 National Water Quality Inventory report, this number slipped to only 61 percent of assessed rivers and streams either meeting water quality standards or being threatened for one or more of the waterbodies' designated uses, and in the 2004 Inventory, this number slipped again, to 53 percent of rivers and streams fully supporting their designated uses--a significant reversal in the trend toward meeting the goals of the Clean Water Act. According to information from the Environmental Protection Agency, stormwater remains a leading cause of water quality impairment. For example, in the 2004 Water Quality Inventory, discharges of urban stormwater are the leading source of impairment to 22,559 miles (or 9.2 percent) of all impaired rivers and streams, 701,024 acres (or 6.7 percent) of all impaired lakes, and 867 square miles (or 11.3 percent) of all impaired estuaries. The continuing negative environmental impacts of stormwater are echoed in a National Academy of Sciences 2009 report that expressed concern about the ``unprecedented pace'' of urbanization in the United States. According to this report, ``the creation of impervious surfaces that accompanies urbanization profoundly affects how water moves both above and below ground during and following storm events, the quality of stormwater, and the ultimate condition of nearby rivers, lakes, and estuaries.'' Madam Speaker, this National Academy of Sciences report made several findings on national efforts to understand and manage urban stormwater. A key finding was a lack of available resources to implement and enforce Federal and state stormwater control programs. According to the report, ``State and local governments do not have adequate financial support to the stormwater program in a rigorous way.'' While the report recommended that the Federal Government provide more financial support to state and local efforts to regulate stormwater, such as through increased funding of existing Clean Water Act authorities, the report also highlights the importance of Federal agencies contributing to the costs of environmental and water quality protections, including the costs of addressing sources of pollution originating or emanating from Federal facilities. This finding echoes concerns raised by numerous state and local governmental officials over how some Federal agencies have seemingly rejected local efforts to assess service fees to curb stormwater pollution originating or emanating from Federal facilities. Several states and municipalities, including the District of Columbia, have taken aggressive action to address ongoing sources of stormwater pollution. Yet, when a significant percentage of Federal property owners take the position that they cannot be held responsible for their pollution, it places a greater financial burden on our states, cities, communities, and local ratepayers, and makes it less likely that significant reductions in stormwater pollution can be achieved. For example, in April 2010, the Regional Commissioner of the U.S. General Services Administration, GSA, rejected efforts by the District of Columbia Water and Sewer Authority, DCWASA, to collect an assessment under its Impervious Surface Area Billing Program for impervious surfaces under the control of GSA. According to DCWASA, this charge is a ``fair way to distribute the cost of maintaining storm sewers and protecting area waterways because it is based on a property's contribution of rainwater to the District's sewer system.'' S. 3481 amends section 313 of the Clean Water Act to clarify that ``reasonable service charges'' for addressing pollution from Federal facilities includes reasonable nondiscriminatory fees, charges, or assessments that are based on the proportion of stormwater emanating from the facility and used to pay (or reimburse) costs associated with any stormwater management program. This is a simple effort to clarify, again, that the Federal Government bears a proportional responsibility for addressing pollution originating from its facilities, and should remain an active participant in improving the nation's water quality and the overall environment. The intent of subsection (c)(2)(A) of Section 313 of the Clean Water Act, as added by S. 3481, is to ensure that there is no increase in mandatory spending pursuant to the U.S. Treasury's permanent authority to pay, without further appropriation, the water and sewer service charges imposed by the government of the District of Columbia. The reference in such section to ``any permanent authorization account in the Treasury'' refers to any account for which a permanent appropriation exists, such as the U.S. Treasury account entitled ``Federal Payment for Water and Sewer Services'', and does not imply that GSA's Federal Buildings Fund may not be used to make such payments. In addition, the intent of subsection (c)(2)(B) of Section 313 of the Clean Water Act, as added by S. 3481, is to require that Congress make available, in appropriations acts, the funds that could be used to pay stormwater fees, but not that the appropriations act would need to state specifically or expressly that the funds could be used to pay these charges. Nothing in S. 3481 affects the payment by the United States or any department, independent establishment, or agency thereof of any sanitary sewer services furnished by the sanitary sewage works of the District of Columbia through any connection thereto for direct use by the government of the United States or any department, independent establishment, or agency thereof. The rules for those payments are set forth in law, codified at section 34-2112 of the D.C. Code, and nothing in this bill amends or otherwise affects those rules. Madam Speaker, this legislation has the strong support of several organizations representing state and local elected officials, including the National Governors Association, the National Conference of State Legislatures, the Council of State Governments, the National Association of Counties, the National League of Cities, the U.S. Conference of Mayors, and the International City/County Management Association. It also has been endorsed by the National Association of Clean Water Agencies, NACWA. I urge my colleagues to join me in supporting S. 3481.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today in strong support of the Senate amendment to H.R. 1746, the ``Predisaster Hazard Mitigation Act of 2010''. H.R. 1746, as amended, reauthorizes the Federal Emergency Management Agency's (FEMA) Pre-Disaster Mitigation (PDM) program and helps communities across the Nation protect against natural disasters and other hazards. I thank the gentleman from Florida (Mr. Mica), Ranking Member of the Committee, and the gentlewoman from the District of Columbia (Ms. Norton), and the gentleman from Florida (Mr. Diaz- Balart), the Chair and Ranking Member of the Subcommittee on Economic Development, Public Buildings, and Emergency Management, respectively, for their bipartisan efforts on this bill. The PDM program provides technical and financial assistance to State and local governments to reduce injuries, loss of life, and damage to property caused by natural disasters. Examples of mitigation activities include: seismic retrofitting of buildings to strengthen the buildings in case of an earthquake; acquiring repetitively flooded homes; installing shutters and shatter-resistant windows in hurricane-prone areas; and building ``safe rooms'' in houses and buildings to protect people from high winds. Consideration of this bill today is crucial, as the PDM program is set to sunset with the expiration of the current continuing resolution. Therefore, Congress must take quick action to continue this vital program. H.R. 1746, as amended, reauthorizes the PDM program for three years, at a level of $180 million for fiscal year 2011, and $200 million for each of fiscal years 2012 and 2013. The bill increases the minimum amount that each state receives under the program from $500,000 to $575,000, and codifies the competitive selection process of the program, as currently administered by FEMA. In 1988, the Committee on Transportation and Infrastructure authorized FEMA's Hazard Mitigation Grant Program. This effective program provides grants to communities to mitigate hazards, but only provides grants to ``build better'' after a disaster. At the time, no program existed to help communities mitigate risks from all hazards before disaster strikes. In the 1990s, under the leadership of FEMA Administrator James Lee Witt, FEMA developed a PDM pilot program known as ``Project Impact'', which was a predecessor program to the current PDM program. Congress appropriated funds for Project Impact in each of fiscal years 1997 through 2001. The PDM program reduces the risk of natural hazards, which is where the preponderance of risk is in our country. While it is prudent to prepare for the possibility of terrorist attacks, the occurrence of natural disasters of all types and sizes is a known certainty. The flooding that is currently occurring in California, and the tornadoes that struck in my home state of Minnesota this summer, particularly in Wadena in my district, are examples of the tragic, real impact of natural disasters that occur in our nation every year. Mitigation saves money. Studies by the Congressional Budget Office (CBO) and National Institute of Building Sciences show that for every dollar invested in PDM projects, future losses are reduced by three to four dollars. In 2005, the Multihazard Mitigation Council, an advisory body of the National Institute of Building Sciences, found ``that a dollar spent on mitigation saves society an average of $4.'' Further, the Multihazard Mitigation Council found that flood mitigation measures yield even greater savings. According to a September 2007 CBO report on the reduction in Federal disaster assistance that is likely to result from the PDM program, ``on average, future losses are reduced by about $3 (measured in discounted present value) for each $1 spent on those projects, including both federal and nonfederal spending.'' While empirical data is critical, perhaps more telling are real-life mitigation ``success stories''. For instance, Seattle, Washington used Project Impact PDM grants to fortify buildings. Immediately after the Nisqually Earthquake struck Seattle on February 28, 2001, Seattle Mayor Paul Schell and other public officials cited those PDM grants as one of the primary reasons that lives and property were saved during the earthquake. Ironically, the Mayor's statements came on the same day that the President George W. Bush Administration claimed that the Project Impact PDM pilot program should be defunded because it was not effective. Another example of the effectiveness of mitigation comes from my district. On July 4, 1999, a derecho, also known as a blow down, struck the Boundary Waters Canoe Area Wilderness and downed millions of trees. This created a huge fire hazard. As a result, FEMA mitigation funds were given to residents to install outdoor sprinkler systems to protect against wild fire. Unfortunately, in 2007, the Ham Lake Fire struck the area. Those structures that had sprinkler systems were protected from the fire. Since that time, communities in that area have sought and have been awarded more than $3 million of PDM funds to help protect other structures from this continuing risk of fire. Mitigation is an investment. It is an investment that not only benefits the Federal Government, but State and local governments as well. Projects funded by the PDM program reduce the damage that would be paid for by the Federal Government for a major disaster under the Stafford Act. However, mitigation also reduces the risks from smaller, more frequent events that State and local governments face every day. The PDM program takes citizens out of harm's way, by elevating a house or making sure a hospital can survive a hurricane or earthquake. In doing so, it allows first responders to focus on what is unpredictable in a disaster rather than on what is foreseeable and predictable. H.R. 1746, as amended, eliminates the existing sunset in the program. As the evidence clearly shows, this program works well and is cost effective. It should no longer be treated as a pilot program with a sunset. Rather, State and local governments should have the certainty of knowing this program will be available in the future to enable them to focus their efforts on critical, long-term mitigation planning. The Obama administration has specifically requested that Congress reauthorize the PDM program and this legislation has been endorsed by the National Association of Counties, International Association of Emergency Managers, the Association of State Floodplain Managers, the National Emergency Management Association, the National Association of Flood and Stormwater Management Agencies, and the American Public Works Association. This bill passed the House more than a year and a half ago with overwhelming bipartisan support. The legislation passed the other body last night by unanimous consent. I would like to thank Senator Joseph Lieberman and Senator Susan M. Collins for their persistent efforts to clear this legislation through the other body. I urge my colleagues to join me in supporting H.R. 1746, as amended, the ``Predisaster Hazard Mitigation Act of 2010''.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, in my 44 years serving as a clerk, Administrator, Member, and finally Chairman of what is now the Committee on Transportation and Infrastructure, I have had the opportunity to work with some of the finest staff on Capitol Hill. Whether they are drafting legislation and managing hearings, or answering the phones and copying documents, each member of the staff makes a vital contribution to the success of the Committee. As my term as Chairman comes to a close, I would like to take a few moments to recognize these dedicated professionals as they move on to new challenges and opportunities. Stacie Soumbeniotis Tiongson has served on this Committee for over 11 years, first as the Staff Director of the Aviation Subcommittee and then as Deputy Chief Counsel of the full Committee. As Staff Director of the Subcommittee, Stacie was responsible for managing all legislation, hearings, markups and all other activities covering civil aviation. She has been intimately involved in the planning and drafting of several landmark aviation bills, including the Aviation and Transportation Security Act of 2001 and the Air Transportation Safety and System Stabilization Act to secure our skies after the September 11th terrorist attacks. During the last two years, as Deputy Chief Counsel, she participated in the oversight and management of all activities of the Committee and its six Subcommittees, focusing on issues related to highways, aviation, rail, Coast Guard, and economic development, as well as advising on legal and legislative issues regarding Committee jurisdiction. I want to express my heartfelt thanks to Jen Walsh for her six years of service as Legislative Assistant to the Committee. Jen's keen intellect and professionalism, combined with her warmth and ever- present smile, have served me and all of the Committee members, both Democrats and Republicans, well over the years. I am especially grateful for her service as my liaison with the staff of the Democratic Members of the Committee. Jen has shown a remarkable ability to communicate complex subject matter in an understandable format to the Members, and has been invaluable in ensuring that all the Members and staff of the Committee are well prepared and informed to carry out the responsibilities for which we serve. She is a shining example of the hard-working professionals that serve, often thanklessly, behind-the- scenes to ensure that this Committee and this Congress are able to meet the needs of the Nation. Bradley Watson has served with the Committee since the end of the 110th Congress. As a Staff Assistant, he has managed the front office with efficiency and professionalism. He has worked diligently in many areas under the Committee jurisdiction and has been a steadfast presence coordinating Committee mark-ups and hearings. Bradley has been a versatile contributor and his research and database abilities have served the Committee well. Carson Gorecki, a fellow native of Minnesota, served as a Staff Assistant with the Full Committee during the end of this 111th Congress. Starting his career with the Committee as an intern, he was soon hired full-time. Over the course of his time here, he has developed a deep grasp and appreciation of transportation issues and legislation. Carson played a key role in the production of the monthly report on the American Recovery and Reinvestment Act, material that I consider immensely helpful to me and other Members. His hard work and humor were both welcome additions to the staff, and I express my utmost gratitude for his contribution. John-Paul C. Hayworth is an outstanding member of the Oversight and Investigations staff of the Committee. His integrity, energy, and innovative ideas have been a great asset to the Committee and to my work. Mr. Hayworth's time on the staff has proven his zeal for public service. His responsibilities have enhanced his analytical skills to the benefit of us all. Recently, he concurrently assumed responsibilities with the Economic Development, Public Buildings, and Emergency Management Subcommittee. Chair Eleanor Holmes Norton and the staff of the Subcommittee have found him to be calm and collected, but always with a vibrant sense of humor and a smile, even in the unpredictable environment of the House. Laurie Bertenthal has been a valued staff member of the Committee for nearly four years. Laurie started as a Staff Assistant for the Oversight and Investigations staff, where she supported groundbreaking Committee investigations, including problems with the U.S. Coast Guard's Deepwater Acquisition program, and Southwest Airlines' ``cozy'' relationship with the Federal Aviation Administration. In 2008, Laurie became an integral member of the Aviation Subcommittee, first as Legislative Assistant, and progressed to Professional Staff. Laurie has worked on many important matters pertaining to reauthorization of the FAA and National Transportation Safety Board. Additionally, Laurie played a key role in the recently- enacted Airline Safety and Federal Aviation Administration Extension Act of 2010, P.L. 111-216. Laurie employed her strong research and legislative drafting skills to craft a provision that will create a pilot records database, which will allow airlines to efficiently access pilot applicant records and improve the safety of the flying public. Jeff Schnobrich has served the Committee on Transportation and Infrastructure for two years, first as an intern, later with the full Committee staff, and finally as a Staff Assistant with the Subcommittee on Highways and Transit. Jeff has shown himself to be a detail-oriented, dedicated member of my staff. From the beginning, he showed an appreciation for the importance of an effective transportation system to the economic vitality of America. He soon became versed in the intricacies of both Federal transportation policy and Congressional procedures and processes. During his time, he helped lead the Committee's effort to establish a database of Member-designated projects, ensuring transparency and accountability. In all his tasks, he has been efficient, reliable, and a pleasure to work with. I thank Jeff for his years of service and wish him the best. Rose M. Hamlin has been a stalwart on the Committee staff for 19 years. She began her service with the Subcommittee on Water Resources where she established herself as a dedicated and effective office manager. In her years of working on the Committee, she concurrently worked on Public Buildings, Coast Guard, and Oversight and Investigations. Ms. Hamlin is now the Office Manager of the Subcommittee on Railroads, Pipelines and Hazardous Materials. She has played an instrumental role in the passage of several key pieces of legislation, coordinated dozens of hearings and markups, and has ensured that I and members of the Committee staff remain up-to-date on issues under the Subcommittee's jurisdiction. Although his time with the Committee has been short, Lee Matsos has done an admirable job as Staff Assistant for the Subcommittee on Water Resources and Environment. Lee's strong background in writing and editing allowed him to contribute to the Committee's national media coverage and concisely summarize the critical weekly news within the Water Resources jurisdiction for the Committee Membership. Lee also served as an able point of contact for witnesses testifying at the Subcommittee's September 30th hearing on the Impact of Green Infrastructure. In addition, Lee managed the database content and the filing of project requests for the expansive Water Resources Development Act of 2010. He connected constituents to the legislative staff in an eloquent and professional manner. It is clear that Lee has a bright future ahead of him, and we have been lucky to have him on our staff. Madam Speaker, the essence of the legislative process is collaboration. Each individual member of the Committee on Transportation and Infrastructure staff has played a vital role in the work of the Committee these past four years, and, through collaboration and hard work, has made this Committee the most productive on Capitol Hill. I wish them all much success in whatever the future brings.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, as my service in Congress and my term as Chairman of the Committee on Transportation and Infrastructure come to a close, I would like to take this opportunity to recognize the professional staff of the Committee. These are the dedicated individuals who do the research, the analysis, the drafting, the corrections, the negotiations, and the leg work needed to bring legislation to the Floor of this House and get it enacted into law. I honor them all for their diligence, tenacity, intelligence, insightfulness, loyalty, and friendship. David Heymsfeld has served the Committee on Transportation and Infrastructure for 35 years, as Democratic Staff Director of our Subcommittee on Aviation from 1975 to 1995, and as Democratic Staff Director of the full Committee from 1996 to 2010. He has been the lead staff on legislative and oversight issues in aviation, and, since 1995, has directed all staff activities of the Full Committee. His responsibilities have required him to master the policy issues involved, to understand the positions of all interested parties and of government officials, to negotiate solutions, which achieve the Committee's policy objectives, to draft legislation, and to plan strategies for passing legislation. He has carried those responsibilities for major aviation legislation, and, since 1995, he has also played a major role in legislation affecting the Federal programs for highway and transit, rail, Coast Guard, water resources, and public buildings. Our Director of Communications, Jim Berard, has been the voice of the Democratic side of the Committee for 13 years, and served in my personal office and that of Sen. Kent Conrad for a decade prior. An award-winning journalist before coming to Capitol Hill, Jim has proven himself to be a master communicator, adept at interpreting complex legislative issues for lay audiences. Jim has been at the center of nearly every major transportation issue I have faced in the past 23 years, handling inquiries from the media, getting them answers, shaping our message, and delivering that message to the public. Jim is also an accomplished writer, a published author, an historian, and a humanitarian who spends his free time helping build homes for Habitat for Humanity in Maryland, and the St. Bernard Project in Louisiana. He has been a trusted Member of my personal and Committee staff, and I am grateful to him for his service. Mary Kerr's extensive communications and public policy experience, along with her legal education, have made her an invaluable member of my team for the past fifteen years. When I became Chairman in 2007, Mary moved from my personal office, where she had served as Communications Director and Legislative Assistant for eleven years, to become Press Secretary for the Committee on Transportation and Infrastructure. For the past four years, she has served very effectively as the principal spokesperson for four subcommittees: Coast Guard and Maritime Transportation; Economic Development, Public Buildings, and Emergency Management; Railroads, Pipelines, and Hazardous Materials; and Water Resources and Environment. As T&I Committee Press Secretary, Mary has executed all phases of a comprehensive public affairs program to drive the Committee's visibility in the national news and trade media. She has led the way to successfully promote the Committee's priorities, such as protecting the Nation's waters, holding the railroad industry to the highest level of safety, and making comprehensive reforms to prevent future offshore drilling accidents. Julie Carpenter Lotz has been a part of the Transportation and Infrastructure Committee staff for four years, working as a Communications Assistant in the Committee's Communications Office. Julie has been a welcome asset to the Committee and to me. In addition to her professional knowledge and abilities, she has been a great resource for me in personally providing unique information on Committee-related issues that aren't ordinarily noticed. I have found this to be a valuable service. Julie is intelligent, hard-working and extremely competent. Her communication skills, both written and verbal, as well as her editing abilities, are excellent. Also, she has been eager to learn new procedures and to expand her knowledge whenever possible. Julie has an excellent rapport with both staff members and public figures, and is respected by her colleagues for her considerate nature and helpful attitude. Trinita Evon Brown has over twenty years of experience working for the House and has been with the Committee for seventeen years. She has served the Committee very effectively as Senior Counsel for Oversight and Investigation. Ms. Brown is responsible for the Committee's oversight and investigations of all six Subcommittee jurisdictions. She has a proven record of accomplishment of high quality work, dedication, and public service. Her efforts have led to millions in recouped Federal tax dollars and the cession of numerous policies and practices harmful to our nation's interests. Trinita has served the Committee in a variety of positions, including: Counsel for Emergency Management and Counsel for Railroads. In addition, she performed superbly with Full Committee responsibilities including highways, budget and appropriations and Committee jurisdiction. Her keen judgment and integrity have been an asset to the Committee. Ken Kopocis has served the Committee as senior counsel conducting oversight. Ken began with the Subcommittee on Water Resources and Environment in 1985 and served as staff director of that Subcommittee for 13 years. Ken possesses the skills to anticipate, understand and exceed the needs of Members of Congress. He has unparalleled knowledge and experience related to protecting and improving water quality and water resources. His areas of experience include matters relating to water resources development, conservation and management; water pollution control and water infrastructure; hazardous waste cleanup; transportation; and, emergency and disaster response. Ken has been part of every Water Resources Development Act for a generation. He has worked tirelessly to advance water quality and public health, including initiatives such as the Clean Water Act, the Oil Pollution Act, the response to the events of September 11, 2001, efforts to protect the Great Lakes, Chesapeake Bay and the Everglades, the Superfund program, and invasive species legislation. Joseph Wender has worked as a Counsel for Oversight and Investigations for nearly two years. He joined the Committee in February 2009, the same month in which Congress enacted the American Recovery and Reinvestment Act. Joe's primary responsibilities have included coordinating the Committee's vigorous oversight of that legislation. Joe served as the lead staffer on nearly a dozen Recovery Act oversight hearings and also worked prodigiously to publish a monthly Committee Recovery Act report. Joe always ensured that Committee Members had the most accurate and up-to-date information on Recovery Act implementation. In fact, I carry a `pocket guide,' which Joe produced, which details the use of Recovery Act funds, including projects out to bid, under contract, and underway. I have used that pocket guide daily, and am grateful to Joe for providing such useful irrefutable information. I am proud of the standard he set in carrying out our oversight of the stimulus legislation. During his service as counsel to the Aviation Subcommittee since February of this year, Alex Burkett has demonstrated insight and abilities as a judicious advocate, writer, and critical thinker. A pilot and lawyer with jet fuel in the veins, Alex has provided thoughtful advice steeped in deep substantive knowledge of aviation and the law. He is a tireless advocate on issues of particular significance to me, including airline competition and aviation safety. This year Alex took the lead role in planning the Subcommittee's hearing on the United-Continental merger. In the midst of intense conference negotiations on milestone aviation legislation, Alex researched the issues presented by the merger and planned the hearing. His briefing memorandum to Members summarizing the many important issues raised by the merger was insightful and extremely well-written, as is everything he writes, and reflected his steady judgment, natural curiosity, and reliable expertise. Michael Rodriguez joined the staff of the Subcommittee on Coast Guard and Maritime Transportation as Senior Professional Staff in October 2009. As a 1979 graduate of the United States Merchant Marine Academy, a Navy reserve officer and veteran of Operation Enduring Freedom, and an experienced merchant mariner, Mike has brought a unique and valuable perspective to the Subcommittee. Mike was an important contributor to the process that led to the Coast Guard Authorization Act of 2010 becoming law on October 15, 2010. During the Deepwater Horizon oil spill and response, Mike helped draft legislation to address several issues related to the operation of the rig. He was able to bring his experience as a mariner to discussions about the accident with some of the Deepwater Horizon survivors. Mike's reputation throughout the U.S. maritime industry and his knowledge of international maritime affairs have made him a much appreciated asset to the Subcommittee. Also, I would be remiss not to recognize the dedication of our Coast Guard Fellow, Lieutenant Commander Zeita Merchant. With over 13 years of Coast Guard service, she became an asset to my Coast Guard and Maritime Transportation Subcommittee, and worked diligently on a wide range of maritime issues making significant contributions to oversight hearings and legislation. During her short time on the staff, Lieutenant Commander Merchant made noteworthy contributions on major legislation with her expertise in marine inspections and environmental response. Her knowledge and experience were critical in drafting legislation in response to the Deepwater Horizon oil spill and the passing of the first Coast Guard Authorization legislation to become law since 2006. These efforts resulted in significant increases in the Coast Guard's Marine Safety ranks; significant strides in enhancing the Coast Guard's ability to manage complex major acquisitions; and a keen focus on enhancing the diversity and Equal Employment Opportunities with the Coast Guard. For the last four years Michael Herman has served as the Senior Counsel for the Subcommittee on Economic Development, Public Buildings, and Emergency Management, with a particular focus on emergency management issues. During this time, Mike has demonstrated an unmatched understanding of the laws, programs and history of emergency management. Mike's mastery of emergency management is reflected in H.R. 3377, the Disaster Response, Recovery, and Mitigation Act of 2009. When disasters strike, Members of the Committee and the House as a whole, including the Speaker, rely on his knowledge, counsel, and experience. After tornadoes devastated Wadena County in my district this summer, Mike's unique knowledge and experience supported my work with the affected communities. He also worked directly with local officials helping them navigate the recovery process and understand the assistance available to them. For the past four years, Jim Kolb served as Staff Director for the Subcommittee on Highways and Transit. Jim's insight and guidance has been invaluable to all Committee Members and staff on a surface transportation issues. During his service with the Committee, Jim played a key role in the development of legislation to strengthen and improve the nation's intermodal surface transportation network. Jim managed and led the development of the Committee's comprehensive six-year authorization to transform the Federal highway, highway safety, and transit programs, as well as the Committee's response to the I-35W Bridge collapse and efforts to improve the safety and condition of the nation's highway bridges. Throughout his service, Jim has been a hard-working, and dedicated public servant, whose advice and counsel I have valued. Amy Scarton, Counsel to the Subcommittee on Highways and Transit, first joined the Committee staff as a legal intern after graduating from Duke University School of Law nearly a decade ago. Though she left us to work for Congressman Earl Blumenauer during the 108th Congress, and then to serve as Chief of Staff to Commissioner Frank Mulvey at the Surface Transportation Board; Amy returned to the Committee in early 2007. In her role as the lead transit attorney for the Committee, Amy has been instrumental in developing major aspects of my surface transportation reauthorization bill, as well as several other energy and transit bills. Amy's dedication to progressive transportation policies is not only evident in her hard work; she and her husband bike daily to Capitol Hill from their home in Northwest D.C. I will greatly miss Amy's enthusiasm, loyalty, and expertise, and I thank her for her service. In his two years as Director of Highway Policy for the Subcommittee on Highways and Transit, Todd Kohr has proven himself to be an extremely capable, dedicated, and effective member of the Subcommittee's staff. Todd joined the staff of the Subcommittee at a pivotal moment for the U.S. transportation system: during the development of my six-year bill to authorize and fundamentally transform the Federal highway and transit programs. Within this process, he drafted the majority of the bill's $337 billion highway title--displaying an ability to advance my priorities amidst a landscape of transportation policy issues, procedural considerations, competing interest group dynamics, and the complexities of Federal highway law. In addition to his work on the authorization bill, Todd has acted as the Subcommittee staff lead on a broad portfolio of highway-related issues. His expertise, his attention to detail, his discretion, and his counsel have served me and the Subcommittee well. Jackie Schmitz, Professional Staff with the Subcommittee on Highways and Transit, has served on my Committee staff for five and a half years. Her dedication to public service and commitment to sound transportation policy have made her an asset to the Committee on Transportation and Infrastructure. Jackie's work has focused on promoting bicycle and pedestrian infrastructure, improving highway safety, and advancing transportation research and technology. She has assisted the Members of this body in addressing the needs of their communities and has made significant contributions to the Committee's improved standards of ethics and transparency. I am particularly proud of the work Jackie has done to advance the Safe Routes to School program, which is leaving a legacy of safety and wellness for the next generation. Her hard work is driven by her recognition that all Americans deserve transportation choices that are safe, reliable, and accessible, and I am grateful for her service to the Committee. Peter Gould, Legislative Assistant for the Subcommittee on Highways and Transit, has served the Committee for the past four years with a high level of professionalism, dedication to serving the public, and a good-natured sense of humor. For the past two years Peter has helped me craft the Committee's message through speeches, op-eds, and floor statements, making the case for greater investment in the nation's surface transportation infrastructure as part of the transformational Surface Transportation Authorization Act. As my colleagues and I pressed for this transformational legislation, I was always confident of Peter's messaging and political acumen on presenting this issue to the American public. Jennifer Esposito has been a key staff member of the Committee since June 2004. As Staff Director of the Subcommittee on Railroads, Pipelines, and Hazardous Materials, Jennifer led the Committee's efforts to enact historic legislation to reauthorize Amtrak and the Federal Railroad Administration's rail safety program, and to develop legislation to address rail security concerns in the wake of the September 11, 2001 attacks. She also led the Committee's efforts to enact the Passenger Rail Investment and Improvement Act of 2008, which created new grant programs for development of high-speed and intercity passenger rail in the United States. Jennifer also has developed legislation to reauthorize the Department of Transportation's pipeline and hazardous materials safety programs, and conducted extensive oversight investigations of the programs which led to major changes within the Pipeline and Hazardous Materials Safety Administration. Most recently, she conducted an oversight investigation of an Enbridge pipeline rupture in Marshall, Michigan, which unveiled major safety deficiencies. Rachel Carr has been a staff member on the Committee on Transportation twice over the past ten years. She first served as Staff Assistant for the Subcommittees on Aviation and Railroads from March 2000 to May 2002, while earning her law degree at night. After graduating with honors from the American University Washington College of Law, Ms. Carr continued her legal career in transportation, then rejoined the Committee in March, 2009, as Counsel on the Subcommittee on Railroads, Pipelines and Hazardous Materials. In her current role, Ms. Carr has been involved with drafting legislation to reauthorize the Department of Transportation's hazardous materials safety program and has been an integral part in oversight of the DOT's implementation of the high-speed and intercity passenger rail and pipeline safety programs Joseph E. Connelly is another member of my staff serving with the Subcommittee on Railroads, Pipelines and Hazardous Materials. Though Joe has been with the staff a very short time, having served a little less than two years as Professional Staff and a Fellow from the Federal Railroad Administration, he has helped instill a culture of safety into all of the federal agencies and entities under the jurisdiction of the Committee. Joe has contributed to the Committee by painstakingly conducting concise, thorough investigations, analyzing complex data and reducing that data into easily definable terms. The results of these investigations helped transform the Pipeline and Hazardous Materials Safety Administration into a science-based, data-driven Agency. For over 30 years, Joe Connelly has proudly served the American people as a member of the legislative and executive branch. He has made safety his life's work and has contributed immeasurably to the safe transportation of hazardous materials throughout the United States. I would like to recognize Ryan C. Seiger for his 12 years of service to the Subcommittee on Water Resources and Environment, the last 4 of which he served as Staff Director and Senior Counsel. Ryan has been a thoughtful and dedicated advocate for improving the overall environmental health of the nation for future generations and for taking the steps necessary to achieve the Clean Water Act's goals of ``fishable and swimmable'' waters. He has a deep understanding of the challenges that remain in protecting the Nation's waters, and has served this country well in exploring innovative ways to overcome these challenges. I also want to express my gratitude for his encyclopedic knowledge of water resource law, which served us so well in his role as lead House negotiator on the Water Resources Development Act of 2007. Thanks to his work and the work of the rest of the Subcommittee staff, Congress was able to achieve what was only the 107th successful override of a Presidential veto in the history of the nation. Finally, Madam Speaker, I want to thank Navis Bermudez for her service as Professional Staff to the Subcommittee on Water Resources and Environment. Despite the fact that she has only been with the Subcommittee for the past year, her service to the Committee and to the Congress has been exemplary. During this year, Navis helped the Committee develop and move legislation (H.R. 3534) to address many of the legal shortcomings of the Oil Pollution Act and the Clean Water Act that were exposed by the Deepwater Horizon oil spill disaster. Navis has also been integral in Congressional efforts to reauthorize and strengthen several of the Environmental Protection Agency's targeted watershed programs, including House passage of legislation to reauthorize the National Estuaries Program (H.R. 4715), and efforts to reauthorize EPA's Long Island Sound and Chesapeake Bay program offices. Navis has proven to be a strong advocate for protecting the nation's water-related environment, and has performed her job with professionalism and competence. Madam Speaker, the people I have mentioned here are part of the Committee's professional staff. There are many others who perform administrative duties that are equally important to the work done by the Committee. I intend to recognize their contribution in a subsequent statement.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I offer my very sincere and genuine personal gratitude to the gentlewoman from Minnesota, Ms. McCollum, and to the gentleman from Minnesota, Mr. Peterson, for cosponsoring this Special Order. Never have I been the subject of a Special Order. It is a true and unique honor, and I am grateful for all those who have taken time to come this evening to express thoughts about my service in the Congress, especially those of our Minnesota delegation and the gentleman from Minnesota, Mr. Walz, who is here, and our two Senators, Senator Amy Klobuchar and Senator Al Franken. I am grateful to them for making the trip across the divide between the two bodies. The most memorable moment for me was the day that Senator Hubert Humphrey came at the invitation of Speaker O'Neill to address the House of Representatives. Never in the history of the House had a Senator been given that privilege, to address the House. And as Hubert Humphrey stepped at the Clerk's desk just below the Speaker's table, he looked across the expanse of this body and he said, ``Oh, you don't know how long I have wanted to be here.'' Of course, that is where the President stands to give his address to the Nation. It is, in my mind, the greatest privilege in life to be chosen by the people to serve in this greatest legislative body in the world. I have had the great honor to step into the hall of the mother of parliaments in London, the House of Commons in Canada, the Assemblee Nationale in France, the Bundestag in Germany, the Great Hall of the People in Beijing, the Parliament of Australia for their first sitting in their new parliament in the 100th anniversary of Australia. But in all of those venues, they look to this dome and to this House as the voice of the people. I look back on years of service. They have been wonderful and inspiring years. My life has been touched by the people of the 8th District whom I have had this great privilege to represent. In the last 4 years, and I keep my report card with me of the 110th and 111th Congresses, we held 316 hearings, heard from 2,201 witnesses, and had 1,028 hours of hearings. We had 41 markups and 180 bills reported to the House, 276 passed by the House, and 179 public laws and resolutions. In our portion of the stimulus, I can account for 1,300,000 construction jobs, $4.5 billion in payroll, $919 million in taxes paid by those working on construction jobs across America, and 35,311 miles of pavement built during this period of the stimulus. Those are lasting benefits that will prove beneficial to future generations, and they are much like the rest of my body of work, that I can look back on my service and say I have given it my best, I have served the people to the best of my ability and to the gifts that the good Lord has given me and that my parents stimulated in me. But at this juncture in these closing hours of this Congress, I am reminded of Adlai Stevenson addressing a college graduation. He said to the graduates, ``As you leave, remember why you came.'' Why I came was to serve the people, the needs of their respective families, and to leave this district, to leave this House, to leave this Nation a better place than I found it. I hope I have achieved that goal.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 6510, to direct the Administrator of General Services to convey a property in Houston, Texas, to the Military Museum of Texas. The Military Museum of Texas is a non-profit organization with an all-volunteer staff that operates a small museum in Houston, Texas, on land owned by the United States Government. The Museum has been operating on this property since 2004, paying a very nominal rent under an agreement with the State of Texas, which in turn had a use agreement with the General Services Administration, GSA. In 2009, GSA determined that it did not have a need for the property, and, following normal federal procedures, reported the property as excess to its needs. The GSA Office of Property Utilization and Disposal then screened the property with other federal agencies for possible use, and determined in January 2010, that the property was surplus to federal needs. In June 2010, the State of Texas formally notified GSA that it, too, had no need for the property. H.R. 6510 directs the GSA Administrator to convey this property to the tenant who has been in occupancy for the last 6 years, the Military Museum of Texas, for the fair market value of the property in its current use as a museum. The conveyance, by a provision in this bill, will include a covenant restricting the use of the property to its current use as a museum. If the Museum wants to abrogate the restrictive covenant, the Museum must pay GSA the fair market value of the property in its highest and best use. The provisions of the bill are fair and reasonable, and protect the interests of the U.S. Government, while affording the Military Museum of Texas the opportunity to end its tenant status and take ownership of this property. I urge my colleagues to join me in supporting H.R. 6510.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today to honor a man who has greatly served the transportation industry of this nation, William, Bill, W. Millar, the president of the American Public Transportation Association, APTA. A well-known expert in the field of public transportation policy, planning, and operations, Bill's illustrious career spans nearly 40 years. Bill has been at the helm of APTA for the last decade and a half, during which he expanded APTA's reach and effectiveness, achieved many legislative victories, and worked to dramatically increase federal investment in public transportation. He has published numerous articles, spearheaded important transit initiatives and events, and has testified frequently before the U.S. Congress, including many cherished appearances before the Committee on Transportation and Infrastructure. Bill lives in Falls Church, Virginia, with his wife and two children and commutes to work on Washington's Metrorail system. Bill began his career in public transportation as the county transportation planner in Lancaster, Pennsylvania, after having earned a B.A. from Northwestern University and an M.A. from the University of Iowa majoring in urban transportation planning and policy analysis. In 1973, Bill joined the Pennsylvania Department of Transportation, PennDOT, where he developed and managed Pennsylvania's Free Transit Program for Senior Citizens and led PennDOT's rural public and community transit efforts. The bulk of Bill's career was spent with the Port Authority of Allegheny County, the principal transit operator serving Pittsburgh, Pennsylvania. Here, Bill served in various positions for nineteen years, most notably as its executive director from 1983-1996. During his tenure, Bill oversaw the development and operation of bus, busway, light rail, paratransit, and inclined plane service. He founded Pittsburgh's award-winning ACCESS paratransit service, and in 1987 he received APTA's Jesse Haugh Award for Transit Manager of the Year. Throughout his career, Bill Millar has been a strong supporter of transportation research, and is the recipient of the Founding Father Award for his leadership in establishing the Transit Cooperative Research Program, TCRP. He has been a member of the executive committee of the Transportation Research Board, TRB, for many years, served as its Chair in 1992, and received TRB's W.N. Carey, Jr. Distinguished Service Award in 1999. Bill also serves on advisory committees of several university transportation research institutes, and is a recipient of many awards, including the Pattison Partnership Award from the Intermodal Passenger Institute, 2001, and Railway Age's Graham Claytor Award, 2006. Thus, Madam Speaker, I rise today in tribute to and with gratitude for Bill Millar's service to the public transportation sector and the American people. All of us in the transportation community congratulate Bill on his prestigious career, and wish him and his family the best in the years ahead.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise today in strong support of H.R. 3082, the ``Full-Year Continuing Appropriations Act, 2011.'' This legislation includes extensions of Federal-aid highway, public transit, highway and motor carrier safety, and aviation programs. The timely consideration of this measure is especially critical given that the current extensions of these transportation programs lapse on December 31, 2010. Division B of this bill extends the current surface transportation programs for nine months, providing a total investment level of $54.8 billion for these programs in fiscal year 2011. This investment includes $42.3 billion for the Federal-aid highway program and $10.5 billion for Federal transit programs. The extension of surface transportation programs provides continuity of funding for infrastructure projects, cutting-edge research, and highway safety programs across the country that are putting Americans to work, saving lives, and fostering economic prosperity for businesses and consumers alike. An extension of current programs and funding levels is a far cry from my preferred approach to addressing the nation's growing surface transportation challenges. Meeting the overall needs of the system and developing a 21st century surface transportation network worthy of being passed on to future generations can only be accomplished through the passage of a robust and transformational long-term surface transportation authorization act. However, extending these programs through the end of the fiscal year will provide States, localities, and public transit agencies with the degree of certainty necessary to move forward with their capital programs while Congress continues to work toward passage of a long-term surface transportation authorization bill. I am also very pleased that Division B addresses a concern that I have raised with the Hiring Incentives to Restore Employment (HIRE) Act (P.L. 111-147) regarding the programmatic distribution of formerly earmarked funds that disproportionately benefited certain highway formula programs at the expense of other formula programs. Division B distributes additional formula funds to States in lieu of additional Congressionally-designated funding. However, the HIRE Act distributed these additional funds to only six of the 13 Federal-aid highway formula programs. This extension act will instead distribute these funds among all 13 highway formula programs. This change ensures that seven programs: the Appalachian Development Highway System; Rail-Highway Grade Crossing; Equity Bonus; Recreational Trails; Safe Routes to School; Coordinated Border Infrastructure; and Metropolitan Planning programs, receive additional funding in fiscal year 2011. This approach is consistent with the approach taken in the 12 surface transportation extension acts enacted between 2003 and 2005, which distributed these additional funds through all Federal-aid highway formula programs. In addition, H.R. 3082 includes an amended version of H.R. 5730, the ``Surface Transportation Earmark Rescission, Savings, and Accountability Act,'' which passed the House on July 27, 2010, by a vote of 394-23. H.R. 3082 eliminates unobligated balances for approximately 300 Member-designated projects contained in previous surface transportation authorization acts, including every surface transportation authorization act of the past two decades. The bill clears the books of projects that will not go forward and saves taxpayers more than $600 million. I thank the gentlewoman from Colorado (Ms. Markey) for introducing H.R. 5730 and working to ensure its inclusion in the bill before us today. Specifically, the bill: Rescinds all remaining highway earmarks designated in the Surface Transportation and Uniform Relocation Assistance Act of 1987 (STURAA) (P.L. 100-17); Rescinds all remaining highway earmarks designated in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) (P.L. 102-240); Rescinds all highway projects designated in the Transportation Equity Act for the 21st century (TEA 21) (P.L. 105-178) that have not obligated at least 10 percent of the funds authorized for the project; and Rescinds all High Priority Project program funds authorized by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) (P.L. 109-59) that were not designated for use on a specific project. Division C of the bill extends aviation programs, taxes, and Airport and Airway Trust Fund expenditure authority through September 30, 2011. These provisions will ensure that Federal Aviation Administration, FAA, programs continue without interruption pending enactment of a long-term FAA reauthorization bill. As I have said many times over the past four years, the House has done its part to move FAA reauthorization legislation forward, only to be stymied by the Senate. In the event that a long-term FAA reauthorization bill is not enacted prior to the end of the 111th Congress, this extension act, which authorizes FAA programs through the end of the current fiscal year, will provide a measure of stability and certainty to FAA programs. Finally, the bill extends all requirements and conditions of the Federal surface transportation and aviation programs, including provisions regarding the utilization of disadvantaged business enterprises, DBE. DBE provisions have been applicable to the Department of Transportation's financial assistance programs since 1980, and are designed to ensure nondiscrimination in the award and administration of DOT-assisted contracts. On March 26, 2009, the Committee on Transportation and Infrastructure held a hearing entitled ``The Department of Transportation's Disadvantaged Business Enterprise Programs.'' During the hearing, the Committee reviewed a large volume of recent evidence of race and gender discrimination from numerous sources. This evidence demonstrated that discrimination across the nation poses a serious obstacle to full and fair participation in highway, transit, and airport construction projects of women business owners and minority business owners, and provides a strong basis in evidence that there is a compelling need for the continuation of the disadvantaged business enterprise program to address race and gender discrimination in these transportation construction projects. Based on the Committee's continuing oversight of the DBE program, Congress specifically finds that the DBE provisions are narrowly tailored to achieve a compelling governmental interest. Mr. Speaker, I ask my colleagues to join me in supporting H.R. 3082, the ``Full-Year Continuing Appropriations Act, 2011.''

Mr. OBERSTAR

Mr. OBERSTAR. I thank the chairman for yielding time, and I thank Mr. Mica for his partnership in bringing yet another Transportation bill to the House floor in these waning hours of the session. I wish with all my heart we didn't have to be here and that the other body had acted on this measure in the 110th Congress and earlier in this Congress, but that's not the case, unfortunately. Without going into any detail or further reviewing of the inscrutable actions of the other body, I will just say that we are here again, doing our part in public service, carrying out our trust to the people of this country and to the cause of aviation in assuring that we continue the programs of aviation until such time--and hope continues in my heart and that of Mr. Costello, Mr. Petri, Mr. Mica, and, I think, of the whole aviation community--that we will be able to accomplish passage of the full authorization bill. We are headed for a billion passengers in the airspace of the United States. Last year, a billion people traveled by air worldwide. Three- fourths of them traveled in the U.S. airspace. We account for more air travel than all the rest of the world combined. To continue to provide the level of service needed for this engine of economic growth of aviation, which accounts for 9 percent of our gross domestic product, we need to prepare for the future. This legislation will provide the authorization for the Next Generation air traffic control technology to be implemented in time with the effectiveness that the FAA has always pursued and for the good purposes of aviation. It is important for us to persist until the very last hours of this Congress to ensure that the goals of aviation will be met; that safety in aviation will be provided at the highest possible level, as stated in the opening paragraph of the FAA Act of 1958; that we meet our trust to the flying public to ensure that the separation of aircraft at altitude will be conducted by the most robust, efficient, available technology; and that we prepare the groundwork for future growth in aviation. This legislation does it. It is a tribute to Mr. Costello and to Mr. Petri. They have worked together. Particularly, Mr. Costello has chaired the subcommittee and has bent himself to the effort. He has persisted rigorously in hearings, in meetings, in markup to fashion the best possible future for aviation. This bill is a monument to his service as chair of the Aviation Subcommittee. For that reason alone, it ought to be enacted by the Congress. For myself, this is a nostalgic moment. I think, unless we are here again on aviation, it is likely to be my last measure on which I will speak in this body. I thank my colleagues for their support. I thank our diligent, dedicated, and gifted committee staff, especially David Heymsfeld and Ward McCarragher, our full committee Chief of Staff and counsel, for the many, many years we have spent together; Stacie Soumbeniotis, who came onto the committee to become one of the most outstanding aviation professionals in this whole country; and many others whose names I will submit for the Record. I am grateful for their friendships, their partnerships, and to the people of my district for this opportunity to serve the great public good in this greatest legislative body in the world. Mr. Speaker, I rise in strong support of H.R. 6473, the ``Airport and Airways Extension Act of 2010, Part IV''. This bill ensures that aviation programs, taxes, and Airport and Airway Trust Fund expenditure authority will continue without interruption pending completion of long-term Federal Aviation Administration (FAA) reauthorization legislation. Because the long-term bill may not be completed before the current authority for aviation programs expires at the end of this month, H.R. 6473 is needed to extend aviation programs, taxes, and expenditure authority for an additional 3 months, through March 31, 2011. This 3-month extension is not intended as the final decision on how long an extension should be authorized if the long-term bill cannot be passed this month. The term of an extension is under House-Senate discussion. Because of the difficulties in passing any legislation this month, we thought it desirable to begin the process with 3 months as a placeholder. The most recent long-term FAA reauthorization act, the Vision 100-- Century of Aviation Reauthorization Act (P.L. 108-176), expired on September 30, 2007. Although the House passed an FAA reauthorization bill during the 110th Congress, and again in 2009, the Senate failed to pass an FAA bill until March of this year. The FAA has, therefore, been operating under a series of short-term extension acts, the most recent of which expires on December 31, 2010. Since passage of the Senate bill in March, we have been working diligently to resolve the differences between the House and Senate bills. As it stands now, the negotiated bill would provide the aviation sector with the stability of a multi-year authorization, safety reforms, record-high capital investment levels, acceleration of the Next Generation Air Transportation System effort, and a passenger bill of rights. Moreover, a comprehensive multi-billion dollar FAA reauthorization would create tens of thousands of well paying aviation sector jobs. Unfortunately, since July, the FAA reauthorization bill has been hung up in the Senate, primarily over a provision that would significantly increase the number of long-distance flights at Washington National Airport. We will continue to work as hard as we can on behalf of the American public for a strong, comprehensive FAA reauthorization bill, which I still remain hopeful that we can deliver this Congress. However, without the passage of either a multi-year authorization, or another extension, the FAA's capital, research, and airport grant programs would shut down after December 31, 2010, and thousands of FAA employees would be furloughed. FAA's authority to make expenditures from the Airport and Airway Trust Fund would also cease without an extension. Therefore, if we are unable to enact an FAA reauthorization bill, we need to ensure that the FAA will continue running properly without any disruption until such a bill is enacted. I urge my colleagues to join me in supporting H.R. 6473.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in support of H. Res. 1669, as amended, which congratulates the National Air Transportation Association (NATA) for celebrating its 70th anniversary. NATA was founded on December 28, 1940, at a critical moment in the development of general aviation in the United States. At its founding, NATA represented 83 aerospace companies whose leaders unified to represent the interests of general aviation before Congress. Today, NATA represents more than 2,000 member companies that own, operate, or service aircraft and provide for the needs of the traveling public by offering services and products to aircraft operators and others. General aviation stimulates local and regional economies and supports hundreds of thousands of jobs. H. Res. 1669 recognizes NATA's historical contributions to general aviation and congratulates NATA for celebrating its 70th anniversary. I urge my colleagues to join me in supporting this resolution.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in strong support of S. 3250, a bill to promote professionalism and competency among the ranks of individuals, both Federal employee and contractor, who operate and maintain building systems in Federal buildings. For a number of building operation functions and disciplines, the bill requires the Administrator of General Services, in consultation with other Federal agencies and building industry representatives, to identify core competencies and appropriate training and certifications, which will enable personnel working in these fields to demonstrate acquisition and mastery of the skills and knowledge that will help ensure that Federal buildings perform and are maintained in accordance with industry best practices. This Committee has been instrumental, through the American Recovery and Reinvestment Act, in providing the General Services Administration with $4.5 billion to upgrade Federally owned facilities with more energy efficient and sustainable building components and systems. S. 3250 is an effort to safeguard this investment, as well as other Federal investment in energy-efficient building infrastructure, to ensure that this infrastructure is well maintained and operating at peak performance. Findings by the Government Accountability Office and the National Research Council indicate that, over a building's full life cycle, operations and maintenance expenses account for 60 to 85 percent of the total cost of a facility, compared to 10 percent for initial design and construction. These findings underscore the importance of optimizing the performance and care of building equipment and components which play a vital role in the energy efficiency of facilities. By establishing core competencies for building operations personnel, S. 3250 enhances the likelihood that this optimization occurs. The bill has the support of the High-Performance Building Congressional Caucus Coalition, and over 40 building industry associations and professional societies. Moreover, this legislation helps support energy efficiency goals established for Federal buildings in the Energy Policy Act of 2005 and the Energy Independence and Security Act of 2007. On July 29, 2010, the Committee on Transportation and Infrastructure met in open session to consider the House version of this bill, H.R. 5112, and ordered the bill reported favorably to the House by voice vote. I urge my colleagues to join me in supporting S. 3250.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise in support of H.R. 6184, as amended, a bill to amend section 214 of the Water Resources Development Act of 2000, to extend the authority of the Secretary of the Army to accept funds from non-Federal public entities for the consideration of permits under the Clean Water Act and the Rivers and Harbors Appropriation Act of 1899. I applaud the efforts of the gentleman from Washington (Mr. Larsen) for introducing this bill, and for his efforts to codify the recommendations of the Government Accountability Office (GAO) to avoid any potential conflicts-of-interest in the implementation of this authority. Since its enactment, the Committee on Transportation and Infrastructure has been carefully monitoring the implementation of the section 214 authority. While this authority is very popular for those public entities that have used it, the Committee has expressed concern that allowing a regulated entity to contribute to the cost of its regulator has the potential to affect the objectivity of that regulator. This would be contrary to the intent of the Clean Water Act and the Rivers and Harbors Act of 1899, and contrary to the intent of Congress in enacting the section 214 authority. In recognition of this concern, I requested that GAO review the Corps' implementation of the section 214 program. In May 2007, GAO released a report, Waters and Wetlands: Corps of Engineers Needs to Ensure That Permit Decisions Made Using Funds from Nonfederal Public Entities Are Transparent and Impartial (GAO-07-478), which demonstrated significant variability on the implementation of the section 214 program among the Corps District offices that had experience with the program. This report recommended that the Corps implement a series of measures to avoid any potential conflict of interests in carrying out its regulatory responsibilities. Several of the concerns raised by GAO are addressed in the amendments to section 214 made by this bill. First, H.R. 6184 amends section 214 to clarify that the Secretary may only utilize this authority for the consideration and review of permits related to projects for a public purpose. The May 2007 GAO report noted that one Corps District had allowed a public entity to request the Corps review a private company's permit application under section 214. This is contrary to the intent of the section 214 program, which was created to allow non-Federal public entities to utilize the program to expedite the review of permits for projects for a public purpose, such as the construction of port facilities or public water supply projects. H.R. 6184 clarifies that the Corps may not utilize the section 214 authority to consider and review permit applications for projects or activities that primarily benefit private individuals or companies. The intent of this provision is to prohibit public entities from acting as a liaison for expedited review of private development projects, which should, more appropriately, be pursued under the traditional regulatory review process. Second, this legislation adds a new subsection to codify a ``higher- order review'' requirement under the section 214 program. This provision requires the Corps to have all permits considered under this expedited authority be reviewed by a more senior Corps official, such as the Corps District Commander, or his designee. This recommendation is consistent with the findings of the May 2007 GAO report, and consistent with the Corps' implementation guidance for the section 214 program. In carrying out this ``higher-order review'' authority, the Corps is directed to include information on what higher-order review was undertaken in its public disclosure of permits reviewed under this authority. In addition, funds contributed under section 214 by non- Federal public entities cannot be used to carry out the higher-order review requirements of this subsection. In addition, H.R. 6184 adds a new subsection that directs the Secretary to make all final permit decisions carried out using section 214 funds available to the public, including on the Internet. This recommendation is consistent with the findings of the May 2007 GAO report. However, in a February 2010 follow-up report that I requested, GAO noted that the Corps had ``fallen short in two significant oversight areas,'' including improving the transparency of decision making to the public by clearly posting public notices of funding decisions on District Internet sites. This legislation codifies the requirement for public disclosure for each and every permit that utilizes the 214 authority. To the maximum extent practicable, the Corps should make these permit decisions easily accessible and searchable on its website. Finally, this legislation extends the authority for the Secretary of the Army to utilize the section 214 program through December 31, 2016. Madam Speaker, the section 214 program was established in 2000 with the goal of expediting the permitting review process for both those parties that utilize the 214 authority, and those that do not. This is a laudable goal, but one that has been elusive to date for a myriad of reasons. The additional safeguards called for in H.R. 6184 should help reduce the potential conflicts-of-interest between the regulators and the regulated community that are inherent in allowing contributions to the regulatory review process. However, this Committee should continue to oversee the implementation of the accountability measures called for by GAO and others to ensure that use of the section 214 program does not compromise the integrity of the regulatory process and finally achieves its goals of expediting the permit review process for all. Madam Speaker, the text of this legislation was included as part of H.R. 5892, the ``Water Resources Development Act of 2010'', which the Committee on Transportation and Infrastructure ordered reported by voice vote on July 29, 2010. While my hope would have been to move the 214 extension as part of a broader water resources development bill, this does not seem possible in the remainder of the 111th Congress. I urge my colleagues to join me in supporting H.R. 6184.

Mr. OBERSTAR

Mr. OBERSTAR. Madam Speaker, I rise today to introduce H.R. 6464, the ``Firefighter Safety Enhancement Act of 2010''. This bill helps address the needs of this country's dedicated heroes--our firefighters--who risk their lives every day as they race to save ours. Many of these brave men and women, whether they are volunteer, on-call, or career firefighters, are in dire need of new and up-to-date fire stations and training facilities. We truly need to address this matter, because their duties already place firefighters' lives and health in danger, and we should not allow them to work in facilities that also put them at risk. I have seen firsthand in my own district that our fire stations are deteriorating and many are beyond repair. In Virginia, Minnesota, the fire station is more than 100 years old. It was originally designed for horse-drawn apparatus, and the floor is so stressed that giant timbers have been used to support the structure so the fire engines do not fall through the floor into the basement. In Pine City and Hoyt Lakes, Minnesota, the fire stations outlived their usefulness decades ago. We expect our Nation's firefighters to protect us, and yet we have not provided them with the necessary fire stations and training facilities that help us protect them. When he was running for President a number of years ago, Senator John Kerry said, ``we shouldn't be opening firehouses in Baghdad and closing them down in our own communities.'' That message remains as true today as it was then. I urge my colleagues to join me in supporting H.R. 6464, the ``Firefighter Safety Enhancement Act of 2010''.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise today in support of H. Res. 1648, the annual National Adoption Day and National Adoption month resolution. I would like to thank my colleagues on the House Ways and Means Committee for their work to bring this resolution to the Floor, and I want to commend in particular, my friend Jim McDermott, the Chairman of the Income Security and Family Support Subcommittee, for his leadership on adoption, foster care and child welfare issues. Adoption has been an essential part of my life and legislative service since 1968, when my late wife, Jo, unsuccessful in our hope for biological children, turned enthusiastically to adoption. Like all prospective adoptive parents, we completed the paperwork and the home study process--which every adoptive parent can remember. We were overjoyed to welcome home our adorable 3-week old son Ted in 1968. Jo and I had no doubt that since we made the decision to accept as our own, one of God's children, that He blessed us with Noelle, Annie and Monica. For these past 36 years, I have reveled in wearing my legislative hat, as a Member of Congress, as an advocate for effective public policy to eliminate the barriers to adoption and the need to work on behalf of children and families to promote this life-affirming experience. Adoption has made enormous strides in these 36 years. In the late 1970s, I had the opportunity to bend the ear of President Carter with my radical proposal for an adoption deduction that would be equivalent to the cost of childbirth. In the 1980s, I joined with my former colleague, Tom Bliley, to create the Congressional Coalition on Adoption. In the 1990s, we enacted the $5,000 tax credit for adoption and in 2001, we were successful in doubling the adoption tax credit to $10,000. That same year, we created CCAI, the Congressional Coalition on Adoption Institute, to enhance our adoption advocacy. As part of that advocacy, CCAI is one of the sponsoring organizations for National Adoption Day that celebrates the adoption finalization for thousands of families. National Adoption Day also raises awareness for the 114,000 children in foster care who are available for adoption and are seeking their ``forever family.'' I also want to commend the following sponsors for their leadership in promoting National Adoption Day: The Alliance for Children's Rights, Casey Family services, Children's Action Network, the Dave Thomas Foundation for Adoption, and the Freddie Mac Foundation. I also want to express my appreciation for the work of my Legislative Director, Chip Gardiner, who has been a great advocate for the cause of adoption for the past 25 years. It is fitting and proper for the House of Representatives to approve this resolution in November which is National Adoption Month and National Adoption Day which will take place this year on Saturday, November 20. As families prepare to celebrate Thanksgiving next week, National Adoption Day is held the Saturday before Thanksgiving as we celebrate this very special day when the dream of family has been realized for so many Americans. This year, more than 350 events will take place across all 50 states and Washington, D.C. to finalize over 4,500 adoptions from foster care. When I have the opportunity to share my personal experience of adoption, I am reminded of the words of the Nobel Prize-winning Chilean poet, Gabriella Mistral. ``We are guilty of many errors and faults, but our worst crime is abandoning children, neglecting the fountain of life. Many things we need can wait; the child cannot. To the child, we cannot answer: `Tomorrow' The child's name is `Today!' '' Today, let us reaffirm our support to assist the thousands of children in America in foster care who seek the love, support and stability of a family.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I ask unanimous consent that the Committee on Natural Resources be discharged from further consideration of the bill (S. 3802) to designate a mountain and icefield in the State of Alaska as the ``Mount Stevens'' and ``Ted Stevens Icefield'', respectively, and ask for its immediate consideration in the House.

Mr. OBERSTAR

Mr. OBERSTAR. I thank the gentleman for yielding and compliment the gentleman from Alaska, Mr. Speaker, for his decades of advocacy for and in support of the United States Coast Guard. My unanimous consent request to agree to H.R. 3619 with the Senate amendments corrects two errors in the drafting of H.R. 3619, the Coast Guard Authorization Act of 2010, which passed the House last night on a voice vote. If the gentleman would allow, I would further yield to Chairman Cummings to explain in a couple of paragraphs the substance.

Mr. OBERSTAR. Mr. Speaker, I ask unanimous consent to take from the Speaker's table the bill (H.R. 3619) to authorize appropriations for the Coast Guard for fiscal year 2010, and for other purposes, with the Senate amendments to the House amendment to the Senate amendment thereto, and concur in the Senate amendments to the House amendment to the Senate amendment.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 5717, the ``Smithsonian Conservation Biology Institute Enhancement Act''. H.R. 5717, as amended, authorizes the Smithsonian Institution to expand the National Zoological Park facility in Front Royal, Virginia, in furtherance of conservation biology research, education and training. Specifically, this legislation will authorize the Smithsonian to: renovate a building to be used primarily for classroom and laboratory space; enter into agreements that will enable third party strategic partners to construct and operate housing and food service facilities on Smithsonian property; and plan, design, and construct animal holding facilities--all at the Front Royal property. The building renovation project is to be funded equally by Federal appropriation, in the amount of $5 million, and by Smithsonian trust sources. The housing and food service facilities are to be funded entirely by third-party financing. The animal holding facility is to be funded entirely from Smithsonian trust sources (i.e., non-Federal sources). The plans and cost estimates for the building renovation project, for which Federal funding is sought, have been carefully reviewed by the Committee on Transportation and Infrastructure. The Committee finds the plans and estimates to be reasonable and in consonance with the Smithsonian mission to increase the diffusion of knowledge. Further, the Smithsonian's plans to partner with a third party, in this particular case, George Mason University, to shoulder the capital and operating costs of the residential and food service facilities, is a sensible and business-savvy way to further the Smithsonian's scientific and educational reach. I urge my colleagues to join me in supporting H.R. 5717.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise in support of H.R. 6016, as amended, the ``Audit the BP Fund Act of 2010''. This legislation requires the Government Accountability Office (GAO) to undertake an ongoing audit and investigation of the BP Oil Spill Victims Compensation Fund (Fund). This bill authorizes GAO to use its subpoena power to ensure that victims of the oil spill are provided with compensation in a timely manner, the claim amounts are determined accurately, and the operations process occurs effectively. GAO will be required to report its findings to Congress every 90 days until the operations of the Fund are completed, in approximately three years. The BP Deepwater Horizon oil spill caused immeasurable damage both to the livelihoods of the Gulf coast population and to the Gulf coast ecosystem. From the outset, BP volunteered that it would compensate victims of the spill. This summer, the White House secured a legally- binding commitment from BP to establish a $20 billion fund to compensate victims of the spill. A central element of this Fund is that any fines and penalties that may be levied against BP and its partners shall remain wholly separate from the Fund itself. BP has also committed to honor any legitimate claims that would result in expenditures above and beyond the agreed-upon $20 billion. The challenge with any victims compensation fund is determining who gets --what, and how much. The agreement brokered by the White House creates an entity known as the Independent Claims Facility (ICF) to establish and implement a process by which claims will be evaluated and distributed. The White House and BP agreed that Kenneth Feinberg would be appointed to run the ICF and oversee the claims process. Mr. Feinberg was the Special Master in charge of the September 11th Victims Compensation Fund. His performance in that very difficult undertaking was widely praised. As a result--and based on his other professional experiences--Mr. Feinberg is certainly the logical choice to run the ICF fund. While we do not doubt Mr. Feinberg's capacity and willingness for ensuring that the BP Oil Spill Victims Compensation Fund claims process occurs in an irreproachable manner, the BP spill was very much a matter of national interest and concern. This legislation will provide an oversight mechanism to ensure that the commitments of BP, negotiated by the White House, are fulfilled by all parties, and that--most importantly--those that have suffered financial misfortune are duly compensated. GAO has a long history of auditing programs. As such, it is well- situated to bring its experience to bear and report its findings to Congress. This legislation requires that the Comptroller General report to Congress every 90 days. This reporting requirement will keep Congress abreast of the effective workings of the Fund--but will also not overburden GAO's resources. I urge my colleagues to join me in supporting H.R. 6016.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise today in strong support of H.R. 3960, as amended, the ``Residential and Commuter Toll Fairness Act of 2010''. The bill, introduced by the gentleman from New York (Mr. McMahon), clarifies the existing authority of, and as necessary provides express authorization for, public authorities to offer discounts in transportation tolls to residents of communities faced with limited transportation access and heavy toll burdens. I have long been concerned about the high cost that highway or bridge tolls may impose on those who lack transportation alternatives. H.R. 3960 helps to respond to these concerns. A number of communities across the nation have limited transportation access because the communities are located on islands, peninsulas, or other geographically-constrained areas. Furthermore, residents of, and commuters into, some of these localities face bridge tolls every time they enter or depart their communities. Due to geography and the presence of tolls, residents and commuters in these communities often pay far more for transportation access than residents and commuters in other areas. Such increased transportation costs can impose a significant and unfair burden on these ``captive toll payers.'' To address this inequality, and to reduce the undue financial hardship on these individuals, a number of localities have implemented programs that offer residentially-based toll discounts. The Federal Highway Administration recognizes the authority of States and localities to operate these toll discount programs. H.R. 3960 does not mandate the use of residentially-based toll discount programs. It simply makes clear that Federal law allows public authorities to offer these programs to captive toll payers. In short, this bill reinforces the right of communities to reduce the extreme toll burdens borne by captive toll payers, and it does so without infringing on any State or local laws or existing programs. I urge my colleagues to join me in supporting H.R. 3960. Mr. LoBiondo. I yield back the balance of my time.

Mr. OBERSTAR

Mr. OBERSTAR. Mr. Speaker, I rise today in strong support of H.R. 3619, as amended, the ``Coast Guard Authorization Act of 2010''. This bill is a comprehensive bill that will enable the Coast Guard to continue to perform and meet its daily demands, allowing it to continue to be defined as the world's premier maritime service. H.R. 3619 passed the House on October 23, 2009, and the Senate passed its version of the bill by unanimous consent on May 7, 2010. Over the past several years, the Coast Guard has fought international terrorism, defended Iraqi pipelines, patrolled for pirates in the Arabian Sea, saved thousands of lives during Hurricane Katrina, and is now leading the response effort to the largest oil spill in U.S. history. It is now time to provide the Coast Guard with the support that it needs to take care of its employees and carry out its everyday missions. At the same time, we need to make long overdue reforms, which will enhance the Coast Guard's ability to carry out its important responsibilities for maritime safety and security, and protection of the environment. The bill that we consider today will carry out these objectives. After a long period of negotiation, we are in agreement with the Senate on a bipartisan basis. I am hopeful that following our passage, the Senate will pass the bill before the recess. It will be one of the major accomplishments of the 111th Congress. H.R. 3619 authorizes $10.2 billion for the Coast Guard, of which $6.9 billion is for operations and maintenance and $1.6 billion is for Acquisition, Construction, and Improvements (including $1.2 billion for the Deepwater program). The Coast Guard is also authorized to increase its end strength by 1,500 personnel to a total of 47,000. In addition, H.R. 3619 incorporates other provisions addressing marine safety, port security, the Coast Guard's management structure, and acquisition reform. H.R. 3619 makes administrative changes to the Coast Guard, including creating the position of District Ombudsman in each Coast Guard district to serve as a liaison between the Coast Guard and the maritime community. It also authorizes the reimbursement of medical-related travel for Coast Guard personnel who live in remote locations and grants access to the Armed Forces Retirement Home system to Coast Guard veterans. In addition, this administrative title authorizes active duty Coast Guard personnel who are assigned in support of a major disaster or spill of national significance to retain leave and authorizes the Coast Guard to retain and promote officers that have specialized skills to meet the needs of the Coast Guard. H.R. 3619 also makes changes to laws applying to shipping and navigation. It contains provisions that establish a civil penalty for the possession of controlled substances on vessels. Further, H.R. 3619 requires the Commandant of the Coast Guard and the Administrator of the Environmental Protection Agency to study new technologies for reducing emissions from cruise and cargo vessels, including measures to help ensure safe and secure shipping in the Arctic. While the Coast Guard has made significant improvements in strengthening its acquisition workforce, H.R. 3619 requires the implementation of acquisition-related policies and procedures and personnel standards that will build on the acquisition reform efforts that the service has already undertaken. H.R. 3619 establishes training and experience standards for acquisition personnel and requires the Commandant of the Coast Guard to select a Chief Acquisition Officer who meets prescribed training and experience standards. In addition, title IV of H.R. 3619 establishes an Acquisition Directorate within the Coast Guard with a defined mission and a workforce dedicated to performing acquisition functions. H.R. 3619 modernizes the Coast Guard by reorganizing its senior leadership and establishing career tracks for its members to develop expertise in a specific Coast Guard mission. It is imperative for the Coast Guard to sustain a marine safety program that is capable of preventing maritime casualties, mitigating circumstances of casualties, and maximizing the lives of a crew in the event of a casualty. Therefore, H.R. 3619 modernizes the management of the service's marine safety program and requires minimum qualifications for marine safety personnel. It also requires the Coast Guard to develop a long-term strategy for improving vessel safety, and authorizes creation of centers of expertise for marine safety. In addition, H.R. 3619 enhances marine safety by establishing safety equipment and construction standards for uninspected commercial fishing vessels operating beyond three nautical miles of the coast of the United States. It requires fishing vessels of certain sizes and those that undergo substantial changes to comply with loadline regulations. H.R. 3619 also requires ``safety management systems'' on certain passenger vessels that establish safety and environmental protection policies and procedures for reporting accidents and responding to emergency situations. Further, it permits seamen who suffer discrimination because they report safety violations to use the same Department of Labor complaint process that is currently available to workers in the other transportation modes. Focusing on improving oil pollution prevention, H.R. 3619 requires the Coast Guard to conduct a study and issue regulations to reduce the risk of oil spills during transfers of oil between vessels. In addition, H.R. 3619 extends liability for oil spills to the owners of cargo shipped on single-hulled vessels and amends the Oil Pollution Act of 1990 to extend to tank vessels of 100 gross tons or more the requirement to show financial responsibility for oil spills. In addition, H.R. 3619 enhances port and cargo security through the establishment of the America's Waterway Watch Program to promote voluntary reporting of activities that may indicate a threat or an act of terrorism. It also requires the Secretary of Homeland Security to establish, as needed, specialized deployable response teams to protect vessels, port facilities, and cargo. Furthermore, H.R. 3619 increases the Coast Guard's capacity with respect to canine teams and authorizes the Coast Guard to assist foreign port facility operators to meet international port security standards. This port security provision also prohibits approval of port facility security plans for new facilities unless the Secretary determines that sufficient security resources are available, and requires the Secretary to coordinate with owners and operators of port facilities to allow workers who have applied for a transportation workers' security card and are awaiting issuance to be escorted into secure or restricted areas of a port facility. H.R. 3619 also includes several miscellaneous provisions as follows: Changes the penalties payable by operators of certain cruise ships for nonpayment of wages in class action suits; Limits the liability for monetary damages of individuals who use or authorize the use of force to defend a vessel against piracy; and Strengthens, under certain conditions, criminal penalties for failing to heave to, obstructing Coast Guard boardings, and providing false information to the Coast Guard particularly for those vessels that are driven at an excessively high rate of speed to avoid enforcement of our immigration laws. H.R. 3619 also aligns U.S. law with the International Convention on the Control of Harmful Anti-Fouling Systems on Ships, 2001, and prohibits the sale, distribution, or manufacture of organotin or antifouling systems containing organotin. Mr. Speaker, H.R. 3619 gives the hard-working men and women of the Coast Guard the tools and the direction that they need to continue as the world's leading maritime agency. I urge my colleagues to join me in supporting H.R. 3619. I yield back the balance of my time.

Mr. OBERSTAR. I yield myself the balance of my time. Again, in addition to Mr. Cullather, there are staff on the Republican side of the committee and other members on the majority side who have all worked together diligently. These have been stressful times these last several weeks as we worked to craft a bill that could pass the other body and overcome several reservations and objections raised. We have accomplished that. We have done that in a bipartisan fashion and have brought to the House, and I think directly through the Senate to the President--it should go to the President this week and be signed, this authorization for the U.S. Coast Guard. Again, it will be the culminating work of John Cullather in his service to the committee and to the Congress. I know, having served on the staff, without our dedicated, seasoned, career professional staff, we members of Congress would have a very difficult time accomplishing our work. I thank you on both sides for your splendid contributions, and to John Cullather, Semper Paratus.

Mr. OBERSTAR. I yield myself such time as I may consume. Mr. Speaker, I will conclude on our side recognizing and acknowledging the splendid work and the diligent effort of the gentleman from Maryland (Mr. Cummings) who is the chair of the Coast Guard Subcommittee. He devoted an enormous amount of time, hours of effort in hearings, one of which went for 10 hours on the Coast Guard procurement program where we had to hear in great detail the failure of allowing the private sector to self-certify, in effect. That was a massive failure of the procurement system. We went into great detail. Mr. Cummings spent an enormous amount of time and effort. Mr. LoBiondo as well gave his expertise, his years of seasoning and understanding of the Coast Guard's work. We passed major procurement reform. The Senate passed it, and we do not have to include that language in this legislation. Those reforms are moving into place. We are not going to repeat those mistakes of the past. It was necessary to make those changes. It was urgent for the integrity of the Coast Guard and for its successful operation. And all through this, the gentleman from New Jersey (Mr. LoBiondo) who was a partner, he regularly participated in all of the subcommittee hearings and our markup and lent great expertise to the final product of the committee. For that, I am enormously grateful and recognize and acknowledge his splendid contribution. Mr. Speaker, I yield to the gentleman from Michigan (Mr. Stupak) such time as he may consume.

Mr. OBERSTAR. Mr. Speaker, I yield myself such time as I may consume. The Coast Guard Authorization Act of 2010 is a bill this committee has worked on for the past 4 years, actually 6 years, starting in the time of the Republican majority, when our committee was united, our committee was unified behind this bill but we couldn't get the other body to act upon it. We have now happily been able to do so. The bill will enable the Coast Guard to continue to perform and meet its daily demands, allowing it to continue to be defined as the world's premier maritime service. Over the past several years, the Coast Guard has fought international terrorism, defended Iraqi pipelines, patrolled for pirates in the Arabian Sea, saved thousands of lives during Hurricane Katrina, and is leading the response effort to the largest oil spill in U.S. history. We must provide the Coast Guard with the support it needs to take care of its staff and carry out its everyday missions. We also need to make long overdue reforms that will enhance the Coast Guard's ability to carry out its important responsibilities for maritime safety, for security, and protection of the environment. The bill we consider today carries out those objectives. Mr. Speaker, I reserve the balance of my time.

Mr. OBERSTAR. Mr. Speaker, I move to suspend the rules and agree to the resolution (H. Res. 1665) providing for the concurrence by the House in the Senate amendment to H.R. 3619, with amendments.