Albuquerque International Sunport, NM Allen C. Thompson Field, MS

Anaconda Airport, MT Anchorage International Airport, AK Ann Arbor

Municipal Airport, MI Birmingham International Airport, AL Bishop

Airport, MI Bismarck Municipal Airport, ND Brunswick County Airport, NC

Burlington-Alamance Regional Airport, NC Burns Airport, OR Butler County

Airport, PA Capital City Airport, MI Chautauqua/Jamestown Airport, NY

Chicago Midway Airport, IL Chignik Lagoon Airport, AK Clarence E.

Hancock Airport, NY Clarks Point Airport, AK Colorado Springs Airport,

CO Concord Regional Airport, NC Creve Coeur Airport, MO Dane County

Regional Airport, WI Deer Lodge Airport, MT Erie International Airport,

PA Eufaula Airport, AL Fairbanks International Airport, AK Felts Field

Airport, WA General Carl A. Spatz Airport, PA Global Transpark, NC

Golden Triangle Regional Airport, MS Grand Rapids, Kent County Airport,

MI Greater Baton Rouge Airport, LA Greensboro-High Point-Winston

Regional Airport, NC Halifax County, NC Hays Municipal Airport, KS

Helena Regional Airport, MT Huntsville International Airport, AL Jackson

International Airport, MS Kahului International Airport, HI Karluk

Airport, AK Kent County Airport, MI Lacrosse Municipal Airport, WI

Lansing Capital City Airport, MI Lancaster Airport, PA Lee Summit

Municipal Airport, MO Madison County Airport, AL Manistee County-Blacker

Airport, MI March Joint Use Airport, CA Miami International Airport, FL

Midway Airport, IL Moore County Airport, NC New Orleans International

Airport, LA Newport State Airport, VT Niagara Falls International

Airport, NY Nikola Airport, AK Northwest Alabama Regional Airport, AL

Oakland County International Airport, MI Olive Branch Airport, MS

Pangborn Field, WA Peachtree De Kalb County Airport, GA Peterson Field,

CO Philadelphia International Airport, PA Philadelphia Airport, MS

Piedmont-Triad International Airport, NC Pittsburgh International

Airport, PA Paine Field Airport, WA Reading Airport, PA Republic

Airport, NY Rickenbacker International Airport, OH Roswell Industrial

Air Center, NM Russian Mission Airport, AK Salt Lake City International

Airport, UT San Bernardino Airport (Norton Air Force Base), CA Santa

Barbara Airport, CA Schaumburg Regional Airport, IL Shelby County

Airport, AL Sheldon Point Airport, AK Siletz Bay Airport, OR Spokane

International Airport, WA Stanly County Airport, NC Stennis Airport, MS

Syracuse-Hancock International Airport, NY Traverse City Cherry Capital

Airport, MI University Airport, MS W.K. Kellogg Regional Airfield, MI

Waynesboro Airport, MS Westchester County Airport, NY

Westmoreland/Latrobe County Airport, PA Williamsport-Lycoming County

Airport, PA Wilmington International Airport, NC

Clayton Municipal Airport/Abbeville Airport, AL .--The Committee

directs the FAA to work with interested airport authority officials at

both these airports to determine the eligibility of these airports for

inclusion in the national plan of integrated airport systems [NPIAS].

Greater Baton Rouge Airport district, Louisiana .--The Committee

urges the FAA to give priority consideration to requests for

discretionary funding to support continuation of the airport's

improvement program, including the reconstruction of existing taxiways,

the relocation of an electrical vault, the acquisition of an aviation

easement for an existing runway, and to mitigate the remaining homes and

churches in the airport's noise mitigation program.

Helena Regional Airport .--The Committee is concerned by the flow of

traffic between runways and aircraft staging areas at Helena Regional

Airport. The airport has requested funding for an exit taxiway that

would permit aircraft not to have to cross the active main runway at the

airport midpoint in order to utilize the south parallel taxiway. In

addition, there is a line-of-sight correction project that the Committee

is aware that the FAA is working with the airport to resolve. The

Committee urges the FAA to give priority consideration to correcting the

line-of-sight problem and to include the full length of taxiway ``F'' in

the project in order to facilitate the safe movement of aircraft around

the airport.

Gulf Coast Regional Airport .--The Committee is aware of efforts to

develop a regional airport to serve the southern gulf coast region. The

Committee directs the FAA to study the feasibility of such a regional

airport and to work with the University of West Florida and the

University of South Alabama for the research, the necessary demographic

projections, and an assessment of the economic impact of a gulf coast

regional airport located between Mobile, AL, and Pensacola, FL.

Kahului Airport, HI .--The Committee understands the State of Hawaii

will soon file an application for a discretionary grant to strengthen

and extend the Kahului Airport runway in Maui, HI. The application,

however, is pending the issuance of a record of decision [ROD] on the

EIS associated with the extension of the runway, which was approved by

the FAA regional office more than 7 months ago. The Committee directs

the FAA to give priority consideration to issuance of the ROD associated

with this project and, further, provide priority consideration for the

strengthening and extension project.

Mesquite Airport, NV .--The Committee is aware that the Clark

County, NV, Department of Aviation is conducting a site selection,

airport master plan, and an environmental assessment for a regional

commercial airport to be located near Mesquite, NV. The Committee

directs the FAA to give priority consideration to requests for

discretionary funding to complete these studies.

New Orleans International Airport .--The Committee reiterates the

priority consideration placed on the new parallel north/south runway

from prior appropriations acts for completion of the environmental

impact statement and initial land acquisition to meet the growing needs

of this region.

Philadelphia Airport, MS. --Due to rapid economic development in

east-central Mississippi, a project to extend the runway at the

Philadelphia, MS, Airport should be given high priority by the Federal

Aviation Administration. The Committee directs that the FAA conduct an

immediate assessment of air operations at the airport which will count

all air operations and commitments for such operations, including

resort-related charter commitments, on an equal basis in determining the

eligibility for funding of the project to extend the airport runway.

2002 Olympic general aviation airports, Utah .--The 2002 Winter

Olympic Games will place significant additional demand on the Salt Lake

City metropolitan airports system. The Olympic aviation system plan,

being developed by various local and State planning agencies in

conjunction with the FAA and the Salt Lake Olympic Organizing Committee,

has identified four key general aviation airports (Ogden, Provo, Tooele

Valley, and Heber), which will serve over 65 percent of the general

aviation demand during the Olympics. The Utah Statewide Capital

Improvement Program, prepared in cooperation with the FAA's airport

division, has identified projects at these airports which have a high

national priority and are necessary for these airports during the 2002

Winter Olympic Games. The Committee urges the FAA to give priority

consideration to request for discretionary funding for these necessary

capital improvements.

Schaumburg Regional Airport, IL .--The Committee commends to the

FAA's attention the growing need for a debt retirement plan for the

Schaumburg Regional Airport. The village of Schaumburg, at the urging of

the FAA, purchased the Schaumburg Air Park in 1994 and has converted it

into a first-class, regional general aviation facility. Therefore, the

Committee recommends the FAA give priority consideration to

discretionary funds for retirement of the outstanding principal balance.

LETTERS OF INTENT

Congress authorized FAA to use letters of intent [LOI's] to fund

multiyear airport improvement projects that will significantly enhance

systemwide airport capacity. FAA is also to consider a project's

benefits and costs in determining whether to approve it for AIP funding.

FAA adopted a policy of committing to LOI's no more than about 50

percent of forecasted AIP discretionary funds allocated for capacity,

safety, security, and noise projects. The Committee viewed this policy

as reasonable because it gave FAA the flexibility to fund other worthy

projects that do not fall under a LOI. Both FAA and airport authorities

have found letters of intent helpful in planning and funding airport

development.

The Committee appreciates the complexity of assessing a project's

impact on systemwide capacity but believes that FAA should do its best

in this regard before committing future AIP funds under a LOI.

The Committee in the past was concerned that FAA had not exercised

sufficient control over the use of LOI's. Accordingly, to maintain

program integrity and ensure LOI commitments are met, the Committee

repeats its recommendation, as Congress reauthorizes this program, that

FAA be granted the authority to award new LOI's only after scheduled and

recommended LOI payments fall to less than 50 percent of AIP

discretionary funds.

Current letters of intent assume the following fiscal year 1999 grant

allocations:

Arkansas: Fayetteville (northwest Arkansas) $5,000,000

Colorado: Denver International 24,931,000

Georgia: Hartsfield Atlanta International 7,083,000

Illinois:

14,000,000

3,000,000

Kentucky:

6,000,000

18,243,000

Michigan: Detroit Metropolitan 16,400,000

Mississippi: Golden Triangle 300,000

Nevada: Reno/Tahoe International 6,500,000

New York: Buffalo International 1,700,000

Rhode Island: Theodore F. Green State 6,500,000

South Carolina:

558,000

94,000

Tennessee:

555,000

18,733,000

Texas:

11,430,000

12,500,000

1,327,000

Virginia: Reagan Washington National 14,232,000

Washington: Seattle-Tacoma International 4,400,000

173,486,000

Under current law, two sources exist to fund FAA's commitment to an

airport's LOI. One is the discretionary portion of FAA's airport

improvement program appropriation, and the other is the entitlement

funding that an airport receives through the AIP on the basis of its

passenger enplanements. Even though FAA expects an airport receiving an

LOI to put all of its entitlement funding toward the project being

funded by the LOI, this source provides only about one-quarter of the

annual LOI funding. Thus, of the $173,486,000 that FAA has committed to

LOI's during fiscal year 1999, the Committee estimates that

approximately $131,300,000 will need to come from the AIP's

discretionary limitation. As shown in the preceding AIP funding chart,

the Committee recommended level would provide sufficient discretionary

funding to cover LOI's.

Applications are pending for capacity enhancement projects which

would, if constructed, significantly reduce congestion and delay. These

projects require multiyear funding commitments. The Committee recommends

that the FAA enter into letters of intent for multiyear funding of such

capacity enhancement projects.

Salt Lake City International Airport, UT .--The Salt Lake City

International Airport has been one of the fastest growing local origin

and destination travel airports in the Nation. The airport has

experienced significant growth for 17 consecutive years. SLCIA is the

only primary commercial service airport in the region and will serve as

the gateway for most Olympic visitors during the 2002 Winter Olympic

Games. The Salt Lake City Airport Authority has planned airport terminal

expansion and modernization projects to meet both short-term demand and

future needs. The Committee urges the FAA to give full and immediate

consideration to the SLCIA application for a letter of intent.

Anchorage International Airport, AK .--The Anchorage International

Airport is one of the fastest growing passenger and cargo airports in

the country and provides a unique mix of international, rural, hub,

military, and point-to-point aviation operations. The massive growth in

enplanements and cargo tonnage has been accommodated with a minimum of

infrastructure improvements. The Committee urges the FAA to give full

and immediate consideration to the Anchorage International Airport

application for a letter of intent.

Orlando International Airport, FL .--The Committee encourages the

FAA to give full and immediate consideration to the Greater Orlando

Aviation Authority's application for a letter of intent for construction

of a north crossfield taxiway connecting the two west runways (18L/36R

and 18R/36L) with the existing east runway. The Committee is informed

that substantial safety and capacity benefits will accrue from the

completion of this project.

FEDERAL HIGHWAY ADMINISTRATION

SUMMARY OF FISCAL YEAR 1999 PROGRAM

The principal missions of the Federal Highway Administration are:

administration, in cooperation with the States, of the Federal-aid

highway program; regulation and enforcement of Federal requirements

relating to the safety of operation and equipment of commercial motor

carriers engaged in interstate or foreign commerce; and governance of

the safety in movement over the Nation's highways of dangerous cargoes

such as explosives, flammables, and other hazardous materials.

Under the Committee recommendations, a total program level of

$27,018,903,000 would be provided for the activities of the Federal

Highway Administration in fiscal year 1999. The following table

summarizes the fiscal year 1998 program levels, the fiscal year 1999

program request and the Committee's recommendations:

[In thousands of dollars]

Program Fiscal year-- Committee recommendation

1998 program level 1999 budget estimate

Appalachian development highway system\1\ 300,000 200,000

Federal-aid highways\2\\3\ 21,500,000 21,500,000 25,511,000

Office of Motor Carrier Administrative expenses\6\ (51,000) (55,383) (53,375)

Exempt Federal-aid obligations 1,597,851 1,265,143 1,207,903

Emergency relief supplemental 259,000

State infrastructure banks 150,000

Transportation Infrastructure credit enhancement 100,000

Motor carrier safety 84,825 100,000 100,000

-------------------- ---------------------- ------------

Total 23,741,676 23,115,143 27,018,903

\1\The administration proposed $200,000,000 for fiscal year 1998, and $290,000,000 for fiscal year 1999 in contract authority for this program under Federal-aid highways as part of ISTEA reauthorization.

\2\Excludes reduction for TASC pursuant to section 320 of Public Law 105 66.

\3\Obligation limitation on contract authority.

\4\Includes funding for research and technology programs.

\5\Does not include research and technology programs funded with contract authority.

\6\Included within limitation on administrative expenses.

LIMITATION ON ADMINISTRATIVE EXPENSES

Appropriations, 1998\1\ $552,266,000

Budget estimate, 1999\2\ 325,421,000

Committee recommendation\2\ 320,413,000

\1\Excludes reduction for TASC pursuant to section 320 of

Public Law 105 66. Includes funding for research and technology

programs.

\2\Does not include funding for research and technology

programs funded with contract authority.

The limitation on administrative expenses controls spending for

virtually all the salaries and expenses of the Federal Highway

Administration. Under the Intermodal Surface Transportation Efficiency

Act of 1991, the limitation on general operating expenses included

funding for research activities, including intelligent transportation

systems. The Transportation Equity Act for the 21st Century changed the

funding source for the highway research accounts from the administrative

takedown of the Federal-Aid Highway Program to individual contract

authority provisions.

The following table reflects the fiscal year 1998 level, the level

requested by the administration, and the Committee's recommendation:

[In thousands of dollars]

Program Fiscal year-- Committee recommendation

1998 level 1999 budget estimate

Administrative expenses (except OMC): 180,065 184,130 184,130

------------ ---------------------- ---------

Subtotal 259,558 270,038 267,038

============ ====================== =========

Motor carrier safety administrative expenses: 40,700 41,280 41,280

------------ ---------------------- ---------

Subtotal 51,000 55,383 53,375

============ ====================== =========

Total 310,558 325,421 320,413

Administrative expenses. --The Committee recommends a reduction of

$3,000,000 in administrative expenses and provides FHWA the flexibility

to allocate that reduction among such expenses as ADP, permanent change

of station, travel, transportation, and nonmandatory bonuses and

incentives. The Committee notes that FHWA requested roughly $12,000,000

in increases of nonsalary administrative expenses. The Committee has

also included language to require the FHWA to transfer $3,000,000 to the

Appalachian Regional Commission for the administrative costs associated

with the Appalachian development highway system, as requested by the

administration.

Motor carrier operations .--The Committee recommends $53,375,000 for

motor carrier operations. This is an increase of $2,375,000 over the

enacted 1998 level, but $2,008,000 less than requested. At this level,

salaries and benefits, printing, supplies, and equipment are fully

funded. Travel, transportation, and other service programs were held to

a lower rate of growth.

FEDERAL-AID HIGHWAYS

(Liquidation of Contract Authorization)

(Highway Trust Fund)

Appropriations, 1998

$20,800,000,000

Budget estimate, 1999

23,000,000,000

24,000,000,000

This activity comprises the majority of all federally aided programs

through which the States are financially and technically aided to

continue a national highway system that meets the transportation needs

of the Nation in terms of capacity and safety.

All programs included within the Federal-aid account are financed

from the highway trust fund. Authorizations in the form of contract

authority are enacted in substantive legislation. These authorizations

are apportioned and/or allocated to the States and generally remain

available for obligation over a 4-year period. Liquidating cash

appropriations are subsequently requested to fund outlays resulting from

obligations incurred under contract authority.

The Committee recommends a liquidating cash appropriation of

$24,000,000,000 for the Federal-aid highways program.

FEDERAL-AID HIGHWAYS

(Limitation on Obligations)

(Highway Trust Fund)

Appropriations, 1998\1\

$21,500,000,000

Budget estimate, 1999

21,500,000,000

Committee recommendation

25,511,000,000

\1\Excludes reduction for TASC pursuant to section 320 of

Public Law 105 66.

The Committee has provided an obligation limitation of

$25,511,000,000 for the Federal-aid highway program for fiscal year

1999.

The following table shows the estimated amount each State will

receive in Federal-aid highway funds for fiscal year 1999:

Federal-aid highway funds

States

Amount

Alabama $437,353,306

Alaska 252,320,041

Arizona 344,931,488

Arkansas 282,579,790

California 1,991,755,320

Colorado 259,578,089

Connecticut 323,124,550

Delaware 99,379,774

District of Columbia 87,500,316

Florida 1,000,449,443

Georgia 754,962,181

Hawaii 111,163,793

Idaho 159,169,262

Illinois 725,721,558

Indiana 506,152,008

Iowa 261,973,826

Kansas 255,167,363

Kentucky 375,665,177

Louisiana 338,954,945

Maine 115,063,711

Maryland 327,736,090

Massachusetts 403,582,854

Michigan 675,089,120

Minnesota 319,764,565

Mississippi 263,410,883

Missouri 507,923,396

Montana 220,718,067

Nebraska 175,808,636

Nevada 158,367,488

New Hampshire 109,009,011

New Jersey 554,254,802

New Mexico 213,589,362

New York 1,099,208,782

North Carolina 611,178,278

North Dakota 147,048,006

Ohio 739,155,849

Oklahoma 337,184,137

Oregon 259,884,779

Pennsylvania 1,051,222,087

Rhode Island 131,222,264

South Carolina 348,091,802

South Dakota 155,040,095

Tennessee 489,038,856

Texas 1,569,977,644

Utah 168,272,822

Vermont 101,608,486

Virginia 556,710,098

Washington 383,048,289

West Virginia 237,063,277

Wisconsin 428,463,250

Wyoming 155,569,193

21,581,208,209

Special limitation:

1,271,395,575

68,175,000

2,590,221,216

25,511,000,000

Star landing highway/rail enhancement, Desoto County, MS.-- For the

purpose of constructing an underpass to improve access and enhance

highway/rail safety and economic development along Star Landing Road in

Desoto County, MS, the State of Mississippi may use funds previously

allocated to it under the transportation enhancements program, provided

that the State would otherwise be unable to use the funds for

transportation enhancement projects consistent with current law.

INTELLIGENT TRANSPORTATION SYSTEMS

(LIMITATION ON OBLIGATIONS)

The Committee recommends a total limitation of $200,000,000 to be

distributed as follows:

[In thousands of dollars]

Budget estimate, 1999 Committee recommendation

Intelligent transportation systems: 58,600 38,000

----------------------- --------------------------

Total, ITS 250,000 200,000

ITS deployment projects .--The Committee action provides a

limitation of $105,000,000 for ITS deployment projects. The funds

provided are for deployment projects in the areas listed below. The

amounts associated with each area represent the minimum amount such area

shall receive.

Committee

ITS deployment projects

recommendation

Atlanta, GA $4,000,000

Brandon, VT 750,000

Buffalo, NY 1,750,000

Columbus, OH 2,000,000

Corpus Christi, TX 900,000

Delaware River, PA 4,000,000

Huntington Beach, CA 1,000,000

Jackson, MS 4,000,000

Kansas City, MO 1,000,000

Missouri rural ITS 1,000,000

Mobile, AL 5,000,000

Monroe County, NY 1,000,000

Montgomery, AL 2,500,000

Nashville, TN 1,000,000

New York/Long Island, NY 5,000,000

Onondaga County, NY, rural ITS 1,000,000

Raleigh-Wake County, NC 4,000,000

Riverside, CA 1,000,000

Spokane, WA 900,000

St. Louis, MO 1,500,000

State of Alaska 3,000,000

State of Idaho 1,000,000

State of Maryland 2,000,000

State of Michigan 2,000,000

State of Montana 2,000,000

State of Nevada 1,150,000

State of New Jersey 6,000,000

State of New Mexico 2,000,000

State of North Dakota 1,450,000

State of Pennsylvania 4,000,000

State of Texas 2,000,000

State of Utah 7,200,000

State of Washington 3,000,000

State of Wisconsin 3,000,000

Westchester and Putnam Counties, NY 1,000,000

Intelligent vehicle initiative [IVI] .--The Committee urges the

Director of the Joint Program Office to ensure that the primary Federal

role in the IVI is focused on expediting the innovation of integrated

crash avoidance technologies for passenger vehicles. In view of the

substantial human factors research, performance specification work,

crash avoidance and information systems integration, and cost/benefit

assessment work that remains to be completed, an IVI program focused on

those critical safety issues is of foremost importance. Such activities

as automation of transit vehicles, snow removal systems, and other

highway maintenance vehicles and research on nonsafety components of the

IVI shall receive a much lower priority than critical safety objectives.

Evaluation .--The Committee recommends $7,000,000 for program

evaluation studies and recognizes the importance of continuing to

evaluate the benefits and costs of various ITS projects and tracking

progress on those projects.

Architecture and standards .--The Committee recommends $18,000,000,

for architecture and standards work.

Mainstreaming .--The Committee believes that the Department is

spending too much of scarce ITS resources trying to convince planners,

the engineering community, and others of the benefits of ITS. There is

substantial literature documenting the benefits of using ITS; numerous

training courses and programs are well underway; and the ITS concept is

beginning to be mainstreamed in the transportation community.

Consequently, the Committee's allowance deletes funds for grass roots

involvement ( -$535,000), eliminates funds for cooperation with transit

companies ( -$350,000), and reduces funds for commercial vehicle

operations mainstreaming to no more than $500,000. The Committee also

reduces funds for planning/policy mainstreaming activities to less than

$1,000,000 and denies funds to establish the role of ITS in supporting

FHWA/FTA mobility goals. The Committee also denies funds for ITS

awareness and advocacy ( -$2,000,000). Publication funds should be

included as an integral part of related activities. Remaining

mainstreaming funds shall be used to provide technical assistance on the

planning, procurement, and implementation of integrated ITS

technologies, offer guidance on the use of the national architecture,

and supplement critical training not available from the private sector

or universities.

Transportation Research and Development

(Limitation on Obligations)

The Committee recommends a total limitation of $178,150,000 on

research and development activities. These funds shall be distributed as

follows:

Surface transportation research:

$65,000,000

14,000,000

7,500,000

10,000,000

500,000

97,000,000

Technology deployment program 35,000,000

Training and education 15,000,000

University transportation research 31,150,000

178,150,000

National advanced driving simulator [NADS] .--Within the funds

available for research and development, the Committee directs that

$9,000,000 be for the NADS. NADS is a key element of crash avoidance

research and will serve as a helpful tool for evaluating various ITS and

other collision avoidance products. This new driving simulator will

enhance the agency's capability to safely conduct research into complex

driver-vehicle interactions that contribute directly to the cause of

more than three-quarters of all vehicle crashes. The NADS will be

installed in a dedicated building being constructed at the University of

Iowa's Oakdale Research Park.

Alabama Transportation Research Institute .--The Committee is aware

of the current and planned research activities being conducted at the

University of Alabama's Transportation Research Institute [ATRI] in

Tuscaloosa, AL. In particular, these activities include research into

advanced vehicle technologies, intelligent transportation systems, and

computer-based highway safety data systems. The ATRI is to be commended

for the foresight evidenced by the research in these specific areas, and

in the applications of new technology to ATRI's work and the integration

of Internet access. Further, the Committee applauds the aggressive and

ambitious plans the university and the ATRI have for expanding the

research and facilities dedicated to this initiatives, and directs the

Secretary to utilize the strengths of the Alabama Transportation

Research Institute as the Department carries out transportation research

and development activities, including intelligent transportation system

research.

Highway Research and Development

The Committee recommends the following allocation of highway research

and development contract program funds:

[In thousands of dollars]

1998 program 1999 estimate 1999 recommendation

Safety 9,500 11,202 12,835

Pavements 10,500 11,150 15,000

Structures 15,256 15,256 17,000

Environment 5,666 6,352 5,000

Real estate services 365 365 365

Policy 5,400 6,362 4,400

Planning 7,000 9,369 4,000

Motor carrier 7,400 8,652 6,400

Highway operations 2,000

-------------- --------------- ---------------------

Total 61,087 70,708 65,000

Within the appropriate research areas, FHWA is directed to fund each

of the research activities or programs specified in various sections of

TEA21.

Within the funds available for transportation research and

development, the Committee directs that $500,000 be made available

pursuant to section 5118 of TEA21 for infrastructure research conducted

by the Drexel University Intelligent Infrastructure Institute.

Safety .--The Committee recommends $12,835,000 for safety research

and development activities. The Committee supports research and

demonstration activities to advance technology combining the use of UV

lights and flourescent materials to improve night time visibility, to

help identify lane markings and pedestrians at night. Because of the

substantial benefits that might be realized as a result of that

technology, FHWA should accelerate that initiative as expeditiously as

possible.

Work zone safety. --More than 700 people are killed and 5,000

injured each year in accidents that occur in road construction sites

across the Nation. That figure is anticipated to rise as an

ever-increasing amount of road work is done under traffic and at night.

Driver awareness of potential work zone hazards is an important element

of increasing safety in this area. Of the funds provided in the safety

research account, the Committee directs that $1,000,000 be used to

educate new drivers on the special challenges and potential dangers of

road construction work zones by developing and distributing a multimedia

driver training program module on this subject. The Committee encourages

the FHWA to work with a national nonprofit transportation development

foundation to carry out this project.

Pavements .--The Committee recommends $15,000,000 for pavements

research. The Committee is encouraged by the potential benefits for

highway construction--including lower construction and maintenance

costs, higher riding quality, and a longer life-cycle of new and

reconstructed highways--resulting from the use of geosynthetic

materials. Therefore, the Committee has included $1,000,000 for

geosynthetic material research at the Western Transportation Institute

at Montana State University.

The Committee also directs FHWA to conduct further research into

polymer additives for pavements. The Committee is aware that recent

performance measurements have shown in various limited applications to

increase the expected life of asphalt pavement. Therefore, the Committee

has included $3,000,000 to conduct extensive research into this area. Of

this amount, $1,000,000 shall be for the development and deployment of a

second generation FRP composite bridge deck system at the University of

West Virginia. Further, the Committee encourages the FHWA to work with

an academic and industry-led national consortium and fund with available

balances, an additional polymer additive project to demonstrate the use

of polymer additives in pavement for civil infrastructure purposes.

The Committee is aware of the Federal Highway Administration's

pavement design analysis work that utilizes the fundamental properties

of the various pavement materials, analytical packing algorithms and

granular mechanics, coupled with state-of-the-art imaging techniques and

computational modeling and builds on the work performed at the

University of Mississippi. The Committee directs the FHWA to continue to

cooperate and work with the researchers there to develop concepts and

technologies that will lead to better constructed and longer lasting

high quality pavements.

The Committee recognizes the potential for the use of silica fume to

decrease the national waste material stream and increase the durability

and quality of concrete structures and pavement. Within the funds

provided, the Committee directs that $1,000,000 be used to evaluate and

promote the benefits of using silica fume high performance concrete, and

that the Administrator of the FHWA report on its findings to the

Committee no later than September 30, 2001. The Committee directs the

Administrator to work with a representative national organization of the

silica fume industry to carry out this project.

Structures .--The Committee recommends $17,000,000 for structures

research. The Committee believes that a unique opportunity to conduct

research exists during the Interstate 15 reconstruction project and

other transportation projects in the Salt Lake Valley, UT. The research

performed during the reconstruction of I 15 and other projects will

provide the country with a detailed analysis of the load capacities of

deteriorated bridge structures, seismic retrofitting, new nondestructive

evaluation techniques, and many other valuable areas of research. The

Committee has included an additional $2,000,000 for this research and

because of the urgency of this research, directs the FHWA to make these

funds available to the Utah Department of Transportation and the Utah

Transportation Center in a timely manner to ensure the execution of this

research.

The Committee is aware of the University of Missouri-Rolla's leading

role in exploring the use of advanced composites for repair and

rehabilitation of buildings and civil infrastructure and of the

university's current work in the field of advanced composites with a

number of private organizations in the State of Missouri, the National

Science Foundation, and the Missouri Department of Transportation. The

Committee has included $1,000,000 for research at the University of

Missouri-Rolla to explore new technologies in advanced composite

materials that will help prolong the functional lifespan of bridges and

reduce retrofit maintenance costs in the long term.

The Committee recognizes that wood composite products have

demonstrated tremendous potential as an alternative method of providing

low-cost, extremely durable, and environmentally sensitive material for

building and repairing bridges across the country. The Committee has,

therefore, included $1,000,000 for wood composite research and

$1,000,000 for the Innovative Bridge Research and Construction Program

at the University of Maine's Wood Composite Center.

Currently, bridges over 20 feet must be inspected once every 2 years.

This inspection usually consists of a visual check. Although this type

of monitoring can detect several structural problems, it cannot detect

deterioration or distress that occurs beneath the asphalt. The Committee

has included $2,000,000 for the evaluation of new technologies for

nondestructive evaluation of bridges and encourages the department to

work with recognized industry leaders to carry out this evaluation.

The Committee notes that the fiscal year 1998 conference report

included funding for research into high performance materials and bridge

systems which could be applied to improve safety, function, durability,

and renewability with minimal cost and environmental impact. The

Committee directs the Administrator to work with Lehigh University,

Pennsylvania on this research.

Environment .--The Committee recommends $5,000,000 for environmental

research. Within that amount, $50,000 is provided to conduct a study to

determine noise levels in Rattlesnake Valley near Missoula, MT, and

$100,000 is included to conduct a regional air quality study for the San

Joaquin Valley in California.

Policy .--The Committee recommends $4,400,000 for policy research.

The Committee is not convinced of the need to update the national

personal transportation survey continuously and FHWA should plan on

completing the next edition of that study as soon as practicable. FHWA

should develop a work plan being certain to limit the scope and size of

the NPTS to essential questions of importance to both the States and the

Federal Government users.

Fuel tagging. --The Committee is aware that fuel dyeing technology

may be insufficient to protect against illegal avoidance of Federal fuel

taxes. In addition, the Committee is concerned that fuel dye may

inadvertently contaminate other fuels, such as jet fuels, during the

refining process and in transport. The Committee, therefore, directs the

Administrator of the Federal Highway Administration to report to the

House and Senate Appropriations Committees, no later than March 31,

1999, on the viability of existing alternative technology developed

through research conducted at the Los Alamos National Laboratory.

Further, the report should include an examination of other possible uses

of molecular tagging, for example, as a deterrent against theft and as a

method for determining surface and underground pollution.

Planning .--The Committee's allowance includes $4,000,000 for

planning research. The Committee is aware that $2,000,000 designated in

its fiscal year 1998 report for an assessment of the transportation

infrastructure of the Northern Great Plains States has not yet been

administered by the FHWA. The Committee restates its support for such an

assessment and urges the FHWA to act expeditiously toward its

initiation. The Committee also directs the FHWA to provide a report to

the Committee on the status of the assessment by October 15, 1998.

Motor carrier .--The Committee recommends $6,400,000 for the motor

carrier research program. The FHWA budget office is directed to improve

the presentation of the budget justification pertaining to this area.

Future budget requests should clearly articulate the specific projects

that will be funded and the exact amounts that are requested for each of

those projects. In addition, baseline funding amounts for both

terminating and continuing projects should be specified.

The Committee is concerned about several features of the current

motor carrier research program. There is a proliferation of at least 100

diffuse research projects that are now being managed by numerous staff.

The Office of Motor Carriers should focus the motor carrier research

program on those areas that are most likely to make the greatest

contribution to its strategic goals and performance measures. The

Committee directs FHWA to request the Research and Technology

Coordinating Committee of the National Academy of Sciences [NAS] to

review the scope and direction of the OMC research program, its

organizational framework, diversity of projects, and allocation of

funds. The Administrator of the OMC should report back to the House and

Senate Committees on Appropriations no later than May 1, 1999, on the

administration's response to the NAS recommendations.

Within the funds provided, the Committee directs the OMC to prepare a

report to the House and Senate Appropriations Committees--no later than

September 1, 1998--documenting the potential safety advantages of a

Federal rule to require a uniform national display policy for inspection

stickers on commercial motor vehicles.

TECHNOLOGY DEPLOYMENT PROGRAM

Center for Advanced System Technology .--The Committee recommends

$2,000,000 for the Center for Advanced Simulation Technology, Long

Island, NY, of which not less than $500,000 shall be made available to

Auburn University for a transportation management program. These funds

will be used to develop outreach initiatives involving technology

transfer, technical assistance and training related to transportation

management, traffic control, and simulation and human factors.

CONSTRUCTION OF FERRY BOATS AND FERRY TERMINAL FACILITIES

(limitation on obligations)

The Committee has provided a limitation on obligations of $38,000,000

for the new construction of ferry boat and ferry terminal facility

program. The Committee notes that the authorization of this program

reserves $20,000,000 of the total amount for projects within the marine

highway system. Within the $18,000,000 not reserved for this purpose,

$4,000,000 shall be provided to the North Carolina State ferry system,

which is an essential component of the State of North Carolina's

hurricane evacuation program. In addition, $3,000,000 shall be provided

to the State of Hawaii to initiate a high-speed ferry boat demonstration

program on the Island of Oahu and neighbor islands. In addition,

$1,000,000 is provided for the restoration of S.S. AEmdbo AF AEmdnm

AFNobska AEmdbo AF AEmdnm AF and New Bedford, MA, ferry service.

MAGNETIC LEVITATION TRANSPORTATION

TECHNOLOGY DEPLOYMENT PROGRAM

(Limitation on obligations)

(Highway Trust Fund)

Appropriations, 1998 ...........................

Budget estimate, 1999 ...........................

Committee recommendation ($15,000,000)

Pursuant to section 1218 of the Transportation Equity Act for the

21st Century, $15,000,000 in highway trust funds are made available for

obligation in the same manner as if the funds were apportioned under

chapter 1 of title 23, U.S.C. Therefore, these funds are within the

highway funding firewall established in TEA21 under the Federal-aid

highways program obligation ceiling. Within the funds made available

under this heading, $6,000,000 is directed to be provided to the State

of Pennsylvania for a high-speed intercity magnetic levitation project

between Philadelphia and Pittsburgh, that will incorporate an

Americanized version of the German Thyssen Transrapid System magnetic

levitation train technology. The guideway for the system will be heavy

steel plate, presenting the opportunity for market growth in the U.S.

precision fabrication industry. The system will be developed for

American operational conditions, using American manufacturing methods

and materials. The funds provided in this appropriation will support the

design and development of: intermodal transportation facilities on the

system's right-of-way; right-of-way alignment finalization; a draft

environmental impact statement; and magnetic levitation industry

standards for communications, control, and power systems. This program

will be administered by the Federal Railroad Administration.

APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM

The Committee has provided $200,000,000 for construction of

unfinished segments of the Appalachian development highway system

[ADHS]. The ADHS connects largely rural, underdeveloped areas in 13

States. Its completion is critical to the economic development of these

often-ignored areas. In many cases, the unfinished segments of the ADHS

are high-accident locations in the Appalachian States, so the Committee

believes continued construction will have a high payoff in highway

safety benefits.

The Committee is aware that the Transportation Equity Act for the

21st Century provided $450,000,000 per year in contract authority over

the next 5 years. However, the Federal share of the current cost to

complete the Appalachian development highway system is $5,800,000,000.

Given the funding schedule in the TEA 21 legislation, and without

inflationary increases, it would take at least another 13 years to

complete the system, putting the completion date at 46 years from its

inception in 1965. Given the hazardous conditions of many of the roads

on and around the unfinished segments of the ADHS, and the commitment of

the Congress to the people of Appalachia, this delay is unacceptable.

The funds provided in this legislation should be viewed as an effort to

expedite the completion of the system in a reasonable fashion, and not

as a substitute for any funds which may be provided in any other

legislation.

FEDERAL LANDS highways program

The Committee is very concerned with the degree to which funding

awards are made on a partisan basis in the Public Lands Program. The

General Accounting Office has noted in a draft report that the

administration has awarded more projects and total funding to projects

in Democratic districts, even though States requested more funds for

projects in Republican districts. The Committee directs FHWA to move

toward a merit-based approach in funding public lands projects, and to

develop specific criteria for the funding of projects under this

program. The Secretary shall report to both the House and Senate

Appropriations Committees no later than December 1, 1998, with a

detailed proposal to address this problem.

The Committee urges the Federal Highway Administration to authorize

the Montana Department of Transportation to begin construction of a

pending four-lane improvement plan of Highway 93 within the Flathead

Indian Reservation in northwest Montana. The road is a direct and vital

link to support commerce and personal travel for both Indian and

non-Indian residents on and off the reservation. The Committee urges the

FHWA to reconsider a FHWA record of decision requiring resolution at the

State and local level and pursuant to the Treaty of Hellgate (July 16,

1855) and the Upper Missouri Treaty (October 17, 1855) signed by the

Confederated Salish and Kootenai Tribes and to use the authority of the

Federal Government pursuant to these treaties to acquire all

right-of-way necessary to construct the four lane design. Local, State,

tribal, and Federal officials have been negotiating this issue for over

5 years with little resolution and progress. Highway 93 is a direct

route from Missoula, MT, providing access to northwest Montana, one of

the State's fastest growing regions. The current two-lane configuration

of Highway 93 is subject to hazardous traffic scenarios and has resulted

in increased accidents and fatalities due to traffic growth patterns of

up to 3 percent annually with that number forecasted to increase.

The Committee directs the Secretary to make $3,000,000 available

under this program for a design study for the construction upgrade to a

paved public road standard for 50.4 miles of roadway in southeastern

Montana known as Highway 323, located between the communities of Alzada,

MT, and Ekalaka, MT. This important project would improve upgrades on

lands held in ownership by the Bureau of Land Management (13.71 miles),

the Federal Government, and private landowners. The Committee is aware

that Highway 323 is a main roadway from southeastern Montana to the

north and that all major trade is completed in the community located

directly to the north of the southern terminus of this highway. This

road provides access to the Bureau of Land Management areas and would

provide vital fire safety access. In addition, this roadway provides

access to the areas of national interest, including Devil's Tower

National Monument and Medicine Rocks State Park, both native American

heritage sites. The State of Montana has agreed to match 20 percent of

the cost of construction of the roadway.

The Committee also directs the Secretary to make available under this

heading $3,900,000 for improvements to roadways on Federal lands on the

Kenai Peninsula, AK; $4,000,000 for construction and improvements to the

Bear River Migratory Bird Refuge access road and Soldier Hollow, which

is an integral access road for the 2002 Olympics; $200,000 for snow

removal activities on Beartooth Highway in Montana; $4,000,000 to

continue work on the Baltimore-Washington Parkway; $1,000,000 for

restoration and preservation of the historic Columbia River Highway in

Oregon; $5,000,000 for Federal lands highways improvements associated

with Hanalei National Wildlife Refuge in Haleakala and Hawaii Volcanoes

National Parks in Hawaii; and $1,200,000 for repair work to three access

roads to the Katmai National Park in Alaska--Lake Camp Road, Valley

Road, and Bear Pond Terrace Road, in the Brooks River area.

BUREAU OF TRANSPORTATION STATISTICS

(limitation on obligations)

Appropriations, 1998 ($25,000,000)

Budget estimate, 1999 (31,000,000)

Committee recommendation (31,000,000)

The Bureau of Transportation Statistics [BTS] was established in

section 6006 of the Intermodal Surface Transportation Efficiency Act

[ISTEA], to compile, analyze, and make accessible information on the

Nation's transportation systems, collect information on intermodal

transportation, and enhance the quality and effectiveness of the

statistical programs of the Department of Transportation. For fiscal

year 1999, the Committee recommends a funding level of $31,000,000.

BTS offices include the Director, Statistical Programs and Services,

Transportation Studies, and the Office of Aviation Information [OAI]. In

addition, effective January 1, 1996, the responsibility to collect motor

carrier financial data was transferred to the BTS after the sunset of

the Interstate Commerce Commission.

The Office of Aviation Information collects and compiles financial

and traffic (passenger and cargo) data. This information provides the

Government with uniform and comprehensive economic and market data on

individual airline operations. This program includes a small field

office located in Anchorage, AK, which provides consumers and the

Government with airline data related to essential air service and the

intra-Alaskan mail rate program. The statistical aviation data compiled

by OAI includes: airline passenger traffic statistics, ontime

performance data by carrier, financial performance and certification

data, fuel purchase and consumption, and other business and consumer

directed statistics. These statistics are vitally important to the

Federal Government and the aviation industry. In some cases, it is

statutorily required that these statistics be used by the Federal

Aviation Administration and the Office of the Secretary of

Transportation in allocation of trust funds, aviation bilateral

negotiations, and other Federal transportation policy decisionmaking.

Railroad rationalization and diversion analysis .--The Committee

directs that of the funds provided, $375,000 be for a railroad

rationalization and diversion analysis. The Committee notes that

railline abandonments and diversion of traffic from railroads to trucks

are having a significant impact on rural grain-producing regions. Major

grain producing States in the Midwest have experienced significant

reductions in railroad service from 1965 to 1995. This research project

would develop nationwide capabilities to analyze the impacts of

grain-traffic diversion from railroads to highways, and provide

important planning information for State and local governments. In

addition, the recent shortages of rail cars for grain transportation

have created diversion of grain shipments from rail trucks. The main

objectives of this project should be to: (1) document the extent of

railroad traffic diversion and its likely consequences on highway

budgets; (2) forecast the scope of potential future traffic diversions

as a result of changes in railroad rate structures, shortages of grain

cars or poor management of rail car spotting, and additional line

abandonments; (3) estimate the likely impacts of future traffic

diversions on State and local highway needs; and (4) formulate potential

asset management strategies and policy alternatives. The Committee

encourages the Bureau to work with North Dakota State University to

carry out this project.

MOTOR CARRIER SAFETY GRANTS

(liquidation of contract authorization)

(Highway Trust Fund)

Appropriations, 1998 $85,000,000

Budget estimate, 1999 100,000,000

Committee recommendation 100,000,000

This program was first authorized by the Surface Transportation

Assistance Act of 1982. It provides grants to States for improved

enforcement of Federal and State motor carrier safety rules. It has been

shown that added enforcement of truck safety rules reduces truck-related

accidents and fatalities. The major objective of this program is to

reduce the number and severity of accidents involving commercial motor

vehicles.

The Committee recommends a liquidating cash appropriation of

$100,000,000.

(limitation on obligations)

Appropriations, 1998 ($84,825,000)

Budget estimate, 1999 (100,000,000)

Committee recommendation (100,000,000)

The Committee recommends a limitation on obligations of $100,000,000

for motor carrier safety grants.

The Committee recommends the following allocation of motor carrier

safety funds:

Basic motor carrier safety grants $84,500,000

Performance-based incentive grant program ...........................

Border assistance 2,000,000

Priority initiatives 2,500,000

State training and administration 1,000,000

Information systems and strategic planning 10,000,000

100,000,000

Basic motor carrier safety grants .--The Committee has provided

$84,500,000 for basic motor carrier safety grants, an increase of

$11,000,000 over the fiscal year 1998 level.

Safety performance incentive grant program .--The Committee has not

provided any of the funds requested for performance grants, partly

because FHWA has not yet implemented applicable congressional guidance.

In designing an incentive program, OMC should ensure that the allocation

formula does not result in a decline from a prior year in the amount of

basic funds received by any State.

Information systems and analysis .--The Committee has provided

$10,000,000, which is $2,000,000 more than the amount provided last

year. Of that amount, $3,000,000 will be provided to the States to

improve information systems and computer and evaluation capabilities.

The Committee recommends $1,000,000 for driver safety activities to

continue to improve the CDL programs or judicial outreach of the various

States.

The Committee allowance includes $5,000,000 for the PRISM project to

increase the number of States participating in this program.

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

SUMMARY OF FISCAL YEAR 1999 PROGRAM

The National Highway Traffic Safety Administration [NHTSA] was

established as a separate organizational entity in the Department of

Transportation in March 1970, to reduce the mounting number of deaths,

injuries, and economic costs resulting from traffic crashes on the

Nation's highways. The National Traffic and Motor Vehicle Safety Act

provides for the establishment and enforcement of Federal safety

standards for motor vehicles and associated equipment and research,

including the operation of required testing facilities and the National

Driver Register. The Motor Vehicle Information and Cost Savings Act

initially provided for the establishment of low-speed, collision bumper

standards, consumer information activities, diagnostic inspection, and

odometer regulations and was later amended to incorporate responsibility

for the administration of Federal automotive fuel economy standards.

The Highway Safety Act provides for a coordinated highway safety

grant program to be carried out by the States, together with supporting

research, development, and demonstration programs. Under section 403 of

title 23, United States Code, technical assistance is provided to the

States in the conduct of their highway safety programs, and research and

demonstration projects are conducted to develop and show the

effectiveness of new techniques and countermeasures to address highway

safety problems.

Grants are provided to the States under title 23, United States Code,

section 402 to assist in the establishment and improvement of highway

safety programs designed to reduce traffic crashes, deaths, and

injuries. Alcohol incentive grants are allocated to the States for

alcohol-impaired driver safety programs. The occupant protection

incentive grants reward States that implement strong laws and programs

to increase safety belt and child safety seat use and those that show

exceptional performance in raising safety belt use rates. The State

highway safety data grants encourage the States to take effective

actions to improve the timeliness, accuracy, uniformity, and

accessibility of their highway safety data.

The following table summarizes the Committee recommendations:

Program Fiscal year 1998 enacted\1\ Fiscal year 1999 estimate Committee recommendation

Operations and research $146,962,000 $172,902,000 \2\$161,400,000

Highway traffic safety grants (firewall)\3\ \2\186,500,000 233,000,000 200,000,000

----------------------------- --------------------------- --------------------------

Total 333,462,000 405,902,000 361,400,000

\1\Excludes reductions for TASC pursuant to section 320 of Public Law 105 66.

\2\Includes funding for National Driver Register.

\3\Limitation on obligations.

Operations and Research

(Highway Trust Fund)

The Congress has recently passed--and the President has signed into

law--the Transportation Equity Act for the 21st Century. For fiscal year

1999, this legislation provided $72,000,000 of contract authority from

the highway trust fund to finance NHTSA's operations and research

activities under title 23 U.S.C. 403. This funding is included within

the firewall guarantee for highway spending, and is not subject to

appropriations. The bill includes an authorization subject to

appropriations of $89,400,000 for operations and research activities

under sections 30104 and 32102 of title 49 U.S.C. and chapter 303 of

title 49 U.S.C. for fiscal year 1999. Thus, the total authorized level

for fiscal year 1999 for NHTSA operations and research activities is

$161,400,000, and the Committee recommends that this full amount be

appropriated and be distributed as follows:

Committee

Program

recommendation

Safety performance $14,695,000

Safety assurance 21,491,000

Highway safety 56,041,000

Research and analysis 60,147,000

National driver register 2,000,000

Office of the Administrator 4,100,000

General administration 9,250,000

Grant administration reimbursement -6,324,000

161,400,000

Agencywide FTE levels .--Due to budgetary constraints, the Committee

denies the request to increase the number of FTE's from 621 to 631.

Consequently, the Committee's allowance does not include the $780,000

requested for that purpose.

SAFETY PERFORMANCE STANDARDS

Uniform tire quality grading standards .--The Committee has included

a prohibition that has been included in previous appropriations acts, on

any rulemaking which would require that passenger car tires be labeled

to indicate their low rolling resistance, or fuel economy

characteristics. The Committee has included this provision because the

need for such labels has not been adequately justified and the

additional costs associated with this proposal would likely be

prohibitive.

Side impact standard harmonization .--In the conference report

accompanying the fiscal year 1997 bill, the conferees noted that there

are substantial differences between the U.S. side impact standard and a

similar European requirement. The report notes that ``these differences

are inconsistent with the need for the international harmonization of

motor vehicle safety standards'', and directed that a report be provided

on NHTSA's plan for achieving harmonization of the side impact rule. The

Committee is concerned that NHTSA is not moving forward more

aggressively on this matter, particularly since a harmonized standard

could result in a safety improvement for U.S. motorists. Therefore, the

Committee directs NHTSA to use funds made available in the vehicle

safety performance standard program budget for development of a

harmonized side impact standard so long as the Administrator is

convinced that such a harmonization effort will improve the safety of

U.S. motorists. The Committee directs NHTSA to report to the House and

Senate Committees on Appropriations by December 15, 1998, on progress in

addressing this issue.

SAFETY ASSURANCE

Safety defects investigation .--A portion of the funds provided will

be used to examine whether there are significant defect problems in

heavy, transit, and emergency response vehicles that require the

agency's continued attention. NHTSA should be prepared to document next

year the continued need for the additional dollars provided herein for

the monitoring and investigating of defects of small population

vehicles.

HIGHWAY SAFETY PROGRAMS

Alcohol Program .--The Committee asserts that State and local

governments would benefit greatly if NHTSA provided additional guidance

and evaluations on the new grant criteria authorized in the revised

alcohol countermeasures traffic safety incentive grant. Information on

best practices, implementation guidelines, and countermeasure

effectiveness would be particularly beneficial. More specifically, there

is a need to ensure that the effectiveness and impacts of 0.08 BAC laws

in numerous States are well understood. Special attention needs to be

paid to information and analysis that will help State legislatures

decide on whether to adapt such a standard. Additional studies on the

impacts of the 0.08 BAC laws on the judicial and law enforcement

community would be especially beneficial. Also, there is a need for

additional implementation guidelines and studies on the effectiveness of

countermeasure programs targeted at the 21- to 34-year-old drivers

impaired with alcohol and to help States assess whether they wish to

impose increased penalties for those convicted of driving while under

the influence of higher BAC levels.

Youth, drugs, and driving initiative .--For the same reasons

detailed last year, the Committee deletes funds for the prelicensure

drug testing pilot project.

Emergency medical services .--Head injury is a serious public health

problem in the United States, with over 2 million injuries occurring

each year and over 500,000 leading to hospitalization, the majority of

which are caused by motor vehicle accidents. NHTSA began a collaborative

project in 1998 to significantly decrease mortality and morbidity due to

severe head injury, and to reduce the substantial economic costs to

society in caring for head-injured patients. The first phase of this

project covered the development of a voluntary national standards

curriculum for emergency medical service providers on the prehospital

treatment of severe head injury. The Committee directs that of the funds

made available for emergency medical services, $250,000 be used to

complete the second phase of this project to field test the

dissemination and implementation of these head injury prehospital

protocols. The Committee encourages NHTSA to continue to work with the

Aitken Neuroscience Center to carry out this program. The Committee has

also included $1,000,000 for a head injury prevention project at the

University of Alabama at Birmingham. The initial focus of this effort

will be on the prehospital aspect of trauma research involving the

causative factors of the injury. Roadway design, environmental factors,

and automotive safety all contribute to the potential for head injury.

Funds will be used to develop a sophisticated computer center for

maintenance of a detailed data base which would integrate both the

engineering design factors with patient care outcomes.

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