Older driver research. --The Committee has included $1,000,000 for

the Pennsylvania State University consortium for the demonstration of

technologies and practices to improve the driving performance of older

drivers and other special groups.

Red light running initiative .--The Committee continues to be

concerned with the high number of motorists who disregard traffic

signals. Failure to obey traffic signals is one of the leading causes of

urban crashes, which claim the lives of many Americans every year. The

Committee notes that Secretary Pen AE6a reported that accidents

resulting from failure to obey traffic signals cost Americans about

$7,000,000,000 in medical bills, time off work, insurance premium

increases, and property damage. The problem of red light running in

Jefferson Parish, LA, is exacerbated by the interstate nature of traffic

patterns. To combat this problem, the Jefferson Parish Sheriff's Office

has initiated an innovative program to combat red light running. This

program has the potential to serve as a national model, and the

Committee has included $100,000 for the development, deployment, and

evaluation of this program in Jefferson Parish.

RESEARCH AND ANALYSIS

Biomechanics .--Funding is continued for hospital-based, indepth

crash injury studies at four trauma centers. Currently, these centers

are located at the William Lehman Injury Research Center at Jackson

Memorial Hospital, Miami; the National Study Center for Trauma and EMS,

Baltimore; the University of Medicine and Dentistry, New Jersey; and the

Children's National Medical Center, Washington, DC.

Child crash test dummy. --The Committee recognizes that during

fiscal year 1998, a program to develop a new child test dummy was

launched by a consortium of Pennsylvania universities and a private

crashworthiness firm. This project will compare the injuries suffered by

children in automobile accidents with crash dummy tests to assess the

level of injury prediction of the current dummies. This project will

improve the current state of research on injuries suffered by children

in automobile accidents, and the Committee encourages NHTSA to work with

this consortium to improve child safety.

Spray suppression research .--The Committee acknowledges the work

previously undertaken by NHTSA in the area of spray suppression research

and evaluation of abatement technologies and continues to support

further research by NHTSA in this area to make travel on the Nation's

highways safer and less stressful. The Committee is aware of the

progress made in the European Union in designing beneficial performance

standards and implementing roadway spray suppression regulations to

improve highway visibility. The Committee directs NHTSA to update its

research by conducting a comprehensive review and evaluation of spray

suppression measures that can be employed on heavy duty vehicles (over

8,500 pounds gross vehicle weight rating) to provide clearer highway

visibility and safety during periods of adverse weather conditions.

NHTSA shall publish and report its findings to Congress within 12 months

of enactment.

NATIONAL DRIVER REGISTER

The National Driver Register [NDR] is a central repository of

information on individuals whose licenses to operate a motor vehicle

have been revoked, suspended, canceled, or denied. The NDR also contains

information on persons who have been convicted of serious

traffic-related violations such as driving while impaired by alcohol or

other drugs. State driver licensing officials query the NDR when

individuals apply for a license, for the purpose of determining whether

driving privileges have been withdrawn by other States. Other

organizations such as the Federal Aviation Administration and the

Federal Railroad Administration also use NDR license data in hiring and

certification decisions in overall U.S. transportation operations.

The bill includes $2,000,000 for the NDR.

HIGHWAY TRAFFIC SAFETY GRANTS

(Liquidation of Contract Authorization)

(Highway Trust Fund)

Appropriations, 1998 ($186,000,000)

Budget estimate, 1999 (197,000,000)

Committee recommendation (200,000,000)

The Transportation Equity Act for the 21st Century authorized the

following State grant programs: Highway Safety Program, the

Alcohol-Impaired Driving Countermeasures Incentive Grant Program, the

Occupant Protection Incentive Grant Program, and the State Highway

Safety Data Grant Program. Under the Highway Safety Program, grant

allocations are determined on the basis of a statutory formula

established under 20 U.S.C. 402. Individual States use this funding in

national priority areas established by Congress which have the greatest

potential for achieving safety improvements and reducing traffic

crashes, fatalities, and injuries. The Alcohol-Impaired Driving

Countermeasures Incentive Grant Program encourages States to enact

stiffer laws and implement stronger programs to detect and remove

impaired drivers from the roads. The occupant protection program

encourages States to promote and strengthen occupant protection

initiatives. The State Highway Safety Data Grants Program encourages

States to improve their collection and dissemination of important

highway safety data.

The Committee recommends an appropriation for liquidation of contract

authorization of $200,000,000 for the payment of obligations incurred in

carrying out provisions of these grant programs.

The Committee has included a provision prohibiting the use of section

402 funds for construction, rehabilitation or remodeling costs, or for

office furnishings and fixtures for State, local, or private buildings

or structures.

LIMITATION ON OBLIGATIONS

The bill includes language limiting the obligations to be incurred

under the various highway traffic safety grants programs. Separate

obligation limitations are included in the bill with the following

funding allocations:

Fiscal year 1998 enacted Fiscal year 1999 estimate Committee recommendation

Highway safety programs $149,700,000 $166,700,000 $150,000,000

Alcohol-impaired driving countermeasures grants 34,500,000 39,000,000 35,000,000

Occupant protection incentive grants 20,000,000 10,000,000

Drugged driving incentive grants 5,000,000

State highway safety data grants 5,000,000

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

Total 184,200,000 230,700,000 200,000,000

FEDERAL RAILROAD ADMINISTRATION

SUMMARY OF FISCAL YEAR 1999 PROGRAM

The Federal Railroad Administration [FRA] became an operating

administration within the Department of Transportation on April 1, 1967.

It incorporated the Bureau of Railroad Safety from the Interstate

Commerce Commission, the Office of High Speed Ground Transportation from

the Department of Commerce, and the Alaska Railroad from the Department

of the Interior. The Federal Railroad Administration is responsible for

planning, developing, and administering programs to achieve safe

operating and mechanical practices in the railroad industry. Grants to

the National Railroad Passenger Corporation (Amtrak) and other financial

assistance programs to rehabilitate and improve the railroad industry's

physical infrastructure are also administered by the Federal Railroad

Administration.

The Committee recommends new appropriations and obligation

limitations totaling $707,150,000 for the activities of the Federal

Railroad Administration for fiscal year 1999. This is $44,209,000 less

than the budget request. In addition to these appropriated Federal

funds, $1,091,810,000 will be paid to Amtrak in fiscal year 1999 by the

Secretary of the Treasury pursuant to section 977 of the Taxpayer Relief

Act of 1997.

The following table summarizes the Committee recommendations:

Program Fiscal year-- Committee recommendation

1998 enacted\1\ 1999 budget estimate

Office of the Administrator $20,290,000 $21,573,000 $21,020,000

Railroad safety 57,067,000 61,959,000 61,876,000

Railroad research and development 20,758,000 20,757,000 25,760,000

Nationwide differential global positioning sys- tem 3,000,000

Northeast Corridor Improvement Program 250,000,000 (\2\)

Railroad Rehabilitation and Improvement Financing Program

Next generation high-speed rail 20,395,000 12,594,000 28,494,000

Alaska railroad rehabilitation 10,000,000 10,000,000

Rhode Island rail development 10,000,000 10,000,000 5,000,000

Grants to National Railroad Passenger Corpora- tion (appropriations)\3\ 344,000,000 621,476,000 555,000,000

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

Subtotal, Amtrak and NECIP 1,685,810,000 1,713,286,000 1,646,810,000

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

Total budgetary resources 1,824,320,000 \4\1,843,169,000 \4\1,798,960,000

\1\Excludes reduction for TASC pursuant to section 320 of Public Law 105 66; also excludes reduction to Alaska railroad rehabilitation pursuant to Presidential line item veto.

\2\Included in Amtrak request.

\3\Administration requests fiscal year 1999 appropriation from highway trust fund.

\4\Includes Taxpayer Relief Act funds.

OFFICE OF THE ADMINISTRATOR

Appropriations, 1998\1\ $20,290,000

Budget estimate, 1999 21,573,000

Committee recommendation 21,020,000

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

Public Law 105 66.

The Office of the Administrator provides support and guidance on

issues concerning the railroad industry and the day-to-day operations of

the Federal Railroad Administration. The appropriation includes budget

activities related to executive direction and administration and policy

support aimed at resolving problems facing the railroad industry.

COMMITTEE RECOMMENDATION

The Committee recommends the following adjustments to the budget

request:

Travel -$52,000

Equipment -101,000

Electronic grant program -200,000

Decrease amount estimated for vendor increases/inflation

-200,000

The recommendation for the Office of the Administrator is

$21,020,000, which is $553,000 less than the amount requested in the

administration's budget. The Committee is holding travel and equipment

expenses to the fiscal year 1998 level, and directs that funds for the

electronic grant program be obtained within the agency's base program

funding.

RAILROAD SAFETY

Appropriations, 1998 $57,067,000

Budget estimate, 1999 61,959,000

Committee recommendation 61,876,000

This appropriation finances the development, administration, and

enforcement of programs designed to achieve safe operating and

mechanical practices in the railroad industry.

The Committee recommends a $61,876,000 program level for the Railroad

Safety Program, $83,000 less than the amount requested by the

administration.

The Committee has provided funding for the three railroad safety

activities at the following levels:

Federal enforcement $45,826,000

Automated track inspection program 2,500,000

Safety regulation and program administration 13,550,000

Total, Office of Railroad Safety 61,876,000

Federal enforcement staffing increases .--The FRA has requested a

staffing increase of 32 FTE's in fiscal year 1999, for a total of

$1,691,000 in associated personnel costs. The Committee recommendation

provides funding for 16 of these requested positions: 8 principal

inspectors positions, who will be assigned to each of FRA's regional

offices to assist in the agency's Safety Assurance and Compliance

Program [SACP]; and 8 field inspectors, who will be distributed

throughout selected regional offices to perform site-specific

inspections (particularly of small railroads), and to participate in

agency rulemaking working groups. Overall, the workload of FRA's

inspector resources has been increased by railroad mergers, where as

large railroads consolidate, numerous small feeder railroads are being

independently formed. The SACP process has also increased inspector

responsibilities. However, the Committee notes that during the last 10

years there has been a substantial increase in the number of FRA staff

employed by the Office of Railroad Safety, and in view of the

significant improvements in railroad safety during that same period, the

Committee maintains that an increase of 32 positions over 2 years is

inappropriate.

Operation Lifesaver .--The Committee recommends $600,000 for

Operation Lifesaver to help fund the organization's State assistance

grants, educational programs, and 5-year public awareness and education

campaign. This level is $300,000 above that requested by the

administration. The Federal Highway Administration provides annual

funding from the Surface Transportation Program safety set-aside to

cover Operation Lifesaver salaries and benefits and overhead costs

($300,000 a year under ISTEA; $500,000 a year is authorized in the

Transportation Equity Act for the 21st Century [TEA21]). All the

appropriated funds in this account are program funds, supporting

Operation Lifesaver's 49 active State programs and national safety

initiatives.

In the fiscal year 1998 Senate Report 105 55, the Committee

encouraged FRA to increase the percentage of safety inspectors who are

certified to be Operation Lifesaver presenters from 60 to 80 percent.

FRA's response was immediate and robust. However, it has come to the

Committee's attention that some FRA inspectors are not comfortable with,

or particularly effective at, public speaking. Therefore, the Committee

is broadening the interpretation of this goal to include certification

as Operation Lifesaver associates within the goal of 80 percent FRA

inspector participation.

Operation Respond .--Operation Respond is a public/private

partnership that provides critical information to first responders at

hazardous cargo and passenger train incidents. Subscribers to Operation

Respond's software package can access rail and motor carriers' mainframe

data bases for access by the emergency response community, so a

firefighter or police officer can obtain, via computer modem, a list of

the cargo contents and guidelines on how to safely manage a Hazmat spill

or passenger train accident. Federal support for Operation Respond is

included in the safety regulation and program administration base.

Grade crossing safety .--In addition to the increased Operation

Lifesaver funding level, the Committee recommends an additional $450,000

for FRA's public education, training, and enforcement liaison activities

associated with grade crossing and trespasser challenges above the

requested funding of $757,000. The Committee has been informed that FRA

was required to conduct an unanticipated environmental impact statement

[EIS] for the agency's forthcoming regulation pertaining to whistle

bans. The funds to conduct the study were derived from the core grade

crossing program--$220,000 of the additional $275,000 provided by the

conferees in fiscal year 1998 for enhanced grade crossing safety

initiatives. Though whistle ban work is one of the six eligible

activities listed in the statement of managers, the Committee believes

that additional funds are needed in fiscal year 1999 to strengthen FRA's

overall grade crossing safety program, and has provided these funds for

the express purposes outlined in the conference report (House Report 105

313). In addition, FRA is encouraged to work with law enforcement

personnel on grade crossing activities, and some portion of these

additional funds may be used to defer costs associated with these

cooperative efforts.

NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM

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

Budget estimate, 1999 $3,000,000

Committee recommendation ...........................

In 1999, the administration has requested a new appropriation under

FRA and FHWA which will enable installation of nationwide differential

global positioning system [NDGPS] transmitters by enhancing the existing

Coast Guard network throughout the United States. The FHWA portion of

the NDGPS installation funding, $5,500,000 would be administered by FRA

to support national NDGPS coverage toward establishing a network that

would facilitate positive train control technologies. Also in the FHWA

budget, $4,154,000 was requested under the NDGPS contract for the L5

system (an alternative civil frequency) for the GPS. In total, the

Department's budget requests $15,254,000 for NDGPS activities in fiscal

year 1999.

The Committee has not provided the funds requested for NDGPS under

this head, and has also denied funding for related requests within the

Federal Highway Administration's surface transportation research

contract program. However, $6,920,000 in NDGPS funding has been included

in the Coast Guard's ``Acquisition, construction, and improvements''

account, for continued installation of DGPS transmitters throughout the

United States, toward the enhancement of the existing Coast Guard DGPS

network, which is now operating only in areas along the coasts and

navigable inland waterways.

In terms of transportation needs, the primary benefit of the

requested investment for the L5 system would accrue to the Federal

Aviation Administration's wide area augmentation system program. The

Committee maintains that it would be inappropriate to fund these

aviation benefits from the Federal highway trust fund. Furthermore,

there is little, if any, evidence of the pressing need for a substantial

departmental investment in DGPS to support the National ITS Program or

the development of positive train control-based rail systems. The

Committee is also concerned that the total costs for construction,

operation, and maintenance of the DGPS over the next 15 years could

exceed $90,000,000 and that costs of construction of L5 line has not yet

been reliably determined, but could require $100,000,000 to

$200,000,000.

More generally, the Committee has not provided DGPS funds because the

primary benefit of that investment in the near-term would accrue to many

other Federal agencies and commercial interests. The Committee maintains

that DGPS-related expenses should not be derived solely from the Federal

highway trust fund or other DOT accounts. Recognizing the importance of

both DGPS and L5 to a wide array of strategic national purposes, the

Secretary will need to obtain funding from other Federal agencies and

sources as well as other modal administrations.

The Department is directed to submit a report to the House and Senate

Committees on Appropriations as part of the fiscal year 2000 budget

justification identifying the long-term costs, benefits, and cost

sharing that might be reasonably expected for both DGPS and the L5. The

likely financial role of the States, other Federal agencies, and the

private sector in those systems should be clearly specified in terms of

expected cash and in-kind contributions. The report also should address

the role that DGPS will play in the national ITS program and in the

development of positive train control systems. Both near-term (next 5

years) and long-term (next 20 years) needs should be considered. The

costs and benefits of further investment in DGPS for transportation

purposes, and an analysis of the actual number of highway crashes in

which emergency responders are substantially delayed because of an

inability to obtain exact crash locations also should be addressed in

the report.

RAILROAD RESEARCH AND DEVELOPMENT

Appropriations, 1998 $20,758,000

Budget estimate, 1999 20,757,000

Committee recommendation 25,760,000

The Federal Railroad Administration's Railroad Research and

Development Program provides for research in the development of safety

and performance standards for high speed rail and the evaluation of

their role in the Nation's transportation infrastructure. The program

also provides support for the Deputy Associate Administrator for

Technology Development and the staff of the Office of Research and

Development. The Committee recommends an appropriation of $25,760,000

for railroad research and development.

COMMITTEE RECOMMENDATION

The Committee recommends the following changes to the

administration's budget submission:

Equipment, operation, and hazardous materials +$1,800,000

Safety of high speed ground transportation -150,000

R&D facilities -500,000

Alaska Railroad positive train control research and implementa- tion +4,000,000

Administration -147,000

Equipment, operation, and hazardous materials .--The Committee

recommends a program funding level of $7,466,000, which is $1,800,000

more than the administration's request. Within this amount, $2,000,000

shall be for a full-scale crash test of rail passenger equipment at the

Transportation Test Center [TTC] near Pueblo, CO. Currently, FRA has a

contract with the Volpe Transportation Research Center that supports

research on rail equipment collision and evacuation safety which depends

heavily on computer modeling. It is the Committee's belief that the

accuracy and usefulness of this research will be enhanced with a

controlled, full-scale, passenger car crash (utilizing donated

equipment), which will generate real-time data on which to base further

computer modeling and simulation work. The Committee has decreased the

human factors budget activity by $200,000 for the proposed study on

engineer napping strategies.

Track and vehicle-track interaction .--The Committee recommends a

program funding level of $6,950,000, which holds the program to the

enacted level. This funding level represents all projects being held to

a current services level and an increase of $500,000 in the bridge

safety area. The additional bridge safety funds shall be used to

demonstrate and evaluate the use of carbon composites for strengthening

aging steel railroad bridges. These funds shall be made available to a

constructed facilities center with extensive experience in this area.

The Committee is concerned that recent consolidations in the rail

freight industry have caused significant increases in rail congestion

and safety implications for the affected communities. Within this total

funding level, $500,000 is provided for the development of an automatic

traffic control management and monitoring system to enhance safety and

minimize traffic congestion that results from increased rail freight

traffic in selected high density corridors.

Safety of high-speed ground transportation .--The Committee

recommends a program funding level of $4,800,000, a decrease of $150,000

below the administration's request. Funding is not provided for the

assessment of current maglev systems.

Research and development facilities .--The Committee has included

the requested bill provision that allows FRA to sell old aluminum

reaction rail at the TTC. The aluminum reaction rail test track with

side guide rail was built in the 1970's, and does not have any research

function in today's high-speed rail testing environment. The aluminum is

an unused asset that could be sold to raise funds for needed capital

improvements at the TTC. The aluminum has not been formally appraised,

and there will be costs associated with removing the track, but

estimates of the aluminum's net worth range from $500,000 to $1,000,000.

The Committee has authorized FRA to use any profits realized from this

sale for physical plant improvements at TTC.

The Committee recommends a program funding level of $130,000 for R&D

facilities, and has not provided the requested funds for the T 6

research vehicle ( -$500,000). The Committee is aware that the

Association of American Railroads [AAR], which jointly manages many of

the research activities at the TTC, has recently purchased a new track

research vehicle. To avoid duplicative costs, the Committee directs FRA

to include in the fiscal year 2000 budget justification a description of

FRA's track research vehicle needs, and an analysis of whether the FRA

could utilize the AAR track research vehicle that is currently onsite at

TTC.

Alaska Railroad positive train control research and implementation

.--The Committee recommends $4,000,000 for the Alaska Railroad's ongoing

efforts to implement collision avoidance positive train control system

over the entire Alaska Railroad system. These funds will help fund a

satellite-based communications and tracking system that will provide

positive train separation for all locomotives and track vehicles, and

precision train control with movement-pass planning capabilities. The

Committee understands that the Alaska Railroad presents a uniquely

suitable staging area for positive train control, because it will be

much simpler and quicker to install PTC on the Alaska Railroad than on

any other American rail system. The Alaska Railroad does not have any

signaling system in place today, only grade crossing signals, and

dispatching of trains is done exclusively with voice radio transmission

of track warrants. Consequently, unlike the situation on other privately

controlled systems in the lower 48 States, on the Alaska Railroad there

is no debate over the correct strategy to convert from current

conventional signaling to PTC signaling. This project, once completed,

will be more than a demonstration project--it will be a fully

operational PTC system, providing the FRA and rail industry with an

invaluable baseline reference for other positive train control system

development projects.

Administration .--The Committee has provided $2,612,000 for

administration of the Office of Railroad Research and Development,

holding funding to current service levels. The Committee approves the

position requested to manage and oversee communications-based positive

train control projects, but has not approved the new position for an

additional track engineer.

NORTHEAST CORRIDOR IMPROVEMENT PROGRAM

Appropriations, 1998 $250,000,000

Budget estimate, 1999 (\1\)

Committee recommendation ...........................

\1\Requested funding of $200,000,000 for NECIP and $11,746,530

for Pennsylvania Station redevelopment is included in the proposed

``Capital grants to the National Railroad Passenger Corporation (highway

trust fund)'' appropriation.

For fiscal year 1999, the administration has requested Northeast

Corridor Improvement Program [NECIP] funding under the ``Capital grants

to the National Railroad Passenger Corporation'' account.

RAILROAD REHABILITATION AND IMPROVEMENT FINANCING PROGRAM

Section 502 of Public Law 94 210, as amended authorizes obligation

guarantees for meeting the long-term capital needs of private railroads.

Railroads utilize this funding mechanism to finance major new facilities

and rehabilitation or consolidation of current facilities. No

appropriations or new loan guarantee commitments are proposed in fiscal

year 1999 consistent with the budget request.

The Rail Rehabilitation and Improvement Financing Program, as

established in section 7203 of the Transportation Equity Act for the

21st Century [TEA21], will enable the Secretary of Transportation to

provide loans and loan guarantees to State and local governments,

Government-sponsored authorities and corporations, railroads and joint

ventures to acquire, improve, or rehabilitate intermodal or rail

equipment or facilities, including track, bridges, yards, and shops.

However, due to budgetary constraints, the Committee is unable to

provide fiscal year 1999 appropriated general funds to fund the credit

risk premium portion of the program as required by the Credit Reform

Act.

The Committee anticipates that the Department will likely receive

applications incorporating non-Federal commitments for this risk

premium, as authorized in the enabling legislation. The Committee

expects that the Secretary will consider any such applications

carefully, given the extent of the potential risk to the Federal

Government as the guarantor of the loan guarantee amount. While this

loan and loan guarantee program provides an opportunity for developing

significant rail infrastructure improvements benefiting the national

transportation system, the Secretary should proceed judiciously to

ensure that any approved applications are fully warranted.

NEXT GENERATION HIGH-SPEED RAIL

Appropriations, 1998 $20,395,000

Budget estimate, 1999 12,594,000

Committee recommendation 28,494,000

The Committee has provided $23,494,000 in general fund appropriations

for the High-Speed Ground Transportation [HSGT] Program. The amount

provided is $10,900,000 more than the administration's request.

The Committee first provided funding for the Next Generation

High-Speed Rail [NGHSR] Program in fiscal year 1995. The program funds

high-speed rail research, development, and technology programs that are

aimed at demonstrations to foster high-speed passenger service on

corridors throughout the country. The NGHSR program's authorization

lapsed at the end of fiscal year 1998, and has been recently

reauthorized in sections 7201 and 1103 of the Transportation Equity Act

for the 21st Century. In section 1103, an automatic set-aside of

$5,250,000 a year from surface transportation program safety funds is

made available for the elimination of rail-highway crossing hazards. A

limited number of rail corridors are deemed eligible for these funds,

including the gulf coast high speed railway corridor. Of these set-aside

funds, the Committee directs that $1,000,000 be used to mitigate grade

crossing hazards on the Mobile, AL, to New Orleans, LA, segment of the

gulf coast corridor. In addition to the automatic set-aside funding,

$15,000,000 in general funds is authorized to be appropriated for these

purposes. However, due to budgetary constraints, no additional funds are

appropriated pursuant to this authorization. Section 7201 of TEA21

provides a more general authorization of the high-speed rail program at

a total level of $35,000,000 in general funds each year through fiscal

year 2001. Within this total, $10,000,000 a year is authorized for

high-speed rail corridor planning. The current Federal Railroad

Administration NGHSR program emphasizes technology development and

consequently, the Committee has not provided any new funds for

high-speed rail corridor planning activities.

The Committee has made the following adjustments to the

administration's next generation high-speed rail programs:

Prototype nonelectric high-speed [HS] locomotive +$4,200,000

Advanced propulsion project +1,600,000

New York RTL 3 turbo trains +2,500,000

Sealed corridor initiative +2,100,000

High-speed Talgo service, Las Vegas-Los Angeles +5,000,000

Positive train control study +500,000

Nonelectric locomotives .--The Committee has provided a total of

$15,100,000 for the high-speed, nonelectric locomotive program. This is

$8,300,000 more than the level requested by the administration (a

request that was $2,500,000 less than the fiscal year 1998 enacted

program level). The Committee is dismayed by the administration's lack

of program continuity in the nonelectric locomotive area. FRA should

take ownership of these projects, and request a steady and reliable

funding stream from year to year. The Committee expects that the fiscal

year 2000 budget justification will demonstrate this continuity and

commitment to the nonelectric locomotive projects that are currently

underway.

Prototype nonelectric HS locomotive and advanced propulsion project

.--The funds for these programs focus on the demonstration of a

high-speed, lightweight fossil fuel locomotive that will be able to

facilitate the testing of an advanced locomotive propulsion system

[ALPS]. The Committee recommends $9,000,000 for the locomotive

demonstration and $3,600,000 for the ALPS program. These locomotives

will be designed to facilitate the testing of a flywheel turbine

developed under the ALPS program. The locomotives should have the

potential to operate at 150 mph, yet be available for revenue

demonstration at speeds of 125 mph within a 2-year period.

New York RTL 3 turbo trains .--The Committee recommends $2,500,000

for the refurbishment of two turbo trainsets for revenue service on

Amtrak's empire corridor from New York City to Buffalo. This project

received $2,500,000 in fiscal year 1998, which remains unobligated at

this time. With this additional funding, the contract to complete the

upgrades on two trainsets will be fully realized.

Grade crossing hazard mitigation .--The Committee recommends

$2,500,000 for the North Carolina sealed corridor initiative, $2,100,000

more than the level requested by the administration. The sealed corridor

initiative is a State-supported effort to systematically install

crossing hardware that positively prevents crossing incursions on 130

grade crossings on the 140-mile route from Raleigh to Charlotte. This

project is also an excellent candidate for the TEA21 set-aside hazard

elimination program referenced above, and the Committee encourages FRA

to consider granting up to $2,500,000 of the funds in that program to

the North Carolina sealed corridor initiative upon enactment of the

authorization bill.

High-speed Talgo service between Las Vegas and Los Angeles .--The

Committee has provided $5,000,000 for infrastructure upgrades including

traffic and signal systems, improving right-of-way quality and

elevation, and construction of passenger facilities on the 340-mile rail

corridor from Las Vegas to Los Angeles. Currently, there is no Amtrak

rail service between these cities. The private sector partners have

agreed to cover all operating expenses associated with this service.

Positive train control study .--The Committee recommends $500,000

for the FRA to conduct a study that will promote positive train control

[PTC] systems used in high-speed rail operations and interoperability

among those systems. Currently, there is no assurance that all PTC

systems being advanced will allow equipment of one railroad to be used

on the track of another. There is no common agreement of the

communication formats and information flows that must be shared to allow

interoperability. The objective of the proposed study is to characterize

the common elements required for interoperability in order to promote

high-speed rail development in the United States. The study will provide

the basis for developing an open systems architecture to facilitate

interoperable PTC systems. The study is an important step toward

ensuring that different positive train control technologies, which might

be used in the future by different railroads, can communicate or

interact effectively with each other. This research will accelerate the

development of any high-speed rail project, the RSAC work on positive

train control, and the national objective of establishing an

interoperable high-speed rail system in the United States. In order to

ensure an objective study, these funds shall be awarded to a research

institution or organization without a vested interest in any particular

PTC technology.

ALASKA RAILROAD REHABILITATION

Appropriations, 1998\1\ $10,000,000

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

Committee recommendation 10,000,000

\1\Reflects reduction of $5,280,000 pursuant to Presidential

line item veto.

The Committee has included a total of $10,000,000 for rail safety and

infrastructure improvements benefiting passenger operations of the

Alaska railroad. This railroad extends 470 miles from Seward through

Anchorage, the largest city in Alaska, to the interior town of

Fairbanks. It carries both passengers and freight, and provides a

critical transportation link for passengers and cargo traveling through

difficult terrain and harsh climatic conditions. The $10,000,000

provided in the bill will continue the railroad's multiyear effort to

reduce the backlog of deferred track maintenance and related capital

rehabilitation. The railroad has always provided a substantial

non-Federal match for past Federal appropriations, and will continue to

do so.

RHODE ISLAND RAIL DEVELOPMENT

Appropriations, 1998 $10,000,000

Budget estimate, 1999 10,000,000

Committee recommendation 5,000,000

The Committee recommends $5,000,000 for construction of a third track

paralleling the Northeast corridor for the 22-mile stretch between

Quonset Point/Davisville and Central Falls, RI. This project is an

initiative supported by the administration and Amtrak, to avoid mixing

freight traffic and high-speed passenger rail service and to provide

sufficient clearance to accommodate double-stack freight cars. There is

a 50-percent match required on the third-rail project, and Rhode Island

voters have approved a $50,000,000 State bond issue to meet this match

requirement.

In May 1998 the Federal Highway Administration and Federal Railroad

Administration signed the record of decision on this project, completing

the environmental impact statement [EIS] process. This will enable the

State of Rhode Island to commence action on final design and

construction. To date, this project has received $23,000,000 in Federal

funds, of which $3,500,000 has been obligated. However, with the

completion of the EIS, the Committee anticipates that the spending pace

will speed up, and that, by the end of fiscal year 1999, at least

$37,600,000 in total project funds will have been expended. According to

the State's project schedule, the total amount of Federal funds that

should be obligated by the end of the fiscal year is $18,800,000,

leaving a Federal share unexpended balance of $4,200,000. Combined with

the $5,000,000 made available in this appropriation, there should be

sufficient carryover funds to allow Rhode Island to sign long-lead

procurement contracts in 1999, so that the integrated construction plan

is not slowed, nor the overall Northeast corridor electrification

program impeded.

CAPITAL GRANTS TO THE NATIONAL RAILROAD PASSENGER CORPORATION (AMTRAK)

Appropriation Public Law 105 34 section 977 Total

Appropriations and other Federal funding, 1998 $344,000,000 $1,091,810,000 \1\$1,685,810,000

Budget estimate, 1999\2\ 621,476,000 1,091,810,000 1,713,286,000

Committee recommendation 555,000,000 1,091,810,000 1,646,810,000

\1\This total includes Northeast corridor improvement program funds.

\2\The administration requested that 1999 funding be derived from the highway trust fund.

The Fiscal Year 1998 Transportation Appropriations Act, Public Law

105 66, included $543,000,000 for Amtrak capital and operating grants

from general funds. The capital funding portion of this appropriation,

$199,000,000, was included to ensure some level of capital support for

Amtrak in the event that the tax refund mechanism contained in the

Taxpayer Relief Act (Public Law 105 34 section 977) was not enacted. The

bill was signed by the President on August 5, 1997, and on December 2,

1997, the Amtrak Reform and Accountability Act was enacted, triggering

the release of the TRA funds. On March 20, 1998, the Secretary of the

Treasury made a payment of $1,161,500,000 to Amtrak--one-half of the

total TRA payment, with the remainder due in 1999. Amtrak is statutorily

required in the TRA to make payments to each of the six non-Amtrak

States (Alaska, Hawaii, Maine, Oklahoma, South Dakota, and Wyoming) of 1

percent of the total Amtrak receives in that year. On April 19, 1998,

Amtrak transferred a payment of $11,615,000 to each non-Amtrak State,

for a total of $69,690,000. Therefore, the net level of Federal funding

that Amtrak received from the Taxpayer Relief Act in fiscal year 1998

was $1,091,810,000. The railroad will receive an identical payment,

under the same requirements, in fiscal year 1999.

For fiscal year 1999, the administration has requested an

appropriation of $621,476,000 for capital funding, to be derived from

the highway trust fund. These funds would be in addition to the

$1,091,810,000 in fiscal year 1999 TRA funds. The total, $1,713,286,000,

would represent an historically high Federal funding level for Amtrak

over its 28-year history as a Government-subsidized for-profit

corporation.

Amtrak appropriations history--1971 98

[In millions of dollars]

Fiscal year

Annual total

1971 72 40.0

1973 170.0

1974 149.1

1975 276.5

1976 471.2

Transition quarter (fiscal year change) 180.0

1977 800.7

1978 1,116.0

1979 1,234.0

1980 1,223.4

1981 1,246.3

1982 905.0

1983 815.0

1984 816.4

1985 707.6

1986 602.7

1987 618.5

1988 608.3

1989 603.6

1990 629.1

1991 798.9

1992 861.2

1993 846.1

1993 supplemental appropriations 45.0

1994 922.2

1995 972.0

1996 750.0

1997 760.0

Omnibus consolidated appropriations 1997 82.5

1998 (Taxpayer Relief Act) 1,091.8

1998 (appropriations, Amtrak operations and Northeast corridor improvement program) 594.0

Total 20,937.1

Source .--Amtrak Strategic Business Plan, fiscal year 1998

2000 (September 23, 1997).

[Graphic Image Not Available]

Under the administration's fiscal year 1999 request, no less than

$200,000,000 would be for Northeast corridor improvements; $409,229,470

would be for capital grants; $11,746,530 would be for the New York

Pennsylvania Station redevelopment project; and $500,000 would be for

departmental costs associated with the independent assessment of

Amtrak's financial requirements and Amtrak reform council administrative

expenses.

COMMITTEE RECOMMENDATION

The Committee recommends an additional $555,000,000 for Amtrak

capital grants in fiscal year 1999. This is $66,476,000 less than the

administration's request, and brings total Federal fiscal year 1999

funding for Amtrak to $1,646,810,000 when the Taxpayer Relief Act

funding of $1,091,810,000 is included. This funding level should be

sufficient to provide for Amtrak's capital infrastructure and equipment

needs.

The Committee has included bill language to allow the capital funds

provided in this act to be spent under the same definition of capital

expenses that currently pertains to Federal capital funds provided for

other transportation modes.

In addition, section 977 of the TRA, which allows the use of funds

for ``the acquisition of equipment, rolling stock, and other capital

improvements, the upgrading of maintenance facilities, and the

maintenance of existing equipment, in intercity passenger rail service *

* *'', statutorily provides Amtrak the flexibility to utilize the TRA

capital funds in the most effective ways. According to the fiscal year

1999 budget, Amtrak estimates that approximately $400,000,000 of its

annual operating expenses are spent on progressive overhauls and

maintenance of existing equipment, and that these expenses are eligible

for funding under the TRA. If Amtrak's own operating revenues are

insufficient to cover its fiscal year 1999 costs, an amount of the

railroad's eligible expenses could be funded either through the TRA or

through funds provided in this act utilizing the broader definition of

capital expenses.

Use of appropriated capital funds .--The administration's request

earmarks $500,000 for departmental costs associated with the independent

assessment of Amtrak's financial requirements and Amtrak reform council

administrative expenses. This is not necessary, because the Committee

has responded to both these issues within other accounts. The

departmental expenses have been incurred primarily by the Office of

Inspector General [OIG], and the Committee responded this past spring by

allowing the OIG to transfer $400,000 of the $2,450,000 provided for the

Amtrak Reform Council in the fiscal year 1998 emergency supplemental

(Public Law 105 174), to alleviate the costs of new responsibilities

associated with administering the contract for the independent financial

assessment. In addition, $450,000 is provided for the newly formed

Amtrak Reform Council under a separate head in this bill, to pay for

administrative expenses incurred in carrying out its mission as outlined

in the Amtrak Reform and Accountability Act of 1997.

The administration's request also earmarks $11,746,530 for the New

York Pennsylvania Station redevelopment project. It is not necessary to

provide appropriated general funds for this project, because it has been

fully funded by a high-priority projects contract authority earmark of

$40,000,000 in the Transportation Equity Act for the 21st Century

(TEA21, sec. 1602, No. 1679). The Federal Government committed to a

$100,000,000 share of this project, which will renovate and reconstruct

the James A. Farley Post Office in New York City as a new Amtrak

station, replacing the current Amtrak connection at Pennsylvania Station

one block away. The two stations will be connected by a lengthened

underground passenger platform, mitigating crowded conditions, and

separating the commuter rail operations from the intercity passenger

rail operations. To date, Federal funds provided through ISTEA and

appropriations bills total $88,253,470. With the $40,000,000 guaranteed

highway funds that are provided in TEA21, the Federal commitment will be

more than filled, and further appropriated funds are not necessary.

Northeast Corridor Improvement Program.-- The Committee has

recommended $200,000,000 of the appropriated capital funds for the

Northeast Corridor Improvement Program, as requested by the

administration. The Committee is aware that work on implementing

Amtrak's Northeast corridor high-speed rail program is progressing

rapidly on all fronts. Electrification and infrastructure work and

trainset manufacturing are underway, and the railroad is planning every

facet of implementation of the new high-speed rail service when the

first Bombardier trainset is delivered to Amtrak for revenue service in

October 1999. Much of Amtrak's future is riding on the success of this

high-speed service. Amtrak estimates in its March 10, 1998 revised

strategic business plan that the profits associated with the initiation

of high-speed service in the Northeast corridor will net the railroad

some immediate level of profit in fiscal year 1999, and an increasing

profit margin of $93,000,000 in fiscal year 2000, $190,000,000 in fiscal

year 2001, and $210,000,000 in fiscal year 2002. The cost benefits of

high-speed service will allow the railroad to become less dependent on

Federal subsidies, and the shorter travel times should make all

passenger train service between Washington, DC, and Boston even more

competitive with other transportation choices.

Of the appropriated general capital funds provided for Amtrak in this

bill, $3,950,000 shall be dedicated to funding the following projects of

high priority in the specified amounts:

Southern Pines, NC, railroad station restoration .--The Committee

recommends $800,000 for restoration of the historic Southern Pines, NC,

railroad station, which is owned by the State of North Carolina and is

served by Amtrak's Silver Star route. The State will contribute to this

project, which enjoys broad local support.

Brattleboro to White River Junction, VT, rail signalization upgrade

project .--The Committee recommends $500,000 for the replacement of

outdated pole line signal controls along the main rail line between

Brattleboro and White River Junction, VT. The Amtrak Vermonter is routed

along this track, which is owned by the New England Central Railroad.

These funds shall be used to upgrade the pole line signal system to an

electronic control system along this 60-mile stretch of track.

Advanced civil speed enforcement systems upgrade .--The Committee

recommends $1,000,000 for the installation of a speed monitoring system,

the advanced civil speed enforcement systems [ACSES], on all locomotives

operating between New Haven, CT, and Boston, MA. In the interest of

passenger and crew safety, the Federal Railroad Administration has

required the installation of the ACSES on all locomotives, of both

passenger and freight trains, that operate on the segment of the

Northeast corridor between New Haven and Boston, before high-speed rail

service is introduced on the north end of the corridor. The funds made

available herein shall be distributed to freight or passenger operators

who have not yet made this capital upgrade, and priority consideration

shall be given to smaller operators who have no alternative Federal

source of funds for this purpose.

Amtrak station at T.F. Green Airport .--The Committee is aware of

the State of Rhode Island's interest in enhancing high speed passenger

rail service and improving intermodal transportation by establishing an

Amtrak station at T.F. Green Airport. The Committee believes the

airport's close proximity to the Northeast corridor and the State's

efforts to date make this a worthy initiative that deserves Amtrak's and

the Federal Railroad Administration's [FRA] support and assistance. The

Committee instructs Amtrak and the FRA to report on their efforts to

assist the State of Rhode Island by February 1, 1999.

Erie, PA, rail passenger station renovation .--The Committee

recommends $1,400,000 for rehabilitation and relocation of the Erie, PA,

Amtrak passenger station. Amtrak's Northeast Direct, Lake Shore Limited,

and Pennsylvanian routes serve this station, which has become profoundly

dilapidated over the years and is in need of repairs and improvements to

bring the station into compliance with Americans With Disabilities Act

regulations. Amtrak shall work with the city of Erie and the

Commonwealth of Pennsylvania to explore all funding match alternatives,

and to begin renovation work on the station with all due speed.

High-speed rail improvements outside the Northeast corridor .--The

Committee directs Amtrak and the Federal Railroad Administration to

determine what improvements would need to be made on the Washington, DC,

to Richmond, VA, corridor to bring the line higher-speed rail service.

Currently, the 107-mile distance between Richmond and Washington takes

approximately 2 hours on Amtrak, an average speed of 53 miles per hour.

Amtrak is directed to report its findings to the Committee no later than

March 31, 1999. The study shall include an analysis of current and

potential ridership, cost-sharing strategies, necessary capital

improvements, track use agreement issues, and a cost-benefit analysis

for each outlined option. The Committee recommends that Amtrak use up to

$250,000 of the funds provided in this appropriation to prepare this

study.

GENERAL PROVISIONS

The Committee has included the following general provision relating

to Amtrak funding and operations.

Section 325.-- Public disclosure of Amtrak ticket subsidy. --The

Committee believes that Amtrak should provide each passenger with a

clear and unambiguous description of the American taxpayers' support for

its operations. In its recent analysis of Amtrak's route system, the

General Accounting Office calculated Amtrak's average per passenger loss

by using Amtrak's fully allocated costs and the ridership on its core

intercity passenger service. The Committee believes that this method

produces a meaningful indication of Amtrak's operating performance.

Accordingly, the bill requires Amtrak to incorporate this method of

calculating its per passenger loss in its disclosure to passengers.

Further, the bill requires Amtrak to verify its calculation with the

General Accounting Office. The Committee expects that Amtrak will convey

its per passenger loss and continuing need for support from the American

taxpayers using the following language: ``The American taxpayer

subsidized this railroad ticket. Amtrak lost an average of $47 per

passenger in fiscal year 1997.'' Amtrak would be expected to update the

disclosure contained on passenger tickets with the latest annual data.

FEDERAL TRANSIT ADMINISTRATION

SUMMARY OF FISCAL YEAR 1999 PROGRAM

The Federal Transit Administration was established as a component of

the Department of Transportation by Reorganization Plan No. 2 of 1968,

effective July 1, 1968, which transferred most of the functions and

programs under the Federal Transit Act of 1964, as amended (78 Stat.

302; 49 U.S.C. 1601 et seq.), from the Department of Housing and Urban

Development.

The missions of the Federal Transit Administration are: to assist in

the development of improved mass transportation facilities, equipment,

techniques, and methods; to encourage the planning and establishment of

urban mass transportation services needed for economical and desirable

urban development; to provide mobility for transit dependents in both

metropolitan and rural areas; to maximize productivity of urban

transportation systems; and to provide assistance to State and local

governments and their instrumentalities in financing such services and

systems.

The current authorization for the programs funded by the Federal

Transit Administration is contained in the Transportation Equity Act for

the 21st Century.

Under the Committee recommendation, a total program level of

$5,365,000,000 would be provided for the programs of the Federal Transit

Administration for fiscal year 1999.

The following table summarizes the Committee's recommendations

compared to fiscal year 1998 and the administration's request:

[In thousands of dollars]

Program 1998 enacted\1\ 1999 estimate\2\ Committee recommendation

Administrative expenses 45,738 48,142 54,000

Formula grants 2,500,000 3,709,235 2,850,000

University transportation research 6,000 (\3\) 6,000

Transit planning and research 92,000 91,900 98,000

Capital investment grants \4\2,000,000 \4\876,115 \4\2,257,000

Job access and reverse commute grants 100,000 50,000

Washington Metro 200,000 50,300 50,000

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

Total 4,843,738 4,775,692 5,365,000

\1\Excludes reductions for TASC pursuant to section 320 of Public Law 105 66 and Presidential line-item veto.

\2\The budget proposes funding all FTA programs from the ``Mass transit'' account of the highway trust fund.

\3\Proposed to be funded within transit planning and research.

\4\Limitation on obligations.

ADMINISTRATIVE EXPENSES

General fund Trust fund Total

Appropriations, 1998\1\ $45,738,000 $45,738,000

Budget estimate, 1999 $48,142,000 48,142,000

Committee recommendation 10,800,000 43,200,000 54,000,000

\1\Excludes reduction of $124,000 for TASC pursuant to section 320 of Public Law 105 66.

The Committee recommends a total of $54,000,000 in budget resources

funds for administrative expenses. The administration's request

envisioned funding administrative expenses from the ``Mass transit''

account of the highway trust fund.

Project management oversight activities, section 5327 .--The FTA's

Project Management Oversight Program is intended to inform and assist

FTA management and FTA grantees in carrying out their individual

responsibilities as stewards of public funds under the Federal transit

law. The Project Management Oversight Program encompasses project

management oversight of major capital projects, and safety, procurement,

management, and financial compliance reviews and audits of FTA grantees.

There are approximately nine fixed guideway projects planned and in

process that are expected to cost $1,000,000,000 or more. The DOT Office

of Inspector General is in the process of auditing two of those

projects. The Committee directs the OIG to track the progress of all

fixed guideway projects of national significance and perform audits of

those experiencing cost, schedule, or financing problems. To help fund

this work, the OIG is authorized to draw $1,000,000 from FTA's project

management oversight funds, as specified in the bill.

FORMULA GRANTS

General fund Trust fund Total

Appropriations, 1998 $240,000,000 $2,260,000,000 $2,500,000,000

Budget estimate,\1\ 1999 3,709,235,000 3,709,235,000

Committee recommendation 570,000,000 2,280,000,000 2,850,000,000

\1\The administration request includes fixed guideway modernization.

Formula grants to States and local agencies funded under this heading

fall into four categories: urbanized area formula grants (U.S.C. sec.

5307); clean fuels formula grants (U.S.C. sec. 5308); formula grants and

loans for special needs of elderly individuals and individuals with

disabilities (U.S.C. sec. 5310); and formula grants for other than

urbanized areas (U.S.C. sec. 5311). In addition, set asides of formula

funds are directed to: a new grant program for intercity bus operators

to finance Americans With Disabilities Act [ADA] accessibility costs;

and the Alaska Railroad for improvements to its passenger operations.

Within the total funding level of $2,850,000,000, the new statutory

distribution of these formula grants is allocated among these categories

as follows:

Urbanized areas (sec. 5307) $2,548,190,791

Clean fuels (sec. 5308) 50,000,000

Elderly and disabled (sec. 5310) 67,035,601

Nonurbanized areas (sec. 5311) 177,923,658

Rural Transportation Accessibility Incentive Program 2,000,000

Alaska railroad 4,849,950

Section 3007 of the Transportation Equity Act amends U.S.C. section

5307, urbanized area formula grants by striking the authorization to

utilize these funds for operating costs, but includes a specific

provision allowing the Secretary to make operating grants to urbanized

areas with a population of less than 200,000. Generally, these grants

may be used for capital projects, and to finance planning and

improvement costs of equipment, facilities, and associated capital

maintenance used in mass transportation. All urbanzied areas greater

than 200,000 in population are statutorily required to use 1 percent of

their annual formula grants on enhancements, which include landscaping,

public art, bicycle storage, and connections to parks.

Section 3008 of TEA21 overwrites the Mass Transit Account Block

Grants Program and replaces it with the Clean Fuels Formula Grants

Program. The new program provides grants for the purchase or lease of

clean fuel buses for eligible recipients in areas that are not in

compliance with air quality attainment standards. TEA21 statutorily sets

aside $50,000,000 of the total formula program funds for the new clean

fuels program. The Committee is aware that several problems associated

with heavy mass transit buses can be addressed through the use of

lightweight composite primary structure. These problems include

excessive road wear, fuel economy, brake wear, and difficulty

incorporating clean fuel systems. The Committee encourages the

Administrator to use $4,000,000 of the clean fuels formula funds to

establish a composite bus structure demonstration program to validate

long-term structural integrity and maintainability of composite primary

bus structure in a transit operating environment.

The elderly and disabled and nonurbanized areas formula grants

programs have been reauthorized without any substantive changes.

The following table displays the State-by-State distribution of the

formula program funds within each of the program categories:

FEDERAL TRANSIT ADMINISTRATION, FISCAL YEAR 1999 APPORTIONMENTS FOR FORMULA PROGRAMS (BY STATE)

State Section 5307 urbanized area formula apportionment Section 5311 nonurbanized formula apportionment Section 5310 elderly and persons with disabilities apportionment Total formula programs

Alabama $11,448,978 $4,228,780 $1,160,647 $16,838,405

Alaska 2,084,859 630,602 185,871 2,901,332

American Samoa 89,880 52,397 142,277

Arizona 28,863,235 1,851,249 1,023,763 31,738,247

Arkansas 4,437,072 3,380,734 812,084 8,629,889

California 404,820,386 8,251,269 6,271,272 419,342,928

Colorado 31,175,375 1,761,316 794,916 33,731,608

Connecticut 35,537,313 1,597,680 910,339 38,045,332

Delaware 4,871,260 398,583 278,659 5,548,502

District of Columbia 19,766,462 276,620 20,043,082

Florida 121,835,003 5,304,280 4,233,062 131,372,345

Georgia 44,801,810 6,182,926 1,503,895 52,488,632

Guam 255,869 132,972 388,840

Hawaii 19,715,744 693,939 353,457 20,763,140

Idaho 2,611,707 1,400,002 361,628 4,373,337

Illinois 178,200,662 5,672,490 2,737,694 186,610,846

Indiana 28,038,909 5,479,496 1,438,171 34,956,576

Iowa 7,342,475 3,524,466 872,739 11,739,680

Kansas 6,877,235 2,803,601 732,264 10,413,100

Kentucky 14,117,305 4,628,133 1,112,476 19,857,914

Louisiana 23,605,365 3,827,801 1,116,063 28,549,229

Maine 1,873,536 1,847,063 451,211 4,171,811

Maryland 66,793,154 2,305,970 1,121,323 70,220,447

Massachusettes 97,110,007 2,471,299 1,613,444 101,194,750

Michigan 50,670,971 6,692,700 2,342,839 59,706,510

Minnesota 25,338,046 3,851,262 1,137,080 30,326,388

Mississippi 4,031,432 3,758,332 789,061 8,578,825

Missouri 28,788,463 4,485,729 1,458,410 34,732,602

Montana 1,976,281 1,134,112 332,096 3,442,489

Nebraska 7,022,250 1,711,231 517,396 9,250,877

Nevada 15,616,798 558,691 385,885 16,561,374

New Hampshire 2,768,934 1,479,267 364,757 4,612,959

New Jersey 150,533,752 2,115,039 1,936,285 154,585,075

New Mexico 5,915,986 1,662,741 455,491 8,034,218

New York 455,065,563 7,445,190 4,481,782 466,992,534

North Carolina 22,137,693 7,908,991 1,709,831 31,756,515

North Dakota 1,926,497 838,726 283,256 3,048,479

Northern Mariana Islands 83,293 52,189 135,482

Ohio 72,161,826 8,051,902 2,856,940 83,070,668

Oklahoma 9,323,663 3,442,105 960,541 13,726,309

Oregon 22,267,054 2,733,062 893,273 25,893,390

Pennsylvania 125,058,247 8,981,981 3,424,587 137,464,814

Puerto Rico 38,115,924 2,684,099 847,585 41,647,607

Rhode Island 8,372,466 343,837 402,028 9,118,332

South Carolina 9,650,172 3,958,489 928,595 14,537,257

South Dakota 1,389,716 1,022,342 305,582 2,717,640

Tennessee 18,996,990 5,109,957 1,369,761 25,476,709

Texas 131,378,560 10,788,540 3,536,745 145,703,845

Utah 17,042,862 774,992 424,725 18,242,578

Vermont 698,431 914,062 253,268 1,865,761

Virgin Islands 195,639 135,122 330,761

Virginia 51,284,500 4,530,472 1,424,809 57,239,782

Washington 68,412,549 3,174,445 1,278,234 72,865,228

West Virginia 3,367,205 2,699,193 679,558 6,745,956

Wisconsin 29,244,129 4,663,889 1,304,931 35,212,950

Wyoming 965,020 652,297 215,996 1,833,313

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

Subtotal 2,535,449,837 177,034,040 67,035,601 2,779,519,477

Oversight 12,740,954 889,618 13,630,572

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

Total 2,548,190,791 177,923,658 67,035,601 2,793,150,050

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

Alaska Railroad 4,849,950

Clean Fuels 50,000,000

Rural Transportation Accessibility Incentive Program 2,000,000

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

Grand total 2,850,000,000

PAGE 4 PAGE 6 105th Congress Legislation Index