Air traffic management. --The recommendation provides $29,403,300

for this program, a reduction of $15,196,700 below the budget estimate.

The Committee believes a slower pace is appropriate for the TFM

infrastructure project, given the need to fund higher priority programs.

Last year, the Committee recommended zero for this project.

Terminal doppler weather radar (TDWR). --The Committee remains

concerned that FAA has not installed a TDWR system or otherwise provided

adequate windshear protection for the New York City metropolitan area.

The Committee understands that the record of decision for the proposed

TDWR at the former Brooklyn Coast Guard Air Station is expected this

autumn, and that the system could be commissioned six to eight months

after that decision. The Committee has watched year after year of delay

go by in this program, and insists that FAA adhere to this schedule.

Dallas/Fort Worth radar displays. --The Committee is aware that,

because of the volume of air traffic in the terminal airspace around the

Dallas/Fort Worth (DFW) metropolitan area, there is a significant

problem of ``data tag overlap''. The data tags are displays of

information provided to controllers. When a large number of aircraft are

being displayed in a confined area, the data tags overlap and cannot be

read easily. Vital aircraft information becomes obscured and very

difficult to read by air traffic controllers. The Committee is aware

that FAA is considering the possibility of including Dallas/Fort Worth

in the STARS early deployment capability, and received funds in fiscal

year 1998 for that effort. The Committee strongly encourages the FAA to

analyze this potential safety issue and address the deficiency as soon

as possible.

Terminal automation. --The Committee recommends $121,600,000 for

acquisition of standard terminal automation replacement system (STARS)

workstations, which is 90 percent of the $135,300,000 requested. When

combined with funds provided for engineering development, the total

amount in the bill for the STARS program is $196,300,000, or 93.5

percent of the amount requested. This makes STARS the largest single

item in FAA's capital budget for fiscal year 1999. The reduction of

$13,700,000 represents costs for the last 4 of the 17 STARS systems in

the 1999 budget, as well as a pro rate share of the implementation and

maintenance costs associated with those systems. The Committee notes

that FAA is now estimating a six month delay in implementation at

virtually all STARS sites due to development problems and cost growth.

The Committee believes that procurement should proceed at a slower pace

until the development problems are resolved. The Committee remains very

supportive of this program, especially the early display capability, and

hopes the agency can meet its current March 1999 implementation

schedule.

Low cost ASDE technologies. --The Committee continues to support

FAA's development of low cost airport surface detection equipment (ASDE)

systems, especially given the heightened importance of reducing runway

incursions. The Committee encourages FAA to make a near-term decision

among competing technologies in order to field this advanced technology

as soon as possible, and to include funding in future budget requests to

develop and implement low cost ASDE systems. The Committee is especially

pleased with the results of recent testing of phased array radar

technology at Norfolk International Airport in Virginia.

Terminal air traffic control facilities replacement. --The Committee

recommends $58,725,000 for this program, a reduction of $23,575,000 from

the budget estimate. Changes to the budget estimate are as follows:

Location Fiscal year 1999 budget Committee recommended Change to request

Port Columbus, OH $50,000 $750,000 +$700,000

Newark, NJ 14,275,000 --- -14,275,000

LaGuardia, NY 10,000,000 --- -10,000,000

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

Total -23,575,000

Port Columbus, OH. --The Committee believes that design work for

this new tower should be accelerated, and therefore provides the full

amount needed for that work.

Newark, NJ .--The President's budget request assumed the

reprogramming of previously provided funds during fiscal year 1998.

However, those funds were not reprogrammed. Therefore, these fiscal year

1999 funds are no longer needed.

LaGuardia, NY. --FAA estimates that the commissioning for this new

control tower will not occur for almost four years. Given this, and the

fact that FAA is still performing site studies, the Committee believes

that $10,000,000 for construction is premature.

New Castle County Airport, Delaware. --The Committee understands

that FAA has suggested the sponsor of the New Castle County Airport in

Delaware should finance not only the cost to design and construct a new

control tower at that airport, but also approximately $2,300,000 for

FAA's overhead, equipment and administrative costs to oversee the

project. In addition, the FAA has suggested that the sponsor should

reimburse the agency approximately $1,000,000 for overhead costs related

to relocation of the FAA's VHF omni-directional range (VOR) at the

airport, even though the current lease indicates the FAA should bear the

costs. While the Committee is aware that the FAA has budget

difficulties, it is clear that these ``soft'' costs are the agency's

responsibility. The Committee directs the FAA to assume these costs at

New Castle County Airport, which are estimated at approximately

$3,300,000. The Committee believes that, when an airport sponsor is

willing to finance the significant cost of constructing a control tower

for the FAA, the agency should not impose additional overhead costs on

that sponsor.

Terminal voice switch replacement/enhanced terminal voice switch.--

The Committee recommends $9,000,000 a large increase over the $1,640,000

provided for fiscal year 1998 but less than the $11,500,000 requested.

The reduction is due to budget constraints, and is without prejudice to

the overall program. The Committee is concerned about the continuing

delays in the TVSR program, which is several years behind the original

schedule. Given the large increase in funding over fiscal year 1998, the

Committee believes funds are sufficient to continue both of the existing

production sources during fiscal year 1999, and the Committee encourages

FAA to continue both sources in order to maintain competition in this

program.

Chicago tracon. --According to the budget justifications, these

funds are needed ``to resolve environmental or airspace issues that

arise as a result of rerouting air traffic * * * and to resolve

community concerns through final airspace simulations and modeling''.

The Committee believes that such projects can be funded out of the

operating account since they apparently do not involve justification for

construction of a new facility. The Committee recommends no funding for

this work, a reduction of $500,000 from the budget estimate.

Northern California metroplex. --The Committee recommends

$21,700,000 for this project, the same amount as last year. The budget

estimate included $27,600,000.

NAS infrastructure management system (NIMS). --The recommendation

holds funding for this program to the fiscal year 1998 level due to

budget constraints. This results in a reduction of $4,000,000 from the

budget estimate.

ASR 9.-- The proposed reduction of $3,800,000 would delete funds for

a system upgrade. The Committee is not certain that upgrading this

system is a high priority, given development of the new digital radar,

ASR 11.

Terminal facilities integration. --The Committee is unclear about

the specific purpose of this small program, and is concerned that it may

duplicate integration work budgeted in the individual program budgets.

The recommendation defers the $5,600,000 requested until the program is

more fully justified.

Terminal digital radar (ASR 11). --The Committee recommends

$62,200,000 for the ASR 11 program, a reduction of $3,900,000 from the

budget estimate. Since submission of the budget, the schedule for the

STARS deployment program has slipped approximately six months, according

to FAA program officials. Since this program is paced by the STARS

implementation schedule, a portion of this work will not be needed until

the following fiscal year.

Weather systems processor. --The recommended reduction of $2,900,000

would delete funds to upgrade the five limited production units. FAA

does not plan to award the base contract until September 1998. It seems

premature to the Committee to budget for upgrades to systems which

haven't even been procured or produced yet. The reduction is without

prejudice.

OASIS. --The Committee recommends $22,500,000, a reduction of

$3,000,000 from the budget estimate. Funding of $3,900,000 was provided

in fiscal year 1998. The reduction is due to budget constraints and is

without prejudice. The Committee continues to support the need for this

program.

Automated weather observing system (AWOS). --The Committee has

considered requests this year to fund weather observing systems at the

FAA, including the automated weather observing system (AWOS) and the

advanced surface observation system (ASOS). Although these are

meritorious systems, the Committee bill does not include funds above the

budget request for either system due to budget constraints. However, the

Committee notes that the Senate-reported bill does include additional

funds for the ASOS system. While the Committee is declining to fund

either system above the budget request at this time, it is the

Committee's strong position that, if additional funding is provided in

final conference action later this year for either of these systems, an

equitable distribution of additional funds must be provided for both.

Flight service station modernization. --In the original President's

budget request, the FAA requested $2,000,000 for this program. However,

in a budget amendment submitted on June 4, 1998, the agency recommended

reducing the program to $1,000,000 to provide additional funds for the

free flight phase one program. The Committee notes that there are few

items in the F&E program which are of direct benefit to the general

aviation community, and this is one of them. The recommendation keeps

funding at the original request, an addition of $1,000,000 to the

amended request.

VOR/DME/TACAN. --An additional $3,000,000 is recommended

specifically for the FAA to relocate and elevate the current VORTAC

facility in Vernon Hills, Illinois. In addition, $700,000 is to replace

or repair the VOR in Gainesville, Florida, which was recently damaged by

floods.

Instrument landing systems, establish. --The Committee recommends

$16,500,000 for this program and expects that funds will be distributed

as follows:

Installation of previously-procured systems $7,800,000

Fresno International Airport, CA: upgrade category I ILS to category II 3,500,000

Stanly County Airport, NC: ILS obstruction zone, aeronautical easement 1,000,000

Everett-Stewart Airport, TN-ILS and DME 200,000

Zanesville Airport, OH: ILS 300,000

March Airfield, CA: upgrade category I ILS to category II 3,700,000

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

Total 16,500,000

Fresno International Airport. --The Committee bill makes $3,500,000

available for the FAA to upgrade the Fresno Yosemite International

Airport's current category I instrument landing system to a category II

ILS/GPS system. This airport is constantly subjected to a phenomenon

known as ``Tule fog'' during early and late winter months. Tule fog

levels are often at approximately 150 feet above ground level, which

does not permit aircraft operations using category I ILS. As a result,

shippers and airlines are often forced to delay or cancel services,

which causes them to incur substantial losses. The upgrade to a category

II system will permit aircraft to land with 100 feet of visibility, and

would go far towards remedying this situation.

March Airfield. --The bill includes $3,700,000 to upgrade the

lighting and navigational aids of this airfield to achieve a category II

landing capability. This includes $1,000,000 for mark 20 localizer and

glideslope equipment; $850,000 for an approach lighting system with

sequential flashing lights (ALSF); $800,000 for centerline lighting and

touchdown zone equipment; and $1,050,000 for other associated project

costs.

Navigation and landing aids, improvement. --The small reduction of

$761,700 is due to budget constraints. The Committee recommendation is

$2,000,000 for this program.

Approach lighting system improvement. --The recommended increase of

$5,000,000 is intended for the additional procurement of approach

lighting system-flashing (ALSF) 4 equipment.

Precision approach path indicators. --The recommended increase of

$3,000,000 is for FAA to procure additional precision approach path

indicator (PAPI) lighting systems. Funding of $3,500,000 was provided

for this purpose in fiscal year 1998.

Radar outages, Kansas City. --The Committee encourages the FAA to

continue working with federal, state, and local officials and air

traffic controllers to resolve recent radar outage problems at the

Kansas City International Airport and the Kansas City air route traffic

control center. The recent visit by the FAA administrator and a GAO

audit requested by Congress make the Committee hopeful that a solution

to these problems will be found quickly.

PROCUREMENT OF NON-ATC FACILITIES AND EQUIPMENT

The Committee recommends $183,800,000 for the acquisition of non-air

traffic control facilities and equipment, an increase of $113,151,000

(160.2 percent) above the level enacted for fiscal year 1998 and

$9,000,000 more than the President's budget estimate.

Explosive detection systems (EDS). --The Committee bill includes the

$100,000,000 requested for procurement of additional explosive detection

systems. However, the Committee is troubled by a recent report and

Congressional testimony of the Office of Inspector General, which found

that the existing machines are being severely underutilized, and that

the commercial airlines have not budgeted for the continuing operation

and maintenance of the systems. The Committee would point out that,

although the Federal Government has long been involved in developing and

(recently) acquiring these machines, the underlying responsibility has

always been--and remains today--that of the airlines. Ensuring that an

aircraft and its passengers are safe from explosives is the legal

responsibility of the commercial air carriers. Although the Federal

Government can and will assist the airlines in this area, the Committee

does not accept that by providing such funds for a short period of time

the government is assuming this new role. By contrast, the Committee

believes the airlines should want the additional security afforded by

these new systems, and believes that airline passengers welcome those

improvements as well.

Although the bill includes funds to continue this program, the

Committee believes it is necessary to include provisions in the bill

which prohibit the obligation of any funds for additional bulk explosive

detection systems until thirty days after the FAA administrator

certifies, in writing, that the major air carriers responsible for

providing airport security agree to: (a) begin assuming the operations

and maintenance costs of such machines beginning in fiscal year 1999;

and (b) substantially increase the usage of such machines. The Committee

also requests the Inspector General to review this certification and

provide an independent view to the Congress.

Information security. --The Committee recommends $7,000,000 for this

area in fiscal year 1999, an increase of $5,000,000 above the budget

request. The Committee believes this is an important area of concern

which requires a higher level of attention and more budgetary resources.

DSR training simulator. --The bill includes $4,000,000 for the

Mid-America Aviation Resource Consortium to continue procurement of a

display system replacement (DSR) air traffic control simulator

compatible with new DSR systems now being installed in en route centers

nationwide. The same amount was provided in fiscal year 1998. This new

DSR training simulation system at MARC will enable new controllers to be

trained to operate the DSR system when it becomes fully operational in

ARTCCs across the nation in the year 2000.

MISSION SUPPORT

The recommendation provides $263,043,200 for mission support

activities. Funding of $288,960,000 was provided in fiscal year 1998.

Adjustments to the budget estimate are explained below.

Resource tracking program. --This small project was reduced in the

budget amendment from $1,000,000 to $500,000. Given the increasing

importance of cost accounting and performance measurement to the agency,

the Committee believes this small reduction should be restored. Funding

of $1,000,000 is recommended.

Center for advanced aviation systems development (CAASD). --The

Committee believes the request for CAASD contract is inadequate, given

the increased demands on the organization over the past year. The budget

request would result in a 12 percent reduction in technical staffing.

The Committee appreciates the work of CAASD in support and oversight of

FAA programs, and recommends an increase of $7,093,200. This should

allow CAASD to retain approximately the current level of staffing.

The Committee also directs CAASD not to take on work in the URET

project, or in other projects, which is programmatic in nature. This

includes such work as software development or documentation; processing

of software changes; and assistance in ``evolutionary development''

activities for individual programs. CAASD discontinued such work several

years ago at the request of the Committee, and now focuses on

higher-level analyses which are of higher priority to the agency and

which utilize more fully their specific expertise and unique

relationship with the agency.

The Committee is also very supportive of CAASD's recent assistance in

the financial planning area, and encourages the organization to continue

and expand this work, especially in long-range planning and

conceptualization for the operations budget.

Year 2000 computer issues. --The Committee recommends $21,600,000

for this program, a reduction of $14,440,000 from the budget estimate.

The bill assumes that the balance of required funding will be made

available from a supplemental appropriation to be addressed later in the

year. Also, Congress recently provided $25,000,000 for this purpose in a

fiscal year 1998 supplemental appropriations Act.

PERSONNEL AND RELATED EXPENSES

The recommendation provides $250,650,000, an increase of $17,440,000

above the budget estimate. The increase, as previously explained under

FAA ``Operations'', involves a transfer of funding for certain

acquisition program offices from the operating account to this

appropriation.

RESEARCH, ENGINEERING, AND DEVELOPMENT

(Airport And Airway Trust Fund)

Appropriation, fiscal year 1998 $199,183,000

Budget estimate, fiscal year 1999 290,000,000

Recommended in the bill 145,000,000

xlBill compared with:

Appropriation, fiscal year 1998 -54,183,000

Budget estimate, fiscal year 1999 -145,000,000

This appropriation provides funding for long-term research,

engineering and development programs to improve the air traffic control

system and to increase its safety and capacity to meet air traffic

demands of the future, as authorized by the Airport and Airway

Improvement Act and the Federal Aviation Act. The appropriation also

finances the research, engineering and development needed to establish

or modify federal air regulations.

Committee Recommendation

The Committee recommends $145,000,000, a reduction of $145,000,000

below the President's budget request and $54,183,000 below the fiscal

year 1998 enacted level. Most of the reduction (93.7 percent) is

accounted for by a deferral of the flight 2000 project (-$90,000,000)

and a transfer of certain activities to the ``Facilities and equipment''

appropriation (-$45,857,000) which has been previously explained in an

earlier section of this report.

While still the safest airway system in the world, aviation accidents

in this country in 1994 and 1996 highlight the need for more rapid

implementation of advanced safety technologies, especially those related

to forecasting and detection of hazardous weather conditions such as

windshear, safety monitoring and oversight technologies, and aircraft

technologies. The high percentage of accidents and incidents due to

human error, deicing, and other hazardous weather problems call for

sustained, high priority research programs to address these issues. In

some cases, these priorities have necessitated reductions in other

research programs.

Reprogramming actions. --According to a recent IG report, the FAA

made several funding changes in its execution of the fiscal year 1998

appropriation about which the Committee should have been advised. In

system development and infrastructure, for example, Congress reduced the

request by $1,700,000. However, the FAA put back $542,000 (32 percent)

of this amount internally. The agency also increased airport technology

funding by 25 percent above the approved level. Congress raised funding

for aircraft safety technology by $10,210,000--and the FAA reprogrammed

24 percent of this amount to their own priorities. The Committee does

not make its recommendations lightly, and is therefore quite concerned

about the agency substituting its priorities for those of the Congress.

The Committee intends to monitor this very closely during fiscal year

1999, and will consider placing all amounts directly in the bill in

future years if Congressional allocations are not more closely followed.

A table showing the fiscal year 1998 enacted level, the fiscal year

1999 budget estimate, and the Committee recommendation follows:

Offset Folios 73 Insert here

System Development and Infrastructure

The recommended level is $12,775,000 for system development and

infrastructure, a reduction of $1,879,000 (12.8 percent) below the

fiscal year 1998 enacted level.

System planning and resource management. --The recommendation

provides $1,164,000, the same as the fiscal year 1998 enacted level.

Technical laboratory facility. --The recommendation allocates

$6,721,000, a reduction of $1,318,000 below the level provided in fiscal

year 1998. The reduction is necessary to fund higher priority activities

in weather and human factors research.

Weather Research

The Committee recommendation includes $15,284,000 for research to

reduce aviation hazards of dangerous weather, the same level as enacted

for fiscal year 1998 and $3,000,000 (24.4 percent) above the budget

request. A comparison of the Committee recommendation to the fiscal year

1998 enacted level and the President's budget request is as follows:

Project FY 1998 enacted FY 1999 budget Commttee recommendation

National laboratory program $8,367,000 $9,118,000 $9,118,000

Project Socrates 3,000,000 3,000,000

Juneau windshear research 3,500,000

Center for Wind, Ice and Fog 500,000 (\1\) (\1\)

Research operations 1,466,000 1,007,000 1,043,000

In-house personnel 800,000 848,000 848,000

Program office support 567,000 600,000 600,000

Technical center support 400,000 475,000 475,000

Cost benefit analysis 200,000 200,000 200,000

Adjustment --- 36,000 ---

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

Total 15,300,000 12,284,000 15,284,000

\1\Included under the national laboratory program.

Within the funds provided, $3,000,000 is to continue development of

the windshear protection technology known as Project Socrates. This is

the same level provided for fiscal year 1998. In addition, the bill

includes language stipulating that no less than $9,118,000 may be

utilized for the National Laboratory Program, which is the level assumed

in the budget request. The Committee continues to strongly support this

work, which is coordinated by the National Center for Atmospheric

Research (NCAR) and performed jointly by several universities, federal

laboratories, and non-profit organizations prominent in the field of

weather research. The Committee wishes to ensure that the appropriation

for this work is not reprogrammed to other activities. The FAA is

encouraged to continue the involvement of the Center for Wind, Ice and

Fog at Mount Washington Observatory in New Hampshire under this program.

The Committee believes that FAA is not showing the necessary

leadership or effectively managing its weather research and technology

development programs, a finding supported by a recent GAO report. The

Committee has, for many years, strongly encouraged FAA to raise the

priority of weather programs in the budget and to reorganize in a

fashion which can provide strong leadership. The Committee directs the

FAA to establish an integrated product team for weather programs and

place in under the current ``communications, navigation, and

surveillance'' organization.

AIRPORT TECHNOLOGY

The Committee recommends $7,215,000, $168,000 below the budget

estimate and $2,215,000 (44.3 percent) above the $5,000,000 provided

last year. These activities include runway pavement research and other

research into civil engineering improvements at the nation's airports.

AIRCRAFT SAFETY TECHNOLOGY

Overall, the Committee recommends $34,886,000, the same as the budget

estimate.

Propulsion and fuel systems. --The Committee understands that the

FAA received a proposal under Propulsion Systems research to address

inappropriate crew response to engine malfunction. Better engine models

would be developed for flight simulator upgrades that permit the

airlines to enhance their line-oriented flight training (LOFT) programs

required by the FAA under its advanced qualifications program for air

transport pilots. The Committee encourages the FAA to consider this

proposal for funding in fiscal year 1998 or 1999.

Flight safety/atmospheric hazards research. --Of the $2,619,000

provided, $800,000 is to continue to address the problem of wildlife

strikes by aircraft.

SYSTEM SECURITY TECHNOLOGY

Overall, the Committee recommendation provides $44,225,000, the same

as the fiscal year 1998 enacted level.

HUMAN FACTORS AND AVIATION MEDICINE

The Committee recommendation provides $26,615,000, an increase of

$4,386,000 (19.6 percent) above the budget request and approximately the

same level as last year. The Committee remains disappointed that, once

again this year, the FAA has placed human factors research at or near

the bottom of its research priorities, choosing instead to propose

increases in the agency's institutional laboratory capabilities,

in-house research planning, and other similar activities. Once again

this year, the Committee has rearranged those priorities in a manner

which will advance aviation safety rather than institutional

prerogatives.

Air traffic control/airway facilities human factors. --The

recommendation provides $10,000,000, an increase of $1,703,000 (20.5

percent) above the budget request and the same level as last year. Of

the funds provided, $1,000,000 is for an agency-wide comprehensive

survey of air traffic controller personnel, to determine the extent of

fatigue among the workforce and the effect of current shift patterns and

rotation practices. FAA should also use the additional funding provided

to continue and expand the important work done at the Civil Aeromedical

Institute (CAMI) regarding fatigue in the controller workforce.

Aeromedical research. --The recommendation provides $4,065,000,

which is $36,000 above the budget request and $65,000 (1.6 percent)

above the level provided last year. The Committee continues to value the

work performed in this project and conducted mainly at the Civil

Aeromedical Institute in Oklahoma.

ENVIRONMENT AND ENERGY

The recommendation provides $3,000,000, an increase of $109,000 (3.8

percent) above the level provided last year. This program researches

ways to mitigate the impact of airport noise around the country. The

budget proposed $3,391,000, an increase of 17.3 percent.

INNOVATIVE AND COOPERATIVE RESEARCH

The recommendation provides $1,000,000, which is a reduction of

$1,000,000 below the level provided last year. The reduction is needed

to fund higher priority activities in safety-related areas, including

hazardous weather and human factors research. This program finances the

FAA centers of excellence, the FAA fellows program, and other

university-based research of long-term interest to aviation. The budget

included $2,330,000, an increase of 16.5 percent.

GRANTS-IN-AID FOR AIRPORTS

(liquidation of contract authorization)

(airport and airway trust fund)

Liquidation of contract authorization Limitation on obligations

Appropriation, fiscal year 1998 $1,700,000,000 ($1,700,000,000)

Budget estimate, fiscal year 1999 1,600,000,000 (1,700,000,000)

Recommended in the bill 1,600,000,000 (1,800,000,000)

xlBill compared with:

Appropriation, fiscal year 1998 -100,000,000 (+100,000,000)

Budget estimate, fiscal year 1999 --- (+100,000,000)

The bill includes a liquidating cash appropriation of $1,600,000,000

for grants-in-aid for airports, authorized by the Airport and Airway

Improvement Act of 1982, as amended. This funding provides for

liquidation of obligations incurred pursuant to contract authority and

annual limitations on obligations for grants-in-aid for airport planning

and development, noise compatibility and planning, the military airport

program, reliever airports, and other authorized activities. This is the

same as the level requested in the President's budget.

LIMITATION ON OBLIGATIONS

The bill includes a limitation on obligations of $1,800,000,000 for

fiscal year 1999. This is $100,000,000 (5.9 percent) above the

President's budget request and $100,000,000 above the fiscal year 1998

level.

A table showing the distribution of these funds compared to the

fiscal year 1998 levels and the President's budget request follows:

Project Fiscal year--

1998 enacted 1999 estimate 1999 recommended

Entitlements: $989,114,003 $995,621,560 $1,016,621,560

Small Airport Fund: 111,250,757 113,767,800 113,767,800

Discretionary Set-Asides: 255,920,968 290,610,640 369,610,640

Other Discretionary: 343,714,272 300,000,000 300,000,000

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

Total limitation \1\1,700,000,000 1,700,000,000 1,800,000,000

\1\Includes cap on noise and military airport set-asides.

DISCRETIONARY GRANTS

Within the overall obligation limitation in this bill, $669,610,640

is available for discretionary grants to airports. Within the obligation

level recommended, the Committee directs that priority be given to grant

applications involving further development of the following airports:

State Airport (project)

Alabama Isbell Field Municipal Airport (runway extension); Huntsville International (security system).

California San Bernardino International Airport; Gnoss Field (runway extension); Stockton Metropolitan Airport (runway extension); March Airfield (refueling system conversion); Meadows Field Airport (terminal); Yucca Valley Airport (site study).

Florida Orlando International (crossfield taxiways); Miami International.

Georgia Peachtree Dekalb Airport (runway protection zone).

Illinois Chicago Midway Airport (noise abatement).

Indiana Porter County Municipal (runway extension); Griffith/Merrillville Airport (runway reconstruction).

Iowa Sioux Gateway Airport.

Kansas Kingman Airport (runway rehabilitation).

Louisiana New Orleans International (EIS and new runway); New Orleans International (noise abatement); Baton Rouge (reconstruct taxiway ``F'').

Maryland Baltimore-Washington International (glycol recovery facilities).

Michigan Flint Bishop International (runway rehabilitation); Oakland-Pontiac International (noise abatement); Chippewa County Airport (new runway); Marquette Airport (relocation).

Mississippi Belmont-Tishomingo County Airport.

New Jersey Newark International.

New York Greater Buffalo International (building demolition); Syracuse Hancock International Airport.

North Carolina Piedmont Triad International (new runway).

Ohio Rickenbacker International; Cleveland Hopkins International (runway expansion).

Rhode Island T.F. Green Airport (noise abatement).

Texas Cloverfield Airport; Ellington Field.

Utah Salt Lake City International.

Wisconsin La Crosse Municipal Airport (new runway).

Cloverfield Airport, TX. --The Committee is pleased to note that

since 1989, the FAA has assisted numerous public and private entities in

the planning and development of Cloverfield Airport, a privately-owned,

public use, federal reliever airport to the commercial air carrier

facility, Houston Hobby Airport. The FAA has helped fund Cloverfield's

feasibility study, airport master plan, site analysis and environmental

assessment study. The FAA has also recognized the airport's importance

by choosing it as a site for the doppler weather radar system and by

making it one of the few general aviation facilities with a GPS weather

station. Cloverfield is also home to the helicopter emergency evacuation

service for Hermann Hospital Life Flight that serves the entire Houston

Medical Center region.

Cloverfield, a 57-year-old facility, is now ready to undertake the

safety improvements and airfield upgrades that have been designated in

the FAA-approved layout plan. The airport recently submitted a grant

application to the FAA's Airport Improvement Program for funding to

widen, reconstruct, and strengthen the existing runway and construct

parallel taxiway ``A''. The Committee considers these to be worthy

projects that will provide significant safety benefits to Cloverfield

Airport and its users, and urges the FAA to move forward expeditiously

to fund these improvements in fiscal year 1999. The Committee also

encourages the FAA to provide this funding directly to Cloverfield

Airport.

Stockton Metropolitan Airport, CA.-- The Committee wants to express

continued support for AIP funding for the Stockton Metropolitan Airport,

so that the airport can lengthen the runway. The Committee supported

this project last year, but the FAA has not funded the project to date.

Currently, the runway at Stockton is insufficient to handle wide-body

cargo aircraft that are necessary to ship fresh produce overseas. The

runway extension is vital to the export viability of California

argricultural products. Furthermore, the AIP funding is necessary to

prevent further deterioration of the runway. The application for AIP

funding has the support of local officials. To assist their efforts, the

Committee encourages FAA to fund the runway extension at Stockton

Airport this year.

Ellington Field, Houston, TX.-- Ellington Field in Houston, Texas is

currently being considered for readmission into the military airport

program (MAP). Ellington was a military facility for many years, and was

in considerable disrepair when transferred to the City of Houston in

1984. Ellington Field has remained a joint use facility, with continued

federal use and partial ownership. NASA, the Coast Guard, and the

National Guard are all active at the airport. In addition, it is a

general aviation airport, serves as a designated reliever, and is

drawing considerable interest as an economic development site. However,

the rehabilitation that was necessary could not be completed during

Ellington's initial participation in MAP. The Committee recognizes that

the backlog of work remaining from Ellington's military days is a

significant problem and an impediment to the airport's ability to emerge

as a self-supporting facility and a generator of substantial economic

growth in the area. The Committee believes that Ellington Field presents

exactly the kind of transition situation that MAP was created to assist,

and encourages the FAA to approve the City of Houston's application for

readmission into the MAP program.

New Orleans International Airport, LA.-- The Committee encourages

the FAA to consider signing a letter of intent for major capacity

enhancement projects and the related environmental impact statement at

New Orleans International Airport in Louisiana. In addition, the FAA

should give priority consideration to purchase the property in priority

six as part of the noise mitigation buyout program at this airport.

Priority six is outside the 75 LDN area; however, the area has been

adversely affected sufficient to warrant purhasing non-compatible

property to maintain the integrity of the neighborhood.

Flint Bishop International Airport, MI.-- The Committee urges the

FAA to give priority consideration to a request for discretionary

funding for runway rehabilitation and new construction at the Flint

Bishop International Airport in Michigan.

Oakland-Pontiac International Airport, MI .--The Committee

encourages the FAA to give priority consideration to a request for

discretionary funding for Oakland-Pontiac International Airport property

acquisition in the west runway protection zone to enhance airport safety

and to help relocate residents living in the noise zone.

Buffalo Airport Center, NY .--The Committee encourages the FAA to

give priority consideration to a request for discretionary funding for

airside safety-related building acquisition and demolition activities at

the Buffalo Airport Center in New York.

Huntsville International Airport, AL .--The Committee understands

that Huntsville International Airport has submitted an application to

the FAA to fund the design and construction of an airport security

system and control center. The Subcommittee recognizes the need for this

airport security system and control center and urges the FAA to fund

these projects.

Gnoss Field, Marin County, CA .--The Committee urges the FAA

Administrator to give priority consideration to a request for

discretionary funding for the extension of the runway to 4,500 feet in

order to increase the operating safety for all aircraft using Gnoss

Field.

T.F. Green Airport, RI .--The Committee urges the FAA Administrator

to give priority consideration to a request for discretionary funding

for noise mitigation projects at T.F. Green Airport in Rhode Island.

Chippewa County Airport, MI .--The Committee urges the FAA

Administrator to give priority consideration to a request for

discretionary funding for the design and construction of a crosswind

runway at Chippewa County Airport near Kincheloe, Michigan. The

Committee understands that a feasibility study has determined that a new

crosswind runway is vital to continue safe flight operations at the

airport.

Cleveland Hopkins International Airport, Cleveland, OH .--The

Committee urges the FAA Administrator to give priority consideration to

a request for discretionary funding for site and engineering studies for

the proposed runway expansion at the Cleveland Hopkins International

Airport.

La Crosse Municipal Airport, WI .--The Committee urges the FAA

Administrator to give a high priority to awarding discretionary funds

for reconstruction of the airport runway and repair of the approach

lighting system towers at La Crosse Municipal Airport in La Crosse,

Wisconsin.

Miami International Airport, Miami, FL .--The Committee recognizes

the need for capacity enhancements at Miami International Airport and

urges the FAA Administrator to take steps to award discretionary funding

for the fourth runway, including issuing a record of decision by October

1998 and entering into a three-year $104.3 million letter of intent with

the Miami-Dade Aviation Department.

Peachtree DeKalb Airport, GA .--The Committee urges the FAA

Administrator to give priority consideration to a request for

discretionary funding for noise mitigation projects at Peachtree DeKalb

Airport, Georgia.

Midway Airport, Chicago, IL .--The Committee urges the FAA

Administrator to give priority consideration to a request for

discretionary funding for noise abatement projects at Midway Airport,

Chicago, Illinois.

Marquette Airport, MI .--The Committee recognizes the benefits of

relocating the Marquette Airport to the former Air Force Base, K.I.

Sawyer, and urges the FAA Administrator to give priority consideration

to awarding discretionary funding for this purpose.

Yucca Valley Airport, CA. --The Committee is concerned with actions

taken by the FAA regarding the Yucca Valley Airport in California. Due

to the need for a viable general aviation airport in Yucca Valley/Joshua

Tree, the Committee expects the FAA to conduct an unbiased site

selection study for this area which includes the current airport in

Yucca Valley. This is similar to direction provided last year, and the

Committee is insistent that the FAA follow these directions.

DENVER INTERNATIONAL AIRPORT--NOISE MITIGATION

The City and County of Denver, Colorado, as well as many of the

surrounding counties affected by noise from the Denver International

Airport (DIA), formed the Denver International Airport Study

Coordination Group to commission a study on aircraft noise and make

recommendations for changes in DIA operations. This study, titled ``A

Study of the Noise Impact of aircraft Operation in the Denver, Colorado

Area'', has now been completed. The study indicates that changes in

flight paths at DIA, Centennial Airport, and Buckley Air National Guard

Base could substantially reduce aircraft noise in Front Range areas. The

Committee instructs FAA to work with the DIA Study Coordination Group,

the DIA noise abatement office, and other affected Colorado communities

to identify measures, including changes in flight patterns, which would

reduce aircraft noise. In addition to considering average noise levels

(particularly in communities with average noise levels over 65 LDN), the

FAA shall address the specific noise problems related to single noise

events, low background noise, and the higher altitude of Colorado

communities.

GRANTS-IN-AID FOR AIPORTS

(airport and airway trust fund)

(rescission of contract authorization)

The bill rescinds $5,000,000 in contract authority which is not

available for obligation under currently-assumed obligation limitations.

This is not expected to effect ongoing airport development programs, and

is due to budget constraints.

AVIATION INSURANCE REVOLVING FUND

Once again this year, the bill continues language authorizing the

Secretary of Transportation to make expenditures and investments for

aviation insurance activities out of the aviation insurance revolving

fund and authorized under chapter 443 of title 49, United States Code,

within the limits of funds made available pursuant to 49 U.S.C. 44307.

AIRCRAFT PURCHASE LOAN GUARANTEE PROGRAM

The bill includes a zero obligation limitation on borrowings during

fiscal year 1999 under the aircraft purchases loan guarantee program.

This is the same as the budget estimate.

ADMINISTRATIVE SERVICES FRANCHISE FUND

When this effort was initiated two years ago, Congress made it clear

that the program was considered to be on a trial basis, and that cost

savings must be demonstrated in the near-term for Congressional support

to be maintained. In denying the request originally, this Committee's

June 1996 report stated ``should the FAA provide convincing evidence

that such an entity will save significant administrative costs, the

Committee will consider such proposal in future years''. House conferees

agreed to establish the fund later that year, but made clear that this

was only on a trial basis, and that efficiencies and cost savings would

be monitored closely. When no such savings were identified by mid-1997,

the Committee recommended restrictions on the program. However, the

restrictions were dropped in conference in lieu of a report detailing

cost savings from the program. After eight months, the FAA recently

submitted a two-page report which concluded that the agency ``recognized

no measurable cost savings in fiscal year 1997 as a result of the

franchise fund''. The Committee believes the agency has had ample time

to prove the benefit of this fund, and has been unable to do so.

Therefore, the bill includes a provision prohibiting the FAA from

continuing the Administrative Services Franchise Fund during fiscal year

1999.

FEDERAL HIGHWAY ADMINISTRATION

The Federal Highway Administration provides financial assistance to

the states to construct and improve roads and highways, enforces federal

standards related to interstate motor carriers and the highway transport

of hazardous materials, and provides technical assistance to other

agencies and organizations involved in road building activities. Title

23 and other supporting legislation provide authority for the various

activities of the Federal Highway Administration. Funding is provided by

contract authority, with program levels established by annual

limitations on obligations provided in appropriations Acts.

As discussed earlier in this report, the Transportation Equity Act

for the 21st Century (TEA21) amended the Budget Enforcement Act to

provide two additional discretionary spending categories, one of which

is the highway category. This category is comprised of all federal-aid

highway funding, motor carrier safety funding, National Highway Traffic

Safety Administration (NHTSA) highway safety grant funding and NHTSA

highway safety research and development funding. The highway category

obligations are capped at $25,883,000,000 and outlays are capped at

$21,885,000,000 in fiscal year 1999. If appropriations action forces

highway obligations or outlays to exceed these levels, the difference is

charged to the nondefense discretionary spending category. In addition,

if highway account receipts exceed levels specified in TEA21, automatic

adjustments will be made to increase or decrease obligations and outlays

for the highway category accordingly.

The Committee's recommendation fully comports to and does not exceed

the levels guaranteed by TEA21. The following table summarizes the

program levels of the various programs within the Federal Highway

Administration for fiscal year 1998 enacted, the fiscal year 1999 budget

request and the Committee's recommendation:

Program 1998 enacted 1999 request 1999 recommended

Federal-aid highways $21,500,000,000 $21,500,000,000 $25,511,000,000

Exempt federal-aid programs 1,597,000,000 1,265,000,000 1,211,614,000

Emergency relief program supplemental (259,000,000)

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

Appalachian development highway system 300,000,000

State infrastructure banks 150,000,000

Transportation infrastructure credit program 100,000,000

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

Total 23,481,825,000 23,115,000,000 26,722,614,000

LIMITATION ON GENERAL OPERATING EXPENSES

Limitation, fiscal year 1998\1\ ($522,266,000)

Budget estimate, fiscal year 1999 (521,883,000)

Recommended in the bill (318,733,000)

xlBill compared with:

Limitation, fiscal year 1998 (-233,533,000)

Budget estimate, fiscal year 1999 (-203,150,000)

\1\Excludes reductions of $610,000 for TASC.

This limitation controls spending for the salaries and expenses of

the Federal Highway Administration required to conduct and administer

the federal-aid highways programs and most other federal highway

programs. In the past, this limitation included a number of contract

programs, such as highway research, development and technology; however,

the Transportation Equity Act for the 21st Century (TEA21) created a

separate limitation for transportation research. Accordingly, in fiscal

year 1999 costs related to highway research, development and technology

are included under a separate limitation.

The Committee recommends a limitation of $318,733,000. This amount is

$8,175,000 above comparable amounts provided for fiscal year 1998 and

$22,530,000 below the level requested in the budget. The recommendation

assumes a reduction from 1998 enacted levels of 78 full time equivalent

positions for a total of 3,087. The Committee recommendation includes

$52,530,000 for motor carrier safety operations, to be transferred to

the National Highway Traffic Safety Administration to carry out the

functions of the office of motor carriers. The recommended level assumes

the following adjustments to the budget request:

Undistributed reduction in GOE administrative expenses -$6,000,000

Defer funding for national differential global positioning system -9,654,000

Delete funding for nationwide personal transportation survey -1,500,000

Delete funding for national rural development program support -500,000

Disapprove transfer to Appalachian Regional Commission -3,000,000

Transportation needs study in the National Parks and federal lands +2,000,000

Undistributed reduction in motor carrier administrative expenses -2,853,000

Undistributed reduction in GOE administrative expenses. --The

Committee recommendation includes a reduction of $6,000,000 in

administrative expenses and provides FHWA the flexibility to allocate

that reduction among such expenses as ADP, permanent change of station,

travel, transportation and non-mandatory bonuses and incentives.

The Committee's allowance includes sufficient funds for the planned

reorganization of the FHWA regional offices and staff, which shall be

completed expeditiously and in the manner set forth in the department's

reorganization plan outlined to Congress dated February 24, 1998. This

includes eliminating nine regional offices, creating four technical

resource centers in their place, and giving maximum delegations of

authority to the state-level division offices. The FHWA is directed to

submit to the House and Senate Committees on Appropriations a detailed

implementation plan by September 30, 1998, and to provide periodic

reports thereafter. In allocating the available administrative funds,

the Administrator shall ensure that expenses related to the

reorganization are fully met before distributing funds for lower

priority activities such as travel, bonuses, strategic planning, and

training.

Nationwide differential global positioning system (DGPS). --The

Committee has deleted funds requested for the nationwide differential

global positioning system (-$9,654,000). Funds appropriated for similar

activities last year have yet to be expended as there have been delays

in implementing the interagency agreements. Specifically, the Committee

has deleted funds an alternative civil frequency for the GPS, known as

L5. In terms of transportation needs, the primary benefit of the

requested investment would have accrued to the FAA. The Committee

believes that it is inappropriate to fund this activity from the highway

trust fund. Furthermore, the Committee understands that the Department

of Defense has agreed to fund costs associated with L5.

The Committee has also deleted funds for the DGPS system because the

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

other federal agencies. 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 rail systems. The Committee also remains concerned that

the total costs for construction, operation and maintenance of DGPS over

the next fifteen years could exceed $90,000,000 and that costs to

develop and implement the L5 frequency have not been reliably determined

but could require $100,000,000 to $200,000,000.

The Committee maintains that these expenses should not be derived

solely from the highway trust fund or other departmental accounts.

Recognizing potential the importance of both DGPS and L5 to a wide array

of strategic national purposes, the Secretary should seek to obtain

funding from other federal agencies and sources and possibly 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 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 should also 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 five

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

costs/benefits of further investing 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, should also be addressed in the report.

Nationwide personal transportation survey. --The Committee has not

included funding within the limitation on general operating expenses for

the nationwide personal transportation survey (-$1,500,000). Funding for

this activity shall be available within the contract authority provided

under the limitation on transportation research.

National rural development program support. --The Committee has

deleted funding requested for the department's share of the national

rural development program (-$500,000). This program is a government-wide

initiative/partnership, led by the Department of Agriculture, and is a

network of rural development leaders and officials committed to the

vitality of rural areas. The Committee has deleted funds for this

activity for the last several years. None of the funds available to the

FHWA shall support this activity in fiscal year 1999.

Administrative activities of the Appalachian Regional Commission.--

The Committee has deleted funding requested to transfer $3,000,000 to

the Appalachian Regional Commission to cover the administrative

activities associated with the Appalachian development highway system

(ADHS). Funds provided for the administrative expenses of the

Appalachian Regional Commission in the fiscal year 1999 Energy and Water

Development Appropriations Act, as approved by the House, are sufficient

to administer the ADHS program in fiscal year 1999.

Transportation needs in the national parks and related public lands.

--The Committee has included $2,000,000 to carry out section 3039 of the

Transportation Equity Act for the 21st Century. Within the funds

provided, the Secretary is directed to undertake a comprehensive study

of alternative transportation needs in the national parks and related

public lands managed by federal land management agencies, and to

implement activities and contracts associated with the memorandum of

understanding between the departments of the Interior and Transportation

dated November 25, 1997.

The Committee is pleased that the department has entered into a

memorandum of understanding (MOU) with the Department of the Interior.

This MOU has the potential to be a model of interagency cooperation. The

Committee understands that the national parks have significant

transportation needs, and that the Department of Transportation, not the

Department of the Interior, has the expertise in developing and

implementing transportation projects. Accordingly, the Federal Highway

Administration, particularly the Federal Lands division, and the Federal

Transit Administration are directed to work cooperatively with each

other and the Department of the Interior and the National Park Service

in addressing the unique transportation requirements of the national

parks.

Further, the Committee directs the Federal Highway Administration and

the Federal Transit Administration to review the transportation

alternatives considered by the National Park Service in the Grand Canyon

and Yosemite national parks to determine if all necessary and

appropriate transportation planning, development, environmental and

alternative analyses have been conducted to support the alternatives

selected by the National Park Service. The Committee expects that the

independent assessment be concluded and the results of the assessment

transmitted to the House and Senate Committees on Appropriations by

April 1, 1999.

Inspector General audit cost reimbursement. --In addition to

auditing the FHWA financial statement, office of inspector general (OIG)

resources have traditionally been used for other financial audits

related to the highway trust fund. For example, in the past year the OIG

issued major reports on the emergency relief program and unexpended

obligations on completed and inactive projects and Boston's Central

Artery project. The Committee has found this work extremely useful and

directs the OIG to continue such efforts. Since these financial reviews

directly relate to efficient and effective use of the highway trust

fund, the Committee directs that $750,000 be transferred from the FHWA's

administrative takedown authorized by section 104(a) of title 23 to the

office of inspector general.

Motor carrier. --The Committee has provided $52,530,000 for motor

carrier safety operations, which is a reduction of $2,853,000 from the

budget request but an increase of three percent over the fiscal year

1998 enacted level. The office of motor carriers (OMC) has the

flexibility to allocate this reduction among such expenses as travel,

transportation, equipment, and other services. Within the total, the

Committee expects OMC to initiate work on the rest area and shipper

responsibility studies as authorized under the Transportation Equity Act

for the 21st Century, as well as begin developing a separate hazardous

materials safety evaluation area for SafeStat. No more than $50,000

should be allocated to the truck safety forum and no funds should be

provided to the evaluation of the performance-based MCSAP because the

department has the flexibility to provide funds for this activity using

national priority funds from the MCSAP account.

The Committee has included bill language that transfers the funds

made available for the operations and activities of the office of motor

carriers to the National Highway Traffic Safety Administration. The

Committee believes that the office of motor carriers serves a vital

safety oversight function, the activities of which are much more closely

aligned with those of the National Highway Traffic Safety Administration

than those of the Federal Highway Administration. The Committee directs

that as part of the Federal Highway Administration's reorganization that

the office of motor carriers be relocated within the National Highway

Traffic Safety Administration.

The Committee is concerned about OMC's tardiness in issuing final

rules. It seems highly doubtful that final decisions on a major revision

to the hours of service regulations or on the zero-based review will be

issued within congressional deadlines. Also, it remains unclear if and

when final rules will be issued on training requirements for entry-level

drivers and longer-combination vehicles.

The Committee is also concerned about the vitality and vigor of OMC's

compliance program. The number of federally-conducted compliance reviews

has decreased 33 percent from fiscal year 1995 to 1997. Likewise, the

number of compliance orders and consent orders issued to problem

carriers has significantly declined in recent years. These proven

enforcement strategies have been used effectively for many years. The

Committee believes that OMC should re-focus its efforts in these areas

in light of the increasing number of fatal crashes and fatal crash rates

involving commercial vehicles.

The Committee remains concerned about the progress of the motor

carrier regulatory relief and safety demonstration project and strongly

urges the Secretary to substantially revise the project's requirements

to ensure that there is sufficient carrier participation to ensure a

valid pilot test.

The Committee directs that the presentation of the OMC operating

budget be improved substantially. The Committee expects that the budget

justifications for fiscal year 2000 will include a complete description

of the proposed activities, associated funding levels, and a break out

of comparable activities for the prior two fiscal years. In future

budget justifications, all continuing, new, and terminated activities

and associated amounts all be clearly specified and related to the

performance goals and measures of the OMC. The Research and Special

Programs Administration's budget justification for the office of

pipeline safety serves as an illustrative example of a more informative

presentation.

LIMITATION ON TRANSPORTATION RESEARCH

Limitation, fiscal year 1998\1\

Budget estimate, fiscal year 1999\1\

Recommended in the bill ($409,150,000)

xlBill compared with:

Limitation, fiscal year 1998 (+409,150,000)

Budget estimate, fiscal year 1999 (+409,150,000)

\1\Resources available in fiscal year 1998 and requested in fiscal year 1999 were included under the limitation on general operating expenses.

This limitation controls spending for the transportation research and

technology contract programs of the Federal Highway Administration. This

limitation includes a number of contract programs including intelligent

transportation systems, surface transportation research, technology

deployment, training and education, and university transportation

research. In the past, funding under this limitation was provided in

part from the limitation on general operating expenses and from contract

authority provided in permanent law. The Committee recommends a

limitation of $409,150,000. This is the same level as authorized by

TEA21.

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

of the research activities or programs specified in various sections of

TEA21. The Committee expects the FHWA to request the Research and

Technology Coordinating Committee (RTCC) of the National Academy of

Sciences to review and comment on the FHWA's plans for initial

implementation of all new research and technology contract programs that

were not previously funded under the limitation on general operating

expenses.

The Committee further directs the department to submit annual

justifications for the limitation on transportation research and the

entire transportation research and technology contract program at the

same level of detail provided in the fiscal year 1999 congressional

justifications for similar programs.

Within the funds provided for surface transportation research, the

Committee recommends that $65,000,000 be allocated for highway research

and development for the following activities:

Safety $12,235,000

Pavements 11,300,000

Structures 15,200,000

Environment 5,600,000

Real estate services 365,000

Policy 6,400,000

Planning 4,000,000

Motor carrier 6,400,000

Advanced research 2,000,000

Highway operations 1,500,000

65,000,000

Within the funds provided for highway research and development, the

Committee has provided up to $100,000 for the San Joaquin Valley air

quality study.

Safety. --The safety research and technology program develops

engineering practices, analytic tools, equipment, roadside hardware, and

safety promotion and public information that will significantly

contribute to the reduction of highway fatalities and injuries. The

Committee recommends $12,235,000 for safety research and development

activities. FHWA shall implement a comprehensive research and technology

program that will ensure that safety research and deployment activities

receive at least the same total amount of funds that contract and LGOE

monies provided during fiscal year 1997.

Pavements.-- The pavement research and technology program identifies

engineering practices, analytic tools, equipment, roadside hardware, and

safety promotion and public information that will significantly

contribute to the reduction of highway fatalities and injuries. For

fiscal year 1999, the Committee recommends $11,300,000.

Structures.-- The structures research and technology program

develops technologies, advanced materials and methods to efficiently

maintain and renew the aging transportation infrastructure, improve

existing infrastructure performance, and enable efficient infrastructure

response and quick recovery after major disasters. For fiscal year 1999,

the Committee recommends $15,200,000.

Environment.-- The environment research and technology develops

improved tools for assessing highway impacts on the environment;

techniques for the avoidance, detection, and mitigation of those impacts

and for the enhancement of the environment; and expertise on

environmental concerns within FHWA and state and local transportation

agencies. for fiscal year 1999, the Committee recommends $5,600,000.

Real estate services.-- The real estate research and technology

program improves the public's access to activities, goods and services

through developing: improved tools for assessing highway impacts on

property owners and displaced persons; innovative techniques in

acquiring real property; and right-of-way acquisition expertise within

the FHWA and local transportation agencies. For fiscal year 1999, the

Committee recommends $365,000.

Policy research. --The policy research and technology program

supports FHWA policy analysis and development, strategic planning, and

technology development through research in data collection, management

and dissemination; highway financing, investment analysis, and

performance measurement; and enhancing highway program contributions to

economic productivity, efficiency, and other national goals. The

Committee recommends $6,400,000 for policy research, including

$1,800,000 for the National Personal Transportation Survey (NPTS). The

Committee is not convinced of the need to update the NPTS continuously

and FHWA should plan on completing the next edition of that study as

soon as practicable. Sufficient funds to initiate more than one half of

the project are provided. 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 Federal Government users.

Planning. --The planning research and technology program advances

cost effective methods to evaluate transportation strategies and

investments; develops and disseminates improved planning methods;

develops more effective planning and data collection techniques for

intermodal passenger and freight planning and programming; improves

financial planning tools for use in developing transportation plans and

programs; evaluates the characteristics of the National Highway System;

and develops improved analytical tools to support metropolitan and

statewide planning and for information and data sharing with state and

local governments. The Committee's allowance includes $4,000,000 for

planning research, including $1,000,000 for modifying the TRANSIMS to be

useable for ITS purposes. None of the funds made available in the

surface transportation research subaccount shall be used to conduct

research related to sustainability and its role in transportation

planning.

Motor carrier research. --The motor carrier research and technology

program seeks to reduce the number and severity of commercial

driver-caused crashes, fatalities and injuries, and hazardous materials

incidents by employing the results of long-term human factors research,

data collection and analyses to generate effective means of education,

outreach and wellness promotion for all drivers. The program is designed

to: achieve increased state participation in motor carrier compliance

and enforcement activities, while increasing carrier operational

efficiency; lower the motor carrier industry's regulatory compliance

costs; and promote the medical fitness of drivers. The Committee has

provided $6,400,000 for motor carrier research.

Advanced research. --The advanced research program addresses

longer-term, higher risk research that shows potential benefits for

improving the durability, efficiency, environmental impact,

productivity, and safety of highway systems. The Secretary is directed

to ensure that FHWA is delegated the responsibility to manage and

coordinate this important program. Because of its years of experience in

promoting advanced research, its depth of technical expertise and

contacts with the university community, and the close relationship

between its mission and the stated legislative purposes of the advanced

research program in TEA21, FHWA is the most appropriate entity to manage

the advanced research program within the department. FHWA is expected to

seek appropriate input from other modal administrations in project

selection. Additional funds for the program are to be derived from

appropriate accounts.

Technology assessment and deployment. --The technology assessment

and deployment program identifies and assesses innovative research

results, technology, and products and promotes the application of those

advances that are determined to be of potential benefit to the highway

community by providing increased productivity, safety, and operations.

Within the funds provided for surface transportation research, the

Committee recommends $14,000,000 for technology assessment and

deployment activities. The Committee directs that at least $2,600,000 of

those funds be used for traffic and motor carrier activities, and

$4,000,000 for safety and design, as requested in the budget. That

allocation will ensure sufficient funds for the necessary deployment of

key safety initiatives.

For many years, the Committee has supported the development and

initial deployment of integrated highway safety information systems.

Partially as a result of FHWA's highway safety information system

project, eight states have improved their analytical capabilities. FHWA

is encouraged to assist an increased number of states that wish to

deploy integrated information systems. One way to accomplish that

objective would be to expedite the technology transfer of reliable data

systems by developing and demonstrating an integrated safety information

system (ISIS) model. The ISIS model will demonstrate the benefits to

safety management of linking data on crashes, highway infrastructure

inventory, traffic information flows, motor carriers, and medical

outcomes (EMS, emergency medical departments, and hospital discharge).

The FHWA is expected to work with states to encourage improved, linked

data systems and to seek proposals from state agencies which would like

to implement the ISIS model. The Committee expects that a substantial

portion of the national technology deployment program funds will be used

to achieve specific high payoff safety objectives, including improved

safety of driving at night and other periods of reduced visibility or

activities to reduce run-off-the-road crashes. FHWA should be prepared

to report back to the Committee next year on specific and measurable

safety and other goals.

Research and technology support. --Within the funds provided for

surface transportation research, the Committee recommends $7,500,000 for

research and technology support. Research and technology support funds

information sharing on planned research activities, research in

progress, and research results nationwide in order to avoid duplication

of efforts, identified voids where further work is needed, and

disseminates research results to advance the state-of-the-art and the

state-of-the-practice in transportation. TEA21 reduces the small

business innovative research costs of the program. Consequently, the

Committee recommends a $2,500,000 reduction in support funds because of

the recent change in law and the need to reduce other support costs.

ITS standards, research, operational tests and development. --The

Committee recommends that the $95,000,000 provided in TEA21 for ITS

research be allocated in the following manner:

Research and development $38,000,000

Operational tests 17,000,000

Evaluation 6,000,000

Architecture and standards 18,000,000

Mainstreaming 6,000,000

Program support 10,000,000

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

Total 95,000,000

Research and development. --The research and development program

supports the research and development of new ITS technologies to improve

the safety, mobility, and productivity of the surface transportation

system. Because similar funds are provided under various provisions

specified in TEA21, funds for the ITS research centers of excellence

have been deleted. The Committee's allowance specifies that $6,000,000

shall be allocated for commercial vehicle research, and includes funds

to advance and test the expansion of the mailbox project to involve a

third region of the country, and to conduct research leading towards

advances in roadside inspection technology. Funds for ITS/grade crossing

work have been deleted because of the availability of prior year

funding. Evidence of strong industry financial participation in the

intermodal freight research project will be essential to continue

funding in that area.

The Committee directs the director of the joint program office to

ensure that the primary federal role in the intelligent vehicle

initiative (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. Consequently,

the Committee recommends $20,000,000 for research and development to

advance crash avoidance technologies for passenger vehicle operators and

related human factors research. Such activities as automation of transit

vehicles, snow removal systems, and other highway maintenance vehicles

and research on non-safety components of the IVI should receive a much

lower priority than critical safety objectives. In carrying out research

into crash avoidance, the Committee encourages the JPO to work with

George Washington University and Louisiana State University.

The recent NAS review of the automated highway systems program

underscored the need for periodic, outside review of major projects such

as the IVI. Within the funds provided, the director of the JPO shall

ensure that an external review of the emerging IVI program is

periodically conducted at least once every two years and the results of

that review are made widely available. The Committee further directs the

director of the JPO to prepare a five-year strategic plan documenting

the future challenges, scope and direction of the IVI program. The plan

shall be submitted to the House and Senate Committees on Appropriations

as part of the budget justification for fiscal year 2000.

The Committee notes that TEA21 provides for $1,300,000,000 for ITS

programs and projects over the next six years. The department is

obligated to ensure that these funds are used efficiently and

effectively to develop the nation's future transportation system. The

Inspector General is directed to audit the program and expenditure of

funds provided for ITS activities to ensure that they are used in the

most cost-effective and efficient manner, consistent with federal law

and regulation.

Operational tests. --The operational tests program provides a bridge

between research and development and large-scale deployment through the

technical testing of ITS technologies and by addressing institutional

barriers. The Committee's allowance includes $10,000,000 requested for

operational testing of intelligent passenger vehicles. Funding for IVI

work on commercial vehicles is limited to a maximum of $2,500,000.

Limited success and actual application of other drowsy driving detection

or fatigue management initiatives previously supported by OMC suggest a

cautious approach.

Evaluations program.-- The evaluations program provides a rigorous

analysis of the costs and benefits of ITS user services and the overall

impact of the ITS program through the evaluation of operational tests,

tracking of ITS deployments, and the assessment of ITS programs and

policies. The Committee recommends $6,000,000 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. Funds for policy assessments shall be limited $1,500,000

or less.

Architecture and standards. --The architecture and standards program

provides for the maintenance, enhancement and application of the

national ITS architecture and the development and testing of ITS

standards. The Committee recommends $18,000,000 for architecture and

standards work. The director of the JPO is urged to make maximum use of

the leverage provided in the reauthorization statute to ensure the

implementation of the standards necessary for interoperability.

The Committee encourages the JPO to work with states and

municipalities to ensure that intelligent transportation systems

developed and deployed with federal funds are interoperable and can be

adopted to provide seamless transportation services, particularly on

interstate highways.

Mainstreaming. --The mainstreaming program supports training and

technical guidance for federal, state, and local professionals charged

with implementing integrated ITS systems. The Committee continues to

assert that the department is spending too much of its 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 building ``smarter'' 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 a maximum of $500,000. The Committee

recommendation also reduces funding 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.

Joint program office. --The Committee wishes to repeat its

longstanding interest in ensuring that the department continues to

maintain the joint program office (JPO) as the coordinating entity of

federal involvement in the national ITS program. The Committee directs

that the JPO continue to have final budgetary authority over the

allocation of ITS funds among the various modes and projects. It is

essential that the JPO ensures that cross cutting issues are addressed,

human factors research is coordinated, evaluation efforts are

comprehensive and focused, and priorities are analytically determined so

that national interests are served rather than any specific modal

interest. The Committee believes that the only way to achieve those

objectives is to maintain the JPO as an independent entity within the

department. Given the intermodal nature of ITS, the director of the JPO

shall continue to report to the Deputy Secretary as well as the FHWA

Administrator. The Secretary is directed to ensure that not less than 17

positions are allocated to the JPO during fiscal year 1999.

National ITS program plan. --The Committee looks forward to

receiving as soon as possible an update of the national ITS program

plan, which shall be prepared in a manner consistent with the

requirements of Section 5205 of TEA21. In developing the plan, the

director of the JPO shall make effective use of the federal advisory

committee for intelligent transportation systems.

ITS deployment projects. --It is the intent of the Committee that

the following projects contribute to the integration and

interoperability of intelligent transportation systems in metropolitan

and rural areas as provided under section 5208 of the TEA21 and promote

deployment of the commercial vehicle intelligent transportation system

infrastructure as provided under section 5209 of the TEA21. These

projects shall conform to the requirements set forth in these sections,

including the project selection criteria contained in section 5208(b)

and the priority areas outlined in section 5209(c), respectively. Funds

provided in TEA21 for ITS deployment activities are to be made available

as follows:

Project

Amount

Amherst/Northampton, Massachusetts $1,000,000

Arlington County, Virginia 750,000

Blacksburg, Virginia 2,000,000

Centre Valley, Pennsylvania 1,000,000

Cleveland, Ohio 2,000,000

Corpus Christi, Texas 1,000,000

Dade County, Florida 2,000,000

Del Rio, Texas 1,500,000

Fairfield, California 1,000,000

Fitchburg, Massachusetts 500,000

Greater metropolitan capital region, DC 8,000,000

Hammond, Louisiana 6,000,000

Houston, Texas 2,500,000

Huntington Beach, California 1,000,000

Huntsville, Alabama 1,000,000

Inglewood, California 2,250,000

Laredo, Texas 2,000,000

Las Vegas, Nevada 2,000,000

Middlesboro, Kentucky 6,000,000

Mission Viejo, California 2,000,000

New Orleans, Louisiana 2,000,000

New York City, New York 5,000,000

Pearl River County, Mississippi 1,000,000

Port Angeles, Washington 500,000

Riverside County, California 2,000,000

San Francisco, California 3,000,000

Scranton, Pennsylvania 2,000,000

Silicon Valley, California 3,000,000

Springfield, Virginia 500,000

State of Idaho 1,000,000

State of Maryland 3,000,000

State of Minnesota 12,000,000

State of New York 5,000,000

State of North Dakota 1,500,000

State of Utah 5,000,000

State of Washington 500,000

Temucula, California 250,000

Tucson, Arizona 1,000,000

Volusia County, Florida 2,000,000

Warren County, Virginia 250,000

Wausau-Stevens Point-Wisconsin Rapids, Wisconsin 1,000,000

White Plains, New York 1,000,000

FEDERAL-AID HIGHWAYS

(LIQUIDATION OF CONTRACT AUTHORIZATION)

(HIGHWAY TRUST FUND)

Appropriation, fiscal year 1998 $20,800,000,000

Budget estimate fiscal year 1999 23,000,000,000

Recommended in the bill 24,000,000,000

xlBill compared with:

Appropriation, fiscal year 1998 +3,200,000,000

Budget estimate, fiscal year 1999 +1,000,000,000

The Committee recommends a liquidating cash appropriation of

$24,000,000,000. This is an increase of $3,200,000,000 over the fiscal

year 1998 enacted level and is needed to pay the outstanding obligations

of the various highway programs at levels anticipated in TEA21. This

appropriation is mandatory and has no scoring effect.

federal-aid highways programs

Federal-aid highways and bridges are managed through a federal-state

partnership. States and localities maintain ownership and responsibility

for maintenance, repair and new construction of roads. State highway

departments have the authority to initiate federal-aid projects subject

to FHWA approval of plans, specifications, and cost estimates. The

federal government provides financial support for construction and

repair through matching grants, the terms of which vary with the type of

road.

There are almost four million miles of public roads in the United

States and approximately 577,000 bridges. The Federal Government

provides grants to states to assist in financing the construction and

preservation of about 945,000 miles (24 percent) of these roads, which

represents an extensive interstate system plus key feeder and collector

routes. Highways eligible for federal aid carry about 85 percent of

total U.S. highway traffic.

The recently-passed Transportation Equity Act for the 21st Century

(TEA21) reauthorized highway, highway safety, transit, and other surface

transportation programs through fiscal year 2003. The TEA21 builds on

programs and other initiatives established in the Intermodal Surface

Transportation Efficiency Act (ISTEA) of 1991, the previous major

authorizing legislation for surface transportation programs.

Under the TEA21, Federal-aid highways funds are made available

through the following major programs:

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