Senate Report 105-55
(continued)
Airport lighting .--The Committee is concerned about factors, such
as mountainous terrain, poorly equipped runways, bad weather, and
extensive darkness, that create a challenging aviation environment in
some parts of the country. It is the Committee's understanding that
there are technologies in airport lighting, such as lasers, fiber
optics, and energy-efficient lamps, that could minimize the impact of
difficult terrain, make lighting more affordable, and could provide
improved operational safety. The Committee urges the FAA to review
lighting capabilities at airports affected by such factors and to report
to the Committee by February 1, 1998, on recommendations for lighting
improvements which could enhance the safety of airport operations.
Instrument landing system [ILS] establish/upgrade .--The
administration is requesting $3,000,000 to install previously procured
systems and associated equipment. In recent years, the Congress has
repeatedly provided the FAA added resources to purchase additional ILS
equipment to meet substantial ongoing system requirements. This enhances
safety, capacity, and efficiency benefits at airports. At the present
time, the FAA has only 45 remaining contract options available to
acquire ILS equipment meeting all its precision approach requirements
and specifications. The Committee is increasing funding for this program
by $20,000,000 for FAA to use to exercise remaining options. FAA is
directed to make the new equipment available on an expedited basis under
streamlined acquisition procedures.
The Committee urges the FAA to install an ILS at Bessemer Airport,
AL, and at Manistee Blacker Airport, MI. Bessemer is a reliever airport
for Birmingham International Airport. The Committee understands that
installation of an ILS at Bessemer Airport will promote economic
development of the community. Mannistee Blacker Airport is the only
airport in Michigan with scheduled air service under the Essential Air
Service Program that does not have an ILS. Without an ILS, the
unreliability of air service at Manistee Blacker seriously reduces
potential passenger traffic.
Navigational and landing aids--improve .--The Committee recommends
$3,357,538 for this subactivity, an increase of $955,000 over the
administration request. The Committee directs the FAA to use $875,000 of
the increased funding to improve the Rutland, VT, State airport
instrument approach by reducing the ceiling and visibility minima,
thereby providing increased reliability and safety for aircraft
attempting to land at the airport. The Committee directs that FAA
provide $875,000 for engineering, equipment, installation, site
acquisition, and development of procedures.
The Committee further directs that FAA provide $80,000 to install a
standard omnidirectional approach lighting system [ODALS] under the
approach to runway 9 at Cordova Airport in Alaska to replace the
existing nonstandard guidance light facility, which is no longer
sustainable and presents a safety hazard to technicians.
Tactical landing systems .--The Committee has included $10,000,000
to procure 10 new tactical landing systems [TLS]. Using existing
aircraft avionics, the system is designed to provide both guidance
commands and safety alerts to pilots. All instrument flight rule [IFR]
equipped aircraft in the United States are able to use the TLS without
any new modifications or pilot training. These systems have the
potential to significantly improve aviation safety. The Committee
intends that the systems be installed and tested at regional airports
that exhibit requirements for improved airport economic development and
safety of operation including, but not limited to, the Pullman-Moscow
Regional Airport in Washington State; the Friedman Memorial Airport in
Idaho; and at rural airports in Brigham City, Logan, Wendover, and
Tooele, UT.
Precision approach path indicators [PAPI] .--The Committee has
included $5,000,000 for the PAPI navigational aid systems. The Committee
has included funding with the understanding that FAA intends to replace
existing visual approach slope indicators with PAPI, and funds are
needed to prevent existing production lines from being closed. These
systems can be of particular value at remote airports in Alaska where
there is not sufficient lighting from surroundings and snow cover often
masks terrain features making it difficult for the pilot to establish
the proper glide angle for landing. Therefore, the Committee directs the
FAA to install 10 of the PAPI systems at remote Alaskan airport
locations.
Juneau, AK .--The Committee has included $3,500,000 to buy the two
wind profilers currently being leased at the airport along with new
computers and navigational aids and to install anemometers, which
measure wind speed and direction, and for the costs to calibrate the new
equipment. These improvements will enable the airport to have fewer
interruptions due to bad weather.
Other ATC facilities programs
Electrical power systems--sustain/support .--The Committee is
including an additional $4,000,000 in this program to accelerate
replacement of existing, nonsupportable engine generators and to replace
FAA's electrical distribution system at Cold Bay, AK, with an
underground electrical distribution system. The Committee is concerned
about continuing power outages at FAA facilities that cause delays and
jeopardize the safety of the traveling public and expects the FAA to use
$2,000,000 of the additional funds provided to move ahead more quickly
to install modern, more reliable backup generators in its facilities.
The other $2,000,000 is for FAA to upgrade and bury its cable system in
Cold Bay. The current old and outdated system has caused 24 out of 30
power outages in the community over a 10-year period. When FAA power
goes down, especially during bad weather and nondaylight hours air
service, air service can be dramatically affected.
Aircraft fleet modernization .--The Committee recommends $18,951,000
for this subactivity, an increase of $16,250,000 over the
administration's request. The Committee directs the FAA to use the
increased funding to exercise the option presently in place for the
acquisition of one new modified Learjet 60 flight inspection and airways
calibration aircraft under the contract presently in force between the
FAA and E-Systems. The contract was awarded to E-Systems in January 1993
and has a total projected value, including support and exercise of all
options, of $400,000,000. The initial contract in 1993 was for
$65,000,000 and included the purchase of two Learjet 60's. These
aircraft have been in operation for 1\1/2\ years, and the Committee
understands that FAA is pleased with their performance. Exercise of the
option for one additional aircraft will continue the fleet modernization
program.
MAJOR EQUIPMENT ACTIVITY
TERMINAL DOPPLER WEATHER RADAR
City Acceptance Commissioning dates
Memphis July 1993 December 1994.
Houston Intercontinental March 1993 July 1994.
Atlanta April 1993 December 1995.
Washington National February 1994 January 1996.
Denver December 1993 August 1995.
Chicago O'Hare March 1994 July 1996.
St. Louis May 1994 February 1995.
Orlando June 1994 April 1996.
New Orleans July 1994 March 1996.
Tampa December 1994 April 1996.
Miami November 1995 June 1996.
Pittsburgh December 1994 May 1997.
Andrews AFB ...do August 1996
Newark ...do July 1997.
Boston April 1995 January 1996.
Kansas City December 1994 July 1995.
Detroit March 1996 September 1996.
Houston Hobby August 1995 July 1996.
Dallas/Love May 1995 January 1996.
Dallas/Fort Worth June 1995 June 1996.
Dayton May 1995 July 1997.
Wichita June 1995 September 1995.
Indianapolis July 1995 October 1996.
Cincinnati July 1996 April 1997.
Philadelphia ...do May 1997.
Phoenix March 1997 April 1997.
Milwaukee ...do May 1997.
Chicago Midway To be determined To be determined.
Cleveland July 1996 October 1996.
Columbus December 1996 April 1997.
San Juan To be determined To be determined.
West Palm Beach February 1996 March 1997.
Nashville April 1997 June 1997.
Louisville June 1997 July 1997.
Washington Dulles November 1996 April 1997.
Charlotte September 1995 December 1995.
Salt Lake City March 1997 June 1997.
Fort Lauderdale To be determined To be determined.
Baltimore November 1996 May 1997.
Raleigh/Durham April 1997 June 1997.
Minneapolis March 1997 April 1997.
Oklahoma City ...do Do.
Tulsa May 1997 June 1997.
New York City (JFK and LGA) To be determined To be determined.
Las Vegas To be determined To be determined.
AIRPORT SURFACE DETECTION EQUIPMENT [ASDE 3]
Site location Delivery date Commissioning date
FAA Academy\1\ NA NA
FAA Technical Center\2\ NA NA
Pittsburgh, PA December 1989 June 1996.
San Francisco November 1991 October 1995.
Dallas/Fort Worth\3\ February 1992 March 1995.
Philadelphia ...do March 1996.
Los Angeles\3\ August 1992 April 1995.
Detroit ...do December 1994.
Cleveland ...do Do.
Boston ...do March 1995.
Portland ...do December 1994.
Atlanta September 1992. January 1995.
Seattle ...do December 1993.
Los Angeles\3\ February 1993 February 1995.
Denver (DIA)\3\ March 1993 May 1995.
St. Louis December 1993 February 1995.
Denver (DIA)\3\ ...do October 1995.
New York-Kennedy January 1994 February 1995.
Minneapolis July 1994 March 1995.
Anchorage August 1994 October 1995.
New Orleans October 1994 September 1995.
Baltimore November 1994 June 1995.
Kansas City December 1994 May 1995.
Miami February 1995 November 1996.
Houston\3\ ...do August 1995.
Memphis June 1995 November 1997.
Chicago June 1995 April 1996.
Houston\3\ August 1996 April 1997.
Charlotte May 1999 November 1999.
Louisville\4\ January 1999 Do.
Washington National February 1996 August 1997.
Cincinnati October 1995 September 1996.
Dulles April 1997 April 1998.
San Diego November 1995 November 1996.
Dallas-Fort Worth\3\\4\ November 1996 November 1997.
Andrews AFB June 1999 November 1999.
Salt Lake City\4\ February 1998 February 1999.
Las Vegas\4\ June 1998 June 1999.
New York-LaGuardia September 1998 September 1999.
Newark October 1997 October 1998.
\1\FAA training/field support/depot support facility.
\2\To be relocated to Aeronautical Center, Oklahoma City.
\3\Dual sensor facilities.
\4\Assets redirected from Tampa, Raleigh-Durham, Orlando, Orange County.
INSTRUMENT LANDING SYSTEMS--WILCOX CAT II/III--REPLACE
Location
Runway
Newburg/Stewart AFB, NY
9
Houston, TX
27
Oklahoma City, OK
35R
Do
17
Greensboro, NC
23
Raleigh-Durham, NC
23R
Orlando, FL
17
Tallahassee, FL
27
Salt Lake City, UT
16L
Everett, WA
16R
JFK, NY
22R
Note.--Changing conditions at airport locations may dictate
that installation priorities be modified.
RUNWAY VISUAL RANGE
Yakutat, AK Buffalo, NY LaGuardia, NY Norfolk, VA Champaign, IL
Columbus, OH Bedford, MA Groton, CT Salem, OR Seattle-Boeing, WA
Everett, WA Savannah, GA Greensboro, NC Lexington, KY Alexandria, LA
Amarillo, TX Redding, CA Salinas, CA Santa Rosa, CA
Note.--Changing conditions at airport locations may dictate
that installation priorities be modified.
TERMINAL AIR TRAFFIC CONTROL FACILITIES
Funding for terminal air traffic control facilities started in previous
years:
Merrill, AK
Fort Smith, AR
Covington, KY
Louisville, KY
Worcester, MA
St. Louis (ATCT), MO
St. Paul, MN
Roswell, NM
Syracuse, NY
Portland, OR
Beaumont, TX
Houston (Hobby), TX
Houston (IAH), TX
Salt Lake City (ATCT), UT
Salt Lake City (TRACON), UT
Phase III for terminal air traffic control facilities started in fiscal
year 1996 and before:
Birmingham, AL
Newark, NJ
St. Louis, MO
Phase II funding for terminal air traffic control facilities started in
fiscal year 1997 and before:
Abilene, TX
E. St. Louis, IL
Seattle, WA
Richmond, VA
Savannah, GA
Boston, MA
Phase I funding for terminal air traffic control facilities to be
started in fiscal year 1998:
Las Vegas, NV
Medford, OR
Swanton, OH
NONAIR TRAFFIC CONTROL FACILITIES AND EQUIPMENT
Explosive detection equipment .--The Committee continues to place an
extremely high priority on efforts to combat the threat of terrorism.
Although funds have not been directed in this appropriation specifically
for acquisition of additional explosives detection systems, the
Committee is mindful of the possibility that the FAA may determine that
additional systems should be purchased during the coming year. Should
that be the case, the Committee expects that the FAA will request the
requisite funds in fiscal year 1998 and will request the Committee's
approval for a reprogramming of funds to meet that need.
The deployment of explosives detection equipment would be of
particular utility at airports where there is a security need for 100
percent of checked baggage from tour groups or from cruise ships due to
the fact that the baggage has been separated from its owner subsequent
to its being packed. The Committee is concerned by operational problems
currently being experienced at these airports due to the FAA's requiring
that all tour groups baggage be hand-searched.
Support equipment
Hazardous materials management .--The FAA must comply with all
Federal, State, interstate, and local pollution control statutes in the
same manner and to the same degree as any other person or entity. In
1998, the FAA began implementing a program in compliance with Federal
regulations to identify and clean up environmental contamination at FAA
facilities. The administration is requesting $20,000,000 for
continuation of the program.
The Committee understands that FAA officials were not able to respond
to a request from the General Accounting Office for information on the
status of activity at the 116 sites or for a spending plan to show past,
current, and future projects and how $17,500,000 in unobligated funds
from fiscal years 1996 and 1997 and the requested $20,000,000 in fiscal
year 1998 are to be spent. In view of the large unobligated balances,
the Committee is recommending a reduction of $13,000,000 from the
request level for this program in fiscal year 1998. The Committee urges
the Administrator to review this program and be sure that it is under
good management and that funds previously appropriated are being used to
clean up contaminated sites.
Training, equipment and facilities
Firefighting training [RMESTC] .--The Committee is recommending an
additional $750,000 for additional training equipment for the Rocky
Mountain Services Training Center [RMESTC]. RMESTC was created with FAA
funds of $7,000,000 to provide specialized training and certification in
fighting and preventing aircraft fires at class A, B, and C airports
across the country. Those classes of airports account for 68 percent of
all certified airports in the United States. The funding provided in
fiscal year 1998 will expand the training capabilities to provide
training for all emergency personnel. The local community will provide
37.5 percent of the expansion.
Converging runway display aid. --The Committee is disturbed by the
continuing delays in the implementation of a fully operational
converging runway display aid [CRDA] at the New York TRACON. The
Committee recognizes that the system has now been installed but the FAA
is seeking to resolve automation interface problems. The Committee
requests the Administrator to make every possible effort to bring the
newly installed CRDA into full operation as soon as possible.
ADVANCE APPROPRIATIONS
The Committee has not included the advance appropriations for fiscal
years 1999 through 2005 requested by the administration. There has been
substantial uncertainty and change with respect to projects financed
through the ``Facilities and equipment'' account, and the Committee
believes that continuing, annual congressional review of the status and
funding needs of these projects is critical.
RESEARCH, ENGINEERING, AND DEVELOPMENT
(Airport and Airway Trust Fund)
Appropriations, 1997 $208,412,000
Budget estimate, 1998 200,000,000
Committee recommendation 214,250,000
This appropriation finances research, engineering, and development
programs to improve the national air traffic control system by
increasing its safety, security, productivity, and capacity. The
programs are designed to meet the expected air traffic demands of the
future and to promote flight safety. The major objectives are to keep
the current system operating safely and efficiently; to protect the
environment; and to modernize the system through improvements in
facilities, equipment, techniques, and procedures in order to insure
that the system will safely and efficiently handle the volume of
aircraft traffic expected to materialize in the future.
The bill includes $214,250,000 for research, engineering, and
development. This level is $14,250,000 above the budget request. The
Committee suggests the following allocation:
Fiscal year 1997 appropriation Fiscal year 1998 budget estimate Committee recommendation
System development and infrastructure: $1,860,000 $1,164,000 $1,164,000
-------------------------------- ---------------------------------- --------------------------
Subtotal 13,660,000 75,550,000 75,550,000
================================ ================================== ==========================
Capacity and air traffic management technology: 4,000,000 2,986,000 2,986,000
-------------------------------- ---------------------------------- --------------------------
Subtotal 34,889,000 9,108,000 9,108,000
================================ ================================== ==========================
Communications, navigation, and surveillance: 6,000,000 4,706,000 4,706,000
-------------------------------- ---------------------------------- --------------------------
Subtotal 19,000,000 15,132,000 15,132,000
================================ ================================== ==========================
Weather 13,000,000 3,982,000 8,982,000
Airport technology 5,200,000 5,458,000 5,458,000
Aircraft safety technology: 6,993,000 2,049,000 2,049,000
-------------------------------- ---------------------------------- --------------------------
Subtotal 36,504,000 26,625,000 34,625,000
================================ ================================== ==========================
System security technology: 41,397,000 36,200,000 37,450,000
-------------------------------- ---------------------------------- --------------------------
Subtotal 57,055,000 49,895,000 51,145,000
================================ ================================== ==========================
Human factors and aviation medicine: 10,898,000 7,272,000 7,272,000
-------------------------------- ---------------------------------- --------------------------
Subtotal 23,504,000 10,737,000 10,737,000
================================ ================================== ==========================
Environment and energy 3,600,000 2,891,000 2,891,000
Innovative/cooperative research 2,000,000 622,000 622,000
================================ ================================== ==========================
Total 208,412,000 200,000,000 214,250,000
The objectives of and Committee recommendations for the 10 major
activities in FAA's Research, Engineering, and Development Program are
discussed below.
SYSTEM DEVELOPMENT AND INFRASTRUCTURE
Objectives: To provide (1) a systems engineering approach and
benefit/cost analyses to the development of a comprehensive research,
engineering, and development program and (2) visibility, accountability,
coordination, and control of the research, engineering, and development
activities.
Advisory committee .--The Aviation Safety Research Act of 1988
directed FAA to establish an advisory committee to provide a strategic
look at those research and development efforts that would encourage FAA
to take advantage of current technology and interface with activities
being performed with other Government agencies and research
laboratories. The Committee believes that this is a good use of Federal
funds and has fully funded the $1,164,000 requested for system planning
and resource management, which includes support for the FAA RE&D
advisory committee and the Radio Technical Commission for Aeronautics
[RTCA].
FAA Technical Center--Laboratory .--The administration's request was
$3,341,000 for work at the FAA Technical Center. The Committee fully
funds the administration's request.
Center for Advanced Aviation Systems Development [CAASD] .--The
Committee fully funds CAASD, which is for the Mitre support contract.
Personnel and related expenses .--The Committee has provided
$65,601,000, as requested by the administration. The Committee believes
that including personnel and related expenses as a separate line item in
R,E&D, rather than spreading them across all the individual program
budget line items, ensures greater accountability for these costs and
provides greater flexibility for FAA to reallocate R,E&D in-house
staffing resources to high priority research programs in a timely
fashion. This treatment also parallels the treatment of these costs in
the facilities and equipment account.
CAPACITY AND AIR TRAFFIC MANAGEMENT TECHNOLOGY
Objectives: To ensure that air traffic management operations safety
is maintained and then improved, to increase system capacity and
utilization of existing airspace and airport resources, and to
accommodate greater user flexibility and efficiency.
COMMUNICATIONS, NAVIGATION, AND SURVEILLANCE
Objectives: To develop and exploit high-quality communications,
navigation, and surveillance services and make them available anywhere
on the surface of the Earth, using satellite and data-link technologies
when they are cost effective.
WEATHER
Objectives: To improve the timeliness and accuracy of weather
forecasting in order to enhance flight safety, increase system capacity,
improve flight efficiency, reduce air traffic control [ATC] and pilot
workload, improve flight planning, and increase productivity.
The Committee recommends $8,982,000 for the weather program, a
$5,000,000 increase over the administration's request. This increase
reflects the Committee's concern about the impact of weather on aviation
safety and the need to continue an aggressive program of research and
development. The funds the Committee has added to this program are
intended to continue FAA's sensor for optically characterized ring-eddy
atmospheric turbulence emanating sound [Project SOCRATES]. Project
SOCRATES is the only ongoing project in the FAA to develop a new sensor
technology aimed at improving air passenger safety by early detection of
atmospheric hazards, including wind shear, wake vortex, and clear air
turbulence.
AIRPORT TECHNOLOGY
Objectives: To provide new and improved standards, criteria, and
guidelines to plan, design, construct, operate, and maintain the
Nation's airports, heliports, and vertiports.
AIRCRAFT SAFETY TECHNOLOGY
Objectives: To develop technologies, standards, and maintenance
regulations that maintain or improve aircraft safety in an evolving,
changing, and demanding aviation environment.
Aging aircraft .--The Committee has provided $20,966,000 for FAA's
research in the aging aircraft area, $8,000,000 more than the
administration's request. This research supports airborne data
monitoring systems, corrosion fatigue research, the Center for Aviation
Systems Reliability [CASR], and the Aging Aircraft Nondestructive
Inspection Validation Center [AANC], which conduct research in these
areas. The Committee is concerned that the administration's request for
this line item would hold aging aircraft research at a no-growth
posture, which would severely strain the aging aircraft program. The
administration request does not follow through on the recent Gore
Commission report recommending that the aging aircraft program be
increased to cover nonstructural systems. The Committee recommendation
includes the $3,000,000 in the administration's request for direct
support of the AANC's work. Of the request level, the Committee expects
$1,000,000 to be available for aging aircraft-related activities at
CASR. The additional funding above the request includes $6,000,000 to
support the Airworthiness Assurance Center of Excellence, which the FAA
is forming to integrate inspection, crashworthiness, and advanced
materials research efforts of university programs with the validation
efforts of the AANC. This center will work with industry in a
comprehensive effort to improve the safety of aging aircraft. Of the
total funds provided, the Committee directs that $4,400,000 be used to
further the engine titanium inspection component of this line item.
SYSTEM SECURITY TECHNOLOGY
Objectives: To enhance the security of passengers and crews in all
aspects of aircraft, airports, and related ATC facilities by developing
systems that prevent or deter terrorist activities.
Explosives and weapons detection .--The Committee has provided
$37,450,000 for the explosives and weapons detection line item. This
activity is used to conduct research in trace and bulk detection of
explosives and cargo screening. This is $1,250,000 more than the
administration's request, and the Committee notes that it is in addition
to $197,600,000 for airport security improvements, including research
and development and placement of existing systems in airports, included
in the Omnibus Consolidated Appropriations Act for Fiscal Year 1997.
To date, the FAA has certified only one explosives detection system
[EDS] for use in airports.
The Committee believes that FAA's R,E&D efforts to identify and
develop alternative technologies are very important. The Committee
believes that a new technology using a neutron probe, which determines
the number and ratio of atoms of hydrogen, carbon, nitrogen, and oxygen
in small volumes throughout a suitcase and uses that information to
identify contraband substances such as explosives and drugs, has
potential worth further exploration. Therefore, the Committee has
included an additional $1,250,000 in this line item to continue
development of this technology.
HUMAN FACTORS AND AVIATION MEDICINE
Objectives: To establish ways to improve the effectiveness of human
performance in the operation of the aviation system and to seek better
methods for preventing human error, accidents, and incidents.
ENVIRONMENT AND ENERGY
Objectives: To protect the environment, conserve energy, and keep the
U.S. air transportation industry strong and competitive.
INNOVATIVE/COOPERATIVE RESEARCH
Objectives: To maximize the total effectiveness of research,
engineering, and development by incorporating the efforts of other
Government agencies, the industry, and universities.
GRANTS-IN-AID FOR AIRPORTS
(Liquidation of Contract Authorization)
(Airport and Airway Trust Fund)
Appropriations, 1997 $1,500,000,000
Budget estimate, 1998 1,500,000,000
Committee recommendation 1,600,000,000
The Airport and Airway Improvement Act of 1982, as amended,
authorizes a program of grants to fund airport planning and development
and noise compatibility planning and projects for public use airports in
all States and territories.
The Committee recommends $1,600,000,000 in liquidating cash for
grants-in-aid for airports. This is consistent with the Committee's
obligation limitation on airport grants for fiscal year 1998 and for the
payment of previous years' obligations.
GRANTS-IN-AID FOR AIRPORTS
(Airport and Airway Trust Fund)
(Limitation on Obligations)
Limitation, 1997 $1,460,000,000
Budget estimate, 1998 1,000,000,000
Committee recommendation 1,700,000,000
The bill also includes a limitation on obligations for airport
development and planning grants which are financed under contract
authority. The limitation recommended for fiscal year 1998 is
$1,700,000,000. This is $700,000,000--70 percent--above the budget
request.
The recommended amount is intended to be sufficient to continue the
important tasks of enhancing airport safety, ensuring that airport
standards can be met, maintaining existing airport capacity, and
developing additional capacity.
The Committee is concerned that the administration's request for the
AIP program reflects an under appreciation of the importance of airports
to the national aviation system or an under appreciation of the
importance of Federal grant funding to the maintenance and improvement
of those airports. The level that the Committee has proposed will mean
more money for airports in all the States. The table below shows
estimates of the entitlement and State allocation grant funds that each
State would receive under the administration proposal and the
recommendation of the Committee. This does not include discretionary
funds, which would also be greater under the Committee recommendation.
AIRPORT IMPROVEMENT PROGRAM FORMULA DISTRIBUTIONS
[Estimated fiscal year 1998 entitlement and State allocations]
State Total formula funds at Formula funds $1.7 $1 billion
$1.7 billion $1.0 billion
Alabama $11,004,479 $6,682,682 $4,321,796
Alaska 44,350,159 24,998,463 19,351,697
Arizona 19,095,831 11,929,955 7,165,876
Arkansas 8,029,555 4,794,814 3,234,741
California 83,851,933 54,213,702 29,638,231
Colorado 19,235,928 12,231,967 7,003,961
Connecticut 5,417,951 3,304,385 2,113,566
Delaware 517,703 224,865 292,838
District of Columbia 381,786 165,829 215,957
Florida 41,243,479 27,217,140 14,026,340
Georgia 28,167,195 18,806,335 9,360,860
Hawaii 18,488,484 13,357,783 5,130,701
Idaho 8,997,222 5,371,466 3,625,755
Illinois 26,022,923 16,297,124 9,725,799
Indiana 10,790,020 6,444,012 4,346,008
Iowa 10,188,732 6,268,337 3,920,395
Kansas 8,377,939 4,651,680 3,726,259
Kentucky 11,686,785 7,407,296 4,279,489
Louisiana 11,790,052 7,273,937 4,516,115
Maine 5,971,057 3,731,383 2,239,674
Maryland 6,916,271 4,041,803 2,874,468
Massachusetts 11,673,389 7,358,121 4,315,268
Michigan 24,610,408 15,151,917 9,458,491
Minnesota 13,885,156 8,301,942 5,583,215
Mississippi 8,224,316 4,960,326 3,263,990
Missouri 14,398,722 8,759,167 5,639,554
Montana 12,183,371 6,942,332 5,241,039
Nebraska 9,190,478 5,485,990 3,704,488
Nevada 12,279,032 7,408,488 4,870,544
New Hampshire 3,125,629 1,977,388 1,148,241
New Jersey 11,074,394 6,604,424 4,469,969
New Mexico 9,732,441 5,325,934 4,406,506
New York 37,153,530 23,327,631 13,825,899
North Carolina 25,025,635 16,539,422 8,486,212
North Dakota 6,346,247 3,650,213 2,696,034
Ohio 17,935,169 10,605,152 7,330,017
Oklahoma 10,147,566 5,990,962 4,156,604
Oregon 12,424,797 7,378,618 5,046,179
Pennsylvania 28,715,422 18,352,654 10,362,768
Rhode Island 3,765,662 2,574,237 1,191,425
South Carolina 11,419,406 7,366,023 4,053,383
South Dakota 6,749,110 3,853,858 2,895,252
Tennessee 12,297,112 7,609,298 4,687,814
Texas 75,232,235 48,875,751 26,356,484
Utah 8,675,888 4,981,011 3,694,877
Vermont 2,245,261 1,426,717 818,543
Virginia 18,292,784 11,786,080 6,506,704
Washington 15,956,001 9,945,725 6,010,275
West Virginia 5,675,992 3,537,287 2,138,706
Wisconsin 13,976,575 8,535,261 5,441,315
Wyoming 8,266,749 4,760,942 3,505,807
-------------- -------------- -------------
Total 831,203,960 518,787,831 312,416,129
Note.--States allocation includes: General aviation, reliever, and nonprimary commercial service airports and is based on 1997 distribution.
Entitlement funds are those distributed to commercial service airports based on enplanements. Estimates are based on 1996 enplanements.
The Committee notes that a sizable alternative source of funding is
now available to airports in the form of passenger facility charges
[PFC's]. The first PFC charge began for airlines tickets issued on June
1, 1992. DOT data shows that as of January 1, 1997, 262 airports have
been approved for collection of PFC's in the amount of $14,000,000,000.
During calendar year 1996, airports collected $1,050,000,000 in PFC
charges and $1,080,000,000 is estimated to be collected in calendar year
1997. Of the airports collecting PFC's, over 20 percent collected about
85 percent of the total, and all of these are either large or medium hub
airports. DOT estimates that airports will collect more than
$900,000,000 in calendar year 1998, depending on the number of
applications received and approved.
While large hubs collected most of the PFC funds during the last 2
years, small airports also benefited from these collections because of
the redistribution mechanism in the PFC legislation. According to the
provision, an airport collecting PFC's must have its apportionment under
the AIP grant program reduced by 50 percent of the forecast PFC revenue,
but the reduction cannot be more than one-half of the airport's earned
apportionment for that fiscal year. FAA then redistributes these
returned trust funds primarily to small airports. For example, in fiscal
1997 $123,000,000 that would have been distributed as grants based on
passenger enplanements to PFC-charging airports is being redistributed
to small airports. In redistributing these funds, FAA provides
three-quarters of the total to the small airport fund, another 12.5
percent is available to small hubs, and the remaining 12.5 percent goes
to FAA's discretionary account that can be provided to small, medium, or
large airports.
AIP FUNDING FOR FISCAL YEAR 1998
Budget estimate Committee recommendation
Appropriation limitation $1,000,000,000 $1,700,000,000
Entitlements: 392,445,465 531,483,478
----------------- --------------------------
Subtotal entitlements 620,047,886 961,022,664
================= ==========================
Returned entitlements: Small airport fund 70,129,936 94,976,005
Discretionary set-asides: 20,830,466 200,000,000
Other discretionary: 205,961,690 271,978,781
----------------- --------------------------
Subtotal other discretionary 286,303,910 378,467,709
================= ==========================
Total entitlement 620,047,886 961,022,664
Total discretionary 379,952,114 738,977,336
----------------- --------------------------
Grand total 1,000,000,000 1,700,000,000
DISCRETIONARY GRANTS
As the table above illustrates, the administration's proposed level
of $1,000,000,000 for AIP grants would mean a very small amount of
discretionary grant funds--about $380,000,000, compared to about
$555,000,000 in the current fiscal year. At a level of $1,700,000,000
for the total AIP program, as recommended by the Committee, there is a
94-percent increase in discretionary funds--to almost $740,000,000. At
this level, the authorization legislation would normally cause a
transfer from the other discretionary programs--specifically, the
discretionary account for capacity, safety, security, and noise and the
remaining discretionary funds, which are critical in meeting commitments
under letters of intent and advancing projects that have systemwide
benefits--to the set-asides for noise, the military airport program, and
a set-aside for general aviation, reliever, and nonprimary commercial
airports. The latter category provides additional funds for airports
that are most dependent on Federal assistance to make safety and
capacity improvements. But, without caps, the set-asides for noise and
the military airport program would increase to more than $239,000,000
and $65,290,000, respectively. Those would represent increases of
two-thirds and one-half, respectively, over the set-asides for these
purposes in the current fiscal year. In the Committee's judgment, a cap
on the transfer to these two set-asides would result in a better
allocation of resources to meet the airport capital investment needs
that most impact air travelers today. Therefore, the Committee has
recommended bill language that caps the noise set-aside at $200,000,000
and the military airport set-aside at $26,000,000.
The Committee has carefully considered a broad array of discretionary
grant requests that can be expected in fiscal year 1998. Since there
would have been so little discretionary funds under the administration's
request to meet these anticipated needs and the Committee's
recommendation would significantly increase that amount, the Committee
expects the Administrator to give great deference to the Committee's
recommendations for discretionary grants in fiscal year 1998.
Specifically, the Committee expects the FAA to give priority
consideration to grant applications for the projects listed below in the
categories of discretionary grants for which they are eligible. If funds
in the remaining discretionary category are used for any projects in
fiscal year 1998 that are not listed below, the Committee expects that
they will be for projects for which FAA has issued letters of intent
(including letters of intent the Committee recommends below that the FAA
issue), or for projects that will produce significant aviation safety
improvements or significant improvements in systemwide capacity or
otherwise have a very high benefit/cost ratio and for which the
Administrator has provided documentation of such improvements or high
benefit/cost ratio to the Senate and House Committees on Appropriations
at least 30 days before grant award.
Abbeville Municipal Airport, AL .--Abbeville has several major
corporations employing thousands of people located in close proximity to
the Abbeville Municipal Airport, which is in such disrepair that it is
almost unusable. These corporations all have their own private jets and
need a facility close by for their senior management and for their
middle management teams from other regions to be able to get to the
plants quickly for inspection and management. The Committee directs the
FAA to give priority consideration to requests for discretionary funding
for projects to bring the airport up to FAA standards for private
aircraft. These projects will help keep current industries from
relocating and will help attract new industry.
Austin Straubel International Airport, WI .--Runway and airfield
pavements at Austin Straubel Airport in Green Bay, WI, are exhibiting
various types of distress beyond the point where routine maintenance can
control foreign object debris. In 1996, the Wisconsin DOT Bureau of
Aeronautics recommended immediate attention to this problem in order to
maintain a level of serviceability and safety commensurate with Austin
Straubel's importance to the region and the State. The Committee directs
the FAA to give priority consideration to a request for discretionary
funds for pavement repair.
Birmingham International Airport, AL .--The Committee notes that
improvements planned at Birmingham International Airport will improve
airport capacity and safety. A passenger facility charge [PFC] was
recently approved to fund the rebuild of runway 5/23, but the planned
improvements will require more funds than the PFC and Airport
Improvement Program [AIP] entitlement grants to the airport will
provide. The Committee directs the FAA to give priority consideration to
grant requests for runway, taxiway, and apron improvements at the
airport and for construction of a new perimeter road to reduce the
number of vehicles crossing runways and taxiways and enhance safety.
Broome County Airport, NY .--The Committee directs the FAA to give
priority consideration to requests for discretionary funding for
renovations of the terminal building.
City of Inglewood, CA--Darby/Dixon noise mitigation .--Located 2
miles from Los Angeles International Airport and beneath the landing and
approaches for the airport's north and south runways, the city of
Inglewood has pursued an aggressive noise mitigation strategy for many
years. In those neighborhoods suffering from aircraft noise, the city
has removed blighted housing and cleared the sites for more compatible
commercial and industrial developments. The Committee directs the FAA to
give priority consideration to requests for discretionary funding to
purchase 284 units in the Darby/Dixon neighborhood and relocate the
tenants to safe and decent housing to make way for new commercial
development.
Colorado Springs Airport, CO .--The Colorado Springs Airport
continues to be the fastest growing airport in the United States. The
airport, which shares its facilities with several military installations
including Peterson Air Force Base, has experienced more than a
210-percent increase in passenger use since March 1995. With the advent
of a new carrier, Western Pacific Airlines, and the expansion of other
major carrier services, growth continues to skyrocket. Because of this
tremendous growth, however, the Colorado Springs Airport is functioning
far beyond its intended capacity. Numerous improvements are now needed
to ensure the airport's functionality and safety. The Committee directs
the FAA to give priority consideration to requests for discretionary
funding for construction of taxiway ``C,'' completion of taxiway ``H,''
rehabilitation of taxiway ``A,'' and completion of taxiway ``F.'' The
Committee believes these projects would be an effective use of funds and
will provide significant benefits to the Nation's aviation system.
Dane County Regional Airport, WI .--New runway 3/21 at Dane County
Regional Airport is a critical noise reduction measure for the high
density residential areas of the city of Madison, WI. Runway 3/21 will
direct aircraft overflights away from the heavily populated areas south
of the airport and increase the safety of aircraft operations. The
Committee directs the FAA to give priority consideration to a request
for discretionary funds, which will leverage other financing for the
project, which includes land acquisition, construction management,
preparation of plans and specifications, environmental mitigation and
construction of runway 3/21 and associated taxiways.
Dona County Airport, NM .---The Committee directs the FAA to give
priority consideration to requests for discretionary funding to widen
taxiways and throat area, install highly elevated lights that would
illuminate the ramp area, and to pave the parking area. These projects
would allow the Dona County Airport facility to support full scale
intermodal activity.
Fairbanks International Airport, AK .--Fairbanks International
Airport is a key international refueling point for international cargo
and other flights. The airport needs improvements in a number of areas
to be able to continue to serve international and domestic air travel
demand. The Committee directs the FAA to give priority consideration to
requests for discretionary funding for access ramps, terminal
modernization, taxiways, and runway expansions.
Global Transpark Airport, NC .--The Global Transpark, an integrated
industrial and multimodal transportation and distribution facility in
eastern North Carolina, needs to expand its runway to meet the cargo
demands at the facility. The State has committed funds to the project,
and the Committee directs the FAA to give priority consideration to a
request for discretionary funds to support the runway expansion.
Greater Orlando Aviation Authority, Florida .--The Committee directs
priority consideration for planned improvements to Greater Orlando
Airport, one of the fastest growing airports in the country.
Gulfport-Biloxi Regional Airport, MS .--The Committee directs the
FAA to give priority consideration to requests for discretionary funding
to upgrade and provide improvements to a runway at Gulfport-Biloxi
Regional Airport in cooperation with the Air National Guard, which will
provide military construction funding as its share of improvements
required to serve commercial air service and Air National Guard training
at the airport.
Hancock International Airport, Syracuse, NY .--The Committee directs
the FAA to give priority consideration to requests for discretionary
funding for a parallel runway and for drainage improvements.
Huntsville International Airport, AL .--A 1996 update to the
Huntsville International Airport master plan provides a blueprint for
orderly development of an airport cited by the FAA as one of four
potential new connecting hubs and the only one of the four in the
Southeast United States. A major component of the master plan update is
a land acquisition program of undeveloped property designed to protect
the airport from encroachment by incompatible land uses and position the
airport to take advantage of future development opportunities. The
Huntsville-Madison County Airport Authority proceeded with the planned
land acquisition and then sought FAA approval to impose and use PFC
revenues for reimbursement of the land acquisition costs, in addition to
other uses. The Committee was disappointed by FAA's determination that
this reimbursement was not eligible for use of PFC revenues. In view of
the impact of this determination on the airport's development plans, the
Committee expects the FAA to give priority consideration to any future
land acquisition efforts and any discretionary grant requests for
development projects at the airport that are included in the master plan
update.
Jackson Municipal Airport, MS .--The Committee directs the FAA to
give priority consideration to a request for discretionary funding to
construct phase 1 of additional apron to accommodate international and
domestic air cargo service at a new air cargo park.
LaCrosse Municipal Airport, WI .--The Committee understands that the
primary runway 18/36 at LaCrosse Municipal Airport has exceeded its
useful life and is showing signs of serious deterioration. The Committee
directs the FAA to give priority consideration to a request for
discretionary funds to reconstruct the runway as soon as possible so
that there is minimum disruption to the airport's regularly scheduled
airline traffic.
Lancaster Airport, PA .--The Lancaster Airport is in the bottom 20
percent of air carrier airports in terms of air carrier runway length.
The main runway lacks 1,000-foot extended runway safe areas (overruns)
which are required by FAA safety standards. The runway length limits
most corporate aircraft to 60 percent of their useful loads and results
in diversions to alternate airports in adverse weather. The Committee
directs the FAA to give priority consideration to a request for
discretionary funds for the necessary work to extend the runway in order
to improve safety and economic growth and reduce airport noise impacts.
Laughlin/Bullhead Airport, NV .--The Committee is aware that the
leveling of a hillside bordering the current runway and expansion of the
runway will facilitate the arrival and departure of larger aircraft and
thereby provide the airlines the opportunity to transport the rapidly
growing number of tourists and visitors to the Laughlin/Bullhead City
area. The Committee directs the FAA to give this project priority
consideration.
Lexington Airport, NC .--The airport is in the midst of a
$14,000,000 plan to build a new airport on the site of the old facility.
The new runway will cross the old runway and will thus necessitate the
closure of the airport during construction that is expected to last for
1 year. The Committee directs the FAA to give priority consideration to
requests for discretionary funds to accelerate construction and shorten
the period during which the airport will be closed.
Long Island-MacArthur Airport, NY .--The Committee directs the FAA
to give priority consideration to requests for discretionary funding for
an apron expansion in the area south of the west concourse.
Manistee Blacker Airport, MI .--The Committee is recommending that
the FAA seriously consider installing an instrument landing system [ILS]
at the Manistee Blacker Airport in northern Michigan to improve the
reliability of air service to that community. The Committee directs the
FAA to give priority consideration to requests for discretionary funding
for land acquisition for installation of the ILS and construction of a
parallel runway.
Mesquite Airport, NV .--The Committee is aware that the Clark
County, NV, Department of Aviation is conducting a site selection,
airport master plan and an environmental assessment for a commercial
airport to be located near Mesquite, NV. While this work was initiated
in fiscal year 1997, the Committee directs the FAA to give priority
consideration to a request for discretaionary funding to reimburse the
Clark County Department of Aviation for these studies.
Montgomery County Airport Authority, Pennsylvania .--Montgomery
County, PA, has established an airport authority to acquire and improve
Wings Field, a private airport in the Philadelphia metropolitan area.
The airport operates over 42,000 flights each year and is rapidly
expanding. The airport is vital to regional economic development and
relied upon by local businesses. The Committee directs the FAA to give
priority consideration to requests for discretionary grant funding to
expand Wings Field.
Ogden-Hinckley Airport, UT .--Ogden-Hinckley serves as the primary
reliever and weather divert for Salt Lake City International Airport.
The Committee continues to urge the FAA, as it has in past years, to
give priority consideration to requests for discretionary funding for
the upgrade of terminal facilities at Ogden-Hinckley Municipal Airport
to meet the security needs of passengers in fulfilling its role as a
weather divert destination and to prepare the facility for the
transportation needs associated with the 2002 Winter Olympics.
Oxford/University Airport, Oxford, MS .--There is a serious safety
concern at the Oxford/University Airport as it strains to meet growing
traffic demands with increasingly outdated equipment. The airport is in
need of a new terminal building and the relocation of fuel tanks that in
their present location represent a potential safety concern. The
Committee directs the FAA to give priority consideration to a request
for discretionary funding to upgrade the airport's facilities and meet
modern safety requirements.
Pittsburgh International Airport, PA .--The Committee is aware that
Pittsburgh International Airport has been required to spend most of its
AIP entitlement funds to repair airport pavement because of
deteriorating conditions and that additional funds are needed for the
airport to continue its progress and to maintain excellent service. The
Committee directs the FAA to give priority consideration to requests for
funds for replacement vehicles while existing people mover cars are
being repaired and modified, for related improvements to the airside and
landside people mover stations, and for conversion of a portion of an
existing ramp to a taxilane and connection to taxiway N, which would
provide a connection between the present Airside Business Park and the
planned air cargo complex.
Salt Lake City International Airport, UT .--The Committee directs
the FAA to give priority consideration to requests for discretionary
funding for the airport modernization program.
Sanford-Lee County Airport, NC .--The Committee reiterates the
direction it provided last year to the FAA to provide funding to
accelerate construction of this new airport, which will serve as a
reliever facility for Raleigh-Durham International Airport, to complete
construction funding in fiscal years 1998 99.
Shelby County Airport, AL .--Shelby County Airport is a designated
reliever airport for Birmingham International Airport, but the airport
has not been kept up to FAA standards and, with a runway length of 3,800
feet, is not practical for many aircraft, including larger general
aviation aircraft. The Shelby County Airport Development Study outlines
projects that would bring the airport into compliance with FAA standards
and improve facilities so that the airport could accommodate corporate
aviation activities and support economic development of the community.
The Committee directs the FAA to give priority consideration to grant
requests for projects in the study.
Southwest Florida International Airport [RSW] .--The Committee is
disappointed that the FAA has not provided airport improvement
discretionary funds to the Southwest Florida International Airport for
its urgently needed capital expansion project. Last year, the Committee
noted that RSW was the third fastest growing airport in the country with
a growth rate over the past 10 years three times the national average,
and recommended that the FAA give priority consideration to this
project. However, to date the FAA has not released any funding for this
project. The Committee again urges the FAA to provide discretionary
funding to RSW and also suggests the FAA consider the merits of entering
into a letter of intent with the project sponsor.
Standiford Field Airport, Louisville, KY .--The Committee is aware
that the FAA has agreed to reimburse Standiford Field Airport for the
purchase of the category III instrument landing system [ILS] for runway
35R. Further, FAA has indicated the costs associated with this project
are eligible under the AIP program. The Committee directs the FAA to
give priority consideration to reimbursement of the airport for the
appropriate share of costs for the ILS.
Waynesboro Municipal Airport, MS .--A 10-year airport improvement
program is underway at Waynesboro Municipal Airport. The required
environmental studies have been prepared, and local funds have been
obtained for right-of-way acquisition. The Committee directs the FAA to
give priority consideration to requests for discretionary funding to
support continuation of the airport's improvement program, including
earthwork and site preparation for a project to lengthen and widen a
runway.
Westchester County Airport, NY .--The Committee directs the FAA to
give priority consideration to requests for discretionary funding for
parallel taxiway phase 3.
Williamsport-Lycoming County Airport, PA .--Williamsport Airport,
one of the oldest commercial airports in the Nation, is the
transportation hub for north-central Pennsylvania and a significant
factor in economic development in the region. The Committee directs FAA
to give priority consideration to a request for funding of a runway
extension and complete pavement overlay for its main instrument runway.
A runway extension could substantially improve regional economic
development opportunities for north-central Pennsylvania as it would
accommodate larger planes for both passenger and cargo purposes.
Zanesville Airport, OH .--Ohio has received repeated requests from
locally and regionally based industries for upgraded approach procedures
and updated air navigation facilities. The recent increase in
jet-powered operations demands improved course guidance and vertical
guidance establishing and maintaining the aircraft's horizontal and
vertical approach/descend direction. The Committee directs the FAA to
give priority consideration to requests for discretionary funding for
construction, engineering, and administration to install a non-Federal
localizer and a non-Federal glide slope.
LETTERS OF INTENT
Congress authorized FAA to use letters of intent [LOI's] to fund
multiyear airport improvement projects that will significantly enhance
systemwide airport capacity. FAA is also to consider a project's
benefits and costs in determining whether to approve it for AIP funding.
FAA adopted a policy of committing to LOI's no more than about 50
percent of forecasted AIP discretionary funds allocated for capacity,
safety, security, and noise projects. The Committee viewed this policy
as reasonable because it gave FAA the flexibility to fund other worthy
projects that do not fall under a LOI. Both FAA and airport authorities
have found letters of intent helpful in planning and funding airport
development.
The Committee appreciates the complexity of assessing a project's
impact on systemwide capacity but believes that FAA should do its best
in this regard before committing future AIP funds under a LOI.
The Committee in the past was concerned that FAA had not exercised
sufficient control over the use of LOI's. Accordingly, to maintain
program integrity and ensure LOI commitments are met, the Committee
repeats its recommendation that FAA be granted the authority to award
new LOI's only after scheduled and recommended LOI payments fall to less
than 50 percent of AIP discretionary funds.
Current letters of intent assume the following fiscal year 1998 grant
allocations:
Arkansas: Northwest Arkansas $3,500,000
California: Sacramento Metropolitan 9,200,000
Colorado: Denver International 29,911,000
Georgia: Savannah International 1,465,000
Illinois:
14,000,000
1,000,000
Kentucky:
11,593,000
16,300,000
Louisiana: New Orleans International 9,147,000
Michigan: Detroit Metropolitan 16,160,000
Mississippi: Golden Triangle Regional 400,000
Nevada: Reno Cannon International 6,500,000
New York: Greater Buffalo International 1,700,000
Rhode Island: Theodore F. Green State 6,500,000
South Carolina:
532,000
400,000
Tennessee:
2,180,000
13,790,000
Texas:
11,321,000
12,500,000
1,327,000
Virginia:
4,463,000
13,249,000
187,639,000
Two sources exist to fund FAA's commitment to an airport's LOI. One
is the discretionary portion of FAA's airport improvement program
appropriation, and the other is the entitlement funding that an airport
receives through the AIP on the basis of its passenger enplanements.
Even though FAA expects an airport receiving an LOI to put all of its
entitlement funding toward the project being funded by the LOI, this
source provides only about one-quarter of the annual LOI funding. Thus,
of the $187,600,000 that FAA has committed to LOI's during fiscal year
1998, the Committee estimates that approximately $142,700,000 will need
to come from the AIP's discretionary limitation. As shown in the
preceding AIP funding chart, the Committee recommended level would
provide sufficient discretionary funding to cover LOI's; however, little
flexibility is left to fund other high-priority capacity projects not
included under an LOI. The Committee directs FAA to provide a current
report to the Senate and House Transportation Appropriations
Subcommittees by September 1, 1997, of expected allocations of fiscal
year 1998 AIP grant funds, broken out by entitlement and discretionary
and category within discretionary, for existing LOI's.
Applications are pending for capacity enhancement projects which
would, if constructed, significantly reduce congestion and delay. These
projects require multiyear funding commitments. The Committee recommends
that the FAA enter into letters of intent for multiyear funding of such
capacity enhancement projects.
Consistent with the constraints outlined above, the Committee
provides the following guidance to the FAA with respect to future LOI's.
Anchorage International Airport, AK .--The airport has plans to
develop a new air cargo facility with private funds in response to
growing domestic and international cargo activity. The plans are
dependent on other surface improvements at the airport. Other
improvements are planned to meet expected growth in passenger traffic
over the next 20 years. The Committee urges the FAA to issue an LOI to
support these planned improvements if requested by the airport sponsor.
Memphis International Airport, TN .--The Memphis Airport serves as a
hub of operations for both Federal Express and Northwest Airlines, and
it serves as both a major employer and as an economic center of the
region. Reconstruction and extension to international runway length of
runway 18C/36C is planned beginning in the latter half of calendar year
1997 and will bring benefits to the whole midsouth region and increase
fees collected not only by the U.S. Customs, but also the FAA and the
U.S. Treasury. Of the total project cost, $59,827,500 is eligible for
AIP funding. The Committee urges the FAA to issue an LOI for
reconstruction and extension of runway 18C/36C.
New Orleans International Airport, LA .--The Committee reiterates
its recommendation from last year that the FAA consider signing an LOI
for a new parallel north/south runway at the New Orleans International
Airport [NOIA]. The Committee recognizes the present and future traffic
demands in the Louisiana/Mississippi region and the anticipated increase
in traffic due to cargo traffic related to international trade which the
proposed runway would accommodate. The Committee is advised that, over
the past year, NOIA has moved to complete reports required under the
National Environmental Policy Act and is prepared to move to financing
of the project. The airport has projected substantial investment savings
over the 30-year life of the runway. The Committee has again recognized
the substantial savings that would result from the completion of this
new parallel runway and the importance of NOIA as an intermodal center
of commerce.
Philadelphia International Airport, PA .--The Committee urges the
FAA to issue an LOI for the vital runway construction project at
Philadelphia International Airport.
Seattle-Tacoma International Airport, WA .--The Committee
understands that applications from Seattle-Tacoma International Airport
are pending at the FAA for capacity enhancement projects, which would,
if constructed, significantly reduce congestion and delay. These
projects require multiyear funding commitments. The Committee recommends
that the FAA enter into LOI's for multiyear funding of such capacity
enhancement projects. The Committee understands that an application for
an LOI is pending for construction of a new dependent runway for
Seattle-Tacoma International Airport. The Committee recommends the FAA
enter into an LOI with the project sponsor for construction of the
runway project.
GRANTS-IN-AID FOR AIRPORTS
(Airport and Airway Trust Fund)
(Rescission of Contract Authorization)
The Committee recommends rescission of $286,000,000 in contract
authority that is not available due to annual limits on obligations.
GENERAL PROVISIONS
Debt forgiveness .--The Committee has included a general provision
(sec. 334) that would forgive the State of Hawaii from any obligation to
repay $30,000,000 that it had previously diverted from airport revenues
and paid to the Office of Hawaiian Affairs for claims related to native
Hawaiian lands.
The 1959 Federal legislation admitting Hawaii to the United States
established a public trust, consisting of the lands formerly held by the
Republic of Hawaii. This trust is to be used for the betterment of the
conditions of native Hawaiians.
Substantial portions of Hawaii's airports are built on these public
trust lands. In furtherance of the trust purposes, the State of Hawaii
has used a portion of airport revenues for programs aimed at the
betterment of native Hawaiians.
Federal aviation law, however, prohibits the diversion of airport
revenues for nonairport purposes. Recently, the Department of
Transportation Inspector General identified $30,000,000 in past payments
to the Office of Hawaiian Affairs as illegal diversions of airport
revenues. The FAA agreed with the OIG's determination. However, it is
unclear whether a Federal court would agree with the OIG and the FAA
should their determination be challenged. Given the fact that the State
of Hawaii owns the lands in trust for the betterment of native
Hawaiians, it is conceivable that a reviewing court could find that the
payments of airport revenues were in that nature of rent, which is a
permissible use of airport revenue.
To put this issue to rest, the general provision provides that the
State of Hawaii is forgiven any obligation to repay past amounts
diverted for trust purposes, in return for a clear congressional
statement prohibiting any future diversions.
The original language was broadened at the request of the authorizing
committee to include forgiveness of past diversions previously received
by native Hawaiians, native Americans, or Native Alaskans in order to
afford all parties who are similarly situated to have an equal
opportunity to be forgiven past debts.
There are instances of airport revenue diversion involving the State
of Hawaii, in addition to the past payment of airport revenues to the
Office of Hawaiian Affairs. Regarding one such issue, the State has
repaid the principal of $64,000,000 to the State airport revenue fund.
The interest on the $64,000,000, however, remains outstanding, and the
payment terms remain unresolved. The Committee understands that the
State of Hawaii, the Federal Aviation Administration, and the Department
of Transportation Office of Inspector General are working together to
resolve this issue. The Committee encourages these parties to continue
to work together diligently to develop a repayment plan for the State
that comports with the applicable statutory and regulatory requirements
and guidelines that are administered by the Federal Aviation
Administration.
Closure of airports .--Richards-Gebaur Memorial Airport, located in
Kansas City, MO, and Bader Field in Atlantic City, NJ, are subject to
Surplus Property Act and grant assurance restrictions requiring the
airports to remain public airports.
The city of Kansas City expended substantial funds to maintain the
facility at Richards-Gebaur Memorial Airport and to develop and promote
that facility for use by a variety of aircraft. After many years of such
efforts and the expenditure of funds, the number of operations at the
airport remains inadequate to support continued retention of the
facility as a public airport. The city has determined that the highest
and best use of the property would be for redevelopment as an intermodal
transportation facility for freight distribution and processing.
Conversion of the facility for such transportation uses would capitalize
on Kansas City's geographic location and on the strength of the city's
major rail and trucking industries, and enhance the growing trade
relationships between the United States and Mexico under the North
American Free Trade Agreement. In order to accomplish this
redevelopment, closure of the airport is required. The Committee finds
that such closure would benefit civil aviation and would produce an
equal or greater benefit to the national transportation system including
the overall air transportation system. The Kansas City airport system
would be benefited and enhanced by allowing the deployment of the city's
aviation funds for more productive use at its other better-utilized
airports. The Committee also understands that closure of Richards-Gebaur
will have no adverse impact on civil aviation by reason of the fact that
there are 13 airports geographically proximate to Richards-Gebaur,
including 8 airports located within 20 miles of the facility which can
easily absorb Richards-Gebaur's current and projected demand.
Atlantic City Muni Bader Field Airport, located in Atlantic City, NJ,
is subject to restrictions imposed by grant assurances and memorandums
of understanding requiring the airport to remain viable and operational
until the year 2006, or until a mutually agreed upon date and
conditions. Despite the city's ongoing investments to ensure that the
airport is well maintained for general aviation use, the airport cannot
retain an adequate level of operations to justify the continued
investments. Because the airport is seriously underutilized, the city
has determined that an airport is not the best use for the property and
is pursuing other options for economic development of the property. The
Committee understands that, given the proximity of Bader Field to other
airports in the region, such as Atlantic City International Airport,
nearby county airports and State-owned airports, civil aviation will not
be negatively affected.
The Committee includes a provision (sec. 337) authorizing the FAA to:
grant requests from Kansas City to close Richards-Gebaur Memorial
Airport and from Atlantic City to close Bader Field as public airports;
release and cancel any terms, conditions, reservations, or restrictions
contained in any surplus property conveyance/transfer documents and any
sponsor conditions or assurances contained in any FAA grant agreements
or orders; and allow closure of the airports and their conversion to
nonaeronautical uses.
Seating configuration .--The Committee is including a provision
(sec. 332) clarifying the definition of ``passenger capacity of 56
persons or less,'' under section 29(a)(2) of the International Air
Transportation Competition Act of 1979 to include any operations with
any aircraft configured or reconfigured with 56 passengers or less
except for widebody aircraft in excess of 363,000 pounds gross aircraft
weight. In no event shall the total number of passenger seats installed
on any aircraft operating under this exemption exceed 56. Nothing in
this provision should be construed to prohibit the operation, or apply
to the operation, of regional jets originally configured with 56 or less
seats out of Love Field. The Department of Transportation has stated
that regional jets may be utilized under section 29(a)(2) of the
International Air Transportation Competition Act to serve any
destination outside of Texas and its bordering States. Accordingly, this
provision confirms that authority to utilize regional jets in scheduled
service from Love Field to any destination and does not allow the Dallas
City Council to prohibit such service.
AIRCRAFT PURCHASE LOAN GUARANTEE PROGRAM
The bill includes a zero obligation limitation on borrowings during
fiscal year 1998 under the aircraft purchase loan guarantee program. The
administration requested authority to obligate up to $5,000 to cover
administrative costs associated with outstanding loans. The bill,
instead, provides authority within the operations account to use up to
$5,000 for such expenses.
FEDERAL HIGHWAY ADMINISTRATION
SUMMARY OF FISCAL YEAR 1998 PROGRAM
The principal missions of the Federal Highway Administration are:
administration, in cooperation with the States, of the Federal-aid
Highway Construction Program, including the Interstate, National Highway
System, bridge, and surface transportation programs; regulation and
enforcement of Federal requirements relating to the safety of operation
and equipment of commercial motor carriers engaged in interstate or
foreign commerce; and governing the safety in movement over the Nation's
highways of dangerous cargoes such as explosives, flammables, and other
hazardous material.
Under the Committee recommendation, a total program level of
$23,582,900,000 would be provided for the activities of the Federal
Highway Administration for fiscal year 1998.
The following table summarizes the fiscal year 1997 program levels,
the fiscal year 1998 budget estimates, the House allowance, and the
Committee's recommendations:
[In thousands of dollars]
Program Fiscal year 1997 program level Fiscal year 1998 budget estimate Committee recommendations
Limitation on general operating expenses\1\ (521,114) (494,376) (558,440)
Appalachian development highway system\2\ 300,000
Federal-aid highways\3\ 18,933,630 20,170,000 21,800,000
Exempt Federal-aid obligations 2,023,000 1,510,331 1,390,600
Emergency relief appropriation 650,000,000
State infrastructure banks 150,000 150,000
Infrastructure credit 100,000
Right-of-way revolving fund 8,000
Motor carrier safety grants\4\ 78,225 100,000 84,300
Motor carrier safety\5\ (49,000) (52,765) (51,245)
-------------------------------- ---------------------------------- ---------------------------
Total 21,834,855 22,030,331 23,582,900
\1\Excludes reductions pursuant to sections 321 and 346 of Public Law 104 205.
\2\The administration proposed $200,000,000 in contract authority for this program under Federal-aid highways as part of ISTEA reauthorization.
\3\Obligation limitation on contract authority. Also includes estimated additional obligation limitation pursuant to section 1002(f)(1) of Public Law 102 240. Excludes $46,561,000 for research and technology, which is included in exempt obligations.
\4\Obligation limitation on contract authority.
\5\Included within limitation on general operating expenses.
LIMITATION ON GENERAL OPERATING EXPENSES
Appropriations, 1997\1\ $521,114,000
Budget estimate, 1998 494,376,000
Committee recommendation 558,440,000
\1\Excludes reductions for TASC and awards pursuant to sections
321 and 346 of Public Law 104 205.
The limitation on general operating expenses controls spending for
virtually all the salaries, expenses, and research and development
programs of the Federal Highway Administration.
The Committee recommends that a limitation of $558,440,000 be
provided for salaries and expenses of the Federal Highway
Administration.
The following table reflects the Committee's recommendation and that
requested by the administration.
[In thousands of dollars]
Program Fiscal year 1998 budget estimate Committee recommendation
Administrative expenses 261,258 261,258
Motor carrier safety 52,765 51,245
Contract programs: 73,903 62,737
Accountwide adjustment
---------------------------------- --------------------------
Total limitation 494,376 558,440
MOTOR CARRIER SAFETY OPERATIONS
The Committee recommends $51,245,000 for motor carrier safety
operations, not including the funding of $7,400,000 for research which
is included in the research, development, and technology line. This is
an increase of $2,245,000 above the 1997 enacted level, but $1,520,000
less than requested. The Committee's recommended funding level
represents the following changes to the administration's request:
Federal/industry training -$1,220,000
Outreach -300,000
Federal/industry training .--The Committee denies funding for the
new Federal/training initiative and notes that the Office of Motor
Carriers [OMC] has previously allocated funds for various training
initiatives within its base programmatic funds. FHWA staff formerly of
the ICC are available to train OMC field staff on regulations issued
pursuant to the Interstate Commerce Commission Termination Act of 1995.
FHWA's videoconferencing facilities are also available for this
training. When final regulations are issued to implement the results of
the zero-based review, the Committee will reconsider the need for
additional training materials, especially to assist small businesses.
The Committee has denied funding for industry training because it does
not want to duplicate similar training activities already conducted by
the private sector. The Committee directs the Associate Administrator
for Motor Carriers to ensure that none of the FTE reductions shall be
taken from the field staff, especially motor carrier safety specialist
positions. The Committee's allowance includes $500,000 for the OMC to
expand and improve its no-zone campaign and other activities intended to
reduce the contribution of the public to commercial vehicle crashes.
Outreach .--The Committee has not included funding for
reauthorization workshops which can be conducted as part of other motor
carrier conferences and meetings.
HIGHWAY RESEARCH, DEVELOPMENT, AND TECHNOLOGY
The Committee recommends a total of $62,737,000 to be distributed as
follows:
[In thousands of dollars]
Activity/program element Program level, 1997 Budget estimate, 1998 Committee recommendation
Highway research and development: 8,650 9,000 9,500
--------------------- ----------------------- --------------------------
Total, highway research and development 67,124 73,903 62,737
Safety .--The Committee recommends $9,500,000 for safety research
and development. The FHWA request continues safety research into a range
of areas. The Committee notes the increased focus by the FHWA on the
interactive highway safety design model. Within the driver module that
will contain profiles of a range of driver types to be combined with
various design vehicles, the Committee encourages the FHWA to draw on
the existing outside expertise and provide a demonstration of
technologies and practices to improve the driving performance of elderly
drivers and other distinct user groups identified in the module. An
additional $500,000 has been provided for this purpose.
Pavements .--The Committee recommends $11,150,000 for pavements
research and development.
Structures .--The Committee recommends $15,256,000 for structures
research and development.
The Committee recognizes that an estimated 42 percent of the Nation's
bridges are structurally deficient and the cost to correct these
deficiencies is in excess of $90,000,000,000. The Committee directs the
Federal Highway Administration to pursue research into high performance
materials and bridge systems which could be applied to improve safety,
function, durability, and renewability with minimal cost and
environmental impact; $1,200,000 has been included for this purpose.
The Committee believes a unique opportunity to conduct research
exists during the Interstate 15 reconstruction project and other
transportation projects in the Salt Lake Valley, UT. The research
performed during the reconstruction of Interstate 15 and other projects
will provide the country with a detailed analysis of the success of the
design/build process, seismic retrofitting, and many other valuable
areas of research. The Committee strongly recommends that FHWA work with
the Utah Transportation Center and give priority consideration to
applying research funds as may be necessary for these purposes.
Advanced Composites Materials Bridge Demonstration Program .--The
Committee is aware that the defense industry has developed a number of
advanced, high performance materials for use in various military systems
and that civil engineers have found practical applications of this
technology in transportation infrastructure as well.
These materials proved ideal for aerospace applications because the
strength-to-weight ratio is 5 to 10 times higher than aluminum or steel.
The motivation for using these advanced composites in bridge systems is
their strength and lightweight and resistance to corrosion or fatigue.
They are particularly well suited for seismic protection.
The Committee directs FHWA to work with an academic and industry-led
national consortium and fund with available balances an advanced
composite bridge project to demonstrate the applications of an
all-composite bridge for civil infrastructure purposes.
Environment .--The Committee is recommending $5,666,000 for
environment research and development. The San Joaquin Valley of
California and surrounding regions exceed both State and Federal clean
air standards for small particulate matter. The environment research
funds include $100,000 for FHWA's participation in the assessment of
methodologies needed for estimating emissions of particulate matter, the
sources and composition of particulate matter from roadway construction
and heavy truck activity.
Last year the Committee directed the Department to initiate a
research program to support a comprehensive noise prediction model
applicable to highway traffic, aircraft, and railroad noise. The
Committee further directed that a grant of $250,000 be made available to
the National Center for Physical Acoustics to identify scientific issues
which impede accurate noise prediction. The Committee notes that the
Department has worked with the National Center for Physical Acoustics to
define research priorities and initiate high-priority research toward a
multimodal noise prediction model. The Committee directs that this
cooperative program be continued in fiscal year 1998 at the same level.
Policy .--The Committee recommends $5,400,000 for policy research.
This funding is adequate to provide the States with information and
tools. Unnecessary data collection and conferences activities should be
eliminated.
Planning .--The Committee recommends $8,000,000 for planning
research. The Committee has included $2,000,000 for an assessment of the
Red River corridor transportation infrastructure of the five-State area
pursuant to the recommendations of the Northern Great Plains Rural
Development Commission established in ISTEA. This assessment will help
evaluate whether the corridor has the necessary infrastructure to
deliver good to the global marketplace. The assessment should consider
the developing trading relationships in the region and should be
developed collaboratively with the region's State departments of
transportation, metropolitan planning organizations, and representatives
of transportation and other business interests in the region.
Motor carrier research .--The Committee recommends $7,400,000 for
motor carrier research. Within the funds provided, the Committee
recommends $500,000 for a study to obtain an estimate of the prevalence
of sleep apnea in truckdrivers and to identify and evaluate remedial
measures, including screening and detection technologies, for use by
motor carriers. The Committee also directs that $500,000 of the funds
provided are for an operational test and validation of technological
aids to improve fatigue management among commercial truckdrivers. The
Committee directs OMC to work with the trucking industry to accomplish
these research objectives.
INTELLIGENT TRANSPORTATION SYSTEMS
The Committee recommends a total of $125,650,000 to be distributed as
follows:
[In thousands of dollars]
Program level, 1997 Budget estimate, 1998 Committee recommendation
Intelligent vehicle highway systems: 28,455 33,000 33,000
--------------------- ----------------------- --------------------------
Total, ITS 120,358 54,000 125,650
Research and development .--The Committee recommends a total of
$33,000,000 for ITS research and development, consistent with the budget
request.
The Committee recommends $33,000,000 for continued research in
intelligent transportation systems. In addition to these funds, the
Department has requested in its surface transportation reauthorization
proposal another $196,000,000 in contract authority outside the
limitation on general operating expenses.
The Committee is aware of recent studies to document the benefits of
ITS and encourages the Joint Project Office to continue this work and to
submit a report to the Senate and House Committees on Appropriations
with the budget justification for fiscal year 1999.
The Committee recommends a total of $76,650,000 for operational
tests. The funds provided are for the following operational tests:
Committee
recommendation
Southeast Michigan snow and ice management [SEMSIM] $2,300,000
Utah intelligent transportation systems 7,000,000
Kansas City, MO, intermodal common communications techno- logy 2,000,000
Reno, NV, intelligent transportation systems 3,750,000
Yosemite Valley, CA, intelligent transportation system 500,000
Bozeman, MT, Western Transportation Institute 1,500,000
Barboursville-ONA, WV, traffic management 10,000,000
North Dakota State University advanced traffic analysis center 600,000
North Dakota advanced transportation weather information sys- tem 800,000
Sullivan County, NY, emergency weather system 1,000,000
Urban Transportation Safety Systems Center (Philadelphia) 250,000
New York City toll plaza scanners 2,100,000
Cleveland, OH, computer integrated transit maintenance environment project 2,000,000
Santa Teresa, NM, intermodal technology demonstration project\1\ 1,400,000
Operation Respond hazardous materials emergency response software 3,000,000
Washington State radio communication emergency call boxes 750,000
Washington statewide roadway weather information system 2,500,000
Texas DOT ITS research 400,000
Milwaukee MONITOR, and Wisconsin rural ITS 9,200,000
I 95 multistate corridor coalition 2,100,000
Colorado I 25 truck safety improvements 12,000,000
Tuscalosa, AL, traffic integration and flow control 2,200,000
Pennsylvania Turnpike Commission ITS 8,000,000
Alaska cold weather ITS sensing 1,300,000
76,650,000
\1\To be provided for the ATR Institute.
Automated highway system .--The budget requested that funding
provided for the automated highway systems and crash avoidance programs
be from contract authority rather than funds under the limitation on
general operating expenses. Accordingly, the Committee defers
consideration of this request to the appropriate legislative committees.
The Committee supports the action of the Joint Program Office to
commission a review of the AHS program and the results of that review
should be incorporated into a revised 5-year plan to be submitted to the
House and Senate Committees on Appropriations.
Evaluation .--The Committee recommends $7,000,000 for evaluation and
program assessment activities.
Mainstreaming .--The Committee has not provided the request of
$3,000,000 for mainstreaming. These funds are better spent on
operational testing and research and development activities. The
Committee defers consideration of the contract authority request to the
appropriate legislative committees.
A limited ITS mainstreaming program, including technical assistance
and outreach would benefit State and local governments. The Department
proposes, however, to spend $22,000,000 on such activities. Numerous ITS
benefits already are documented as a result of investing in more than 80
operational tests and 11 model deployment projects. These studies, as
well as the visits to ITS facilities by State officials already
supported by the FHWA, reduce the immediacy of the need for a
substantial increase in mainstreaming activities. In addition, the
funding requested for training raises questions about the appropriate
role of the FHWA vis-a-vis academic institutions and the proposed
scholarships to support international travel of non-Federal personnel is
not warranted.
TECHNOLOGY ASSESSMENT AND DEPLOYMENT
The Committee recommends $14,800,000 for technology assessment and
deployment.
LOCAL TECHNICAL ASSISTANCE PROGRAM
The Committee recommends $4,100,000 for the LTAP. These funds will
serve several purposes, including enhancing the participation of the
LTAP centers in such areas as improved data collection, traffic safety
audits, improved traffic and sign inventory management, improving the
technology transfer clearinghouse, facilitating the deployment of proven
SHRP technology at the local level, and addressing the technology gap at
the State level as compared to state-of-the-art highway technology
practices.
INTERNATIONAL TRANSPORTATION ACTIVITIES
The Committees recommends $2,300,000 for the International
Transportation Activities Program. Within the funds provided, the
Committee directs that a study be conducted on the potential for
establishing, the economic impacts, the potential trade relationships,
and the environmental impacts of establishing a roadlink from Wrangell,
AK, to the Canadian border along a proposed Bradfield Road alignment.
The Committee encourages FHWA to redouble its efforts to find
supplemental funding to help accomplish the objectives of this program.
The Committee has merged the technical assistance-Russia into the
international programs so the Russian program will compete for
resources.
national advanced driver simulator [nads]
The Committee recommends $14,250,000 for NADS.
HIGHWAY-RELATED SAFETY GRANTS
(liquidation of contract authorization)
(Highway trust fund)
Appropriations, 1997 ($2,049,000)
Budget estimate, 1998 (4,000,000)
Committee recommendation (4,000,000)
The Highway Related Safety Grant Program assists States and
localities in implementing highway safety standards administered by the
Federal Highway Administration. These standards cover traffic control
devices, highway surveillance, and highway-related aspects of pedestrian
safety.
APPALACHIAN DEVELOPMENT HIGHWAY SYSTEM
The Committee is recommending $300,000,000 for construction of
unfinished segments of the Appalachian development highway system
[ADHS]. The ADHS connects largely rural, underdeveloped areas in 13
States. Its completion is critical to the economic development of these
often-ignored areas. In many cases, the unfinished segments of the ADHS
are high-accident locations in the Appalachian States, so the Committee
believes continued construction will have a high payoff in highway
safety benefits.
The Committee intends that the fiscal year 1998 funding for the ADHS
will be distributed among the States with unfinished ADHS segments in
proportion to each State's share of the remaining cost-to-complete the
system as determined by the Appalachian Regional Commission [ARC].
However, the Committee is concerned that this distribution may not
necessarily result in construction on the segments with the highest
accident experience first. Therefore, the Committee directs the ARC to
prepare a report on highway crash experience on the unfinished segments
of the ADHS, the extent to which completion of unfinished segments would
be likely to lower crash rates, and options for distributing ADHS funds
among Appalachian States that might result in a faster reduction of
highway-related crashes in these States.
The Committee is aware that legislation has been introduced in the
Senate and reported to the Committee on Environment and Public Works
that would provide sufficient contract authority over the life of the
next surface transportation bill to complete the unfinished segments of
the ADHS. The Committee on Environment and Public Works also has before
it the administration's proposed ISTEA reauthorization legislation, and
other legislative proposals, which would provide between $2,000,000,000
and $3,000,000,000 in contract authority over the next 6 years to assist
in the completion of the system. The Committee stands in strong support
of efforts to include the sums necessary to complete the ADHS as a
categorical program to receive contract authority through the
reauthorization of ISTEA. The $300,000,000 provided in this bill for the
ADHS should be viewed as an effort to expedite the completion of the
system and not as a substitute for sums appropriated in the Energy and
Water Appropriations Act for Fiscal Year 1998 or as a substitute for
sums which should be made available as contract authority in upcoming
ISTEA reauthorization legislation.
FEDERAL-AID HIGHWAYS
(Liquidation of Contract Authorization)
(Highway Trust Fund)
Appropriations, 1997
$19,800,000,000
Budget estimate, 1998
19,800,000,000
20,850,000,000
This activity comprises the majority of all federally aided programs
through which the States are financially and technically aided to
continue a national highway system that meets the transportation needs
of the Nation in terms of capacity and safety.
All programs included within the Federal-aid account are financed
from the highway trust fund. Authorizations in the form of contract
authority are enacted in substantive legislation. These authorizations
are apportioned and/or allocated to the States and generally remain
available for obligation over a 4-year period. Liquidating cash
appropriations are subsequently requested to fund outlays resulting from
obligations incurred under contract authority.
The Committee recommends a liquidating cash appropriation of
$20,850,000,000 for the Federal-aid highways program.
