I appreciate my colleagues yielding me the time. Madam Speaker, I want to commend my good friends, Chairman Norm Dicks and Mike Simpson, for a rather fabulous job of working together on this bill.…
I appreciate my colleagues yielding me the time.
Madam Speaker, I want to commend my good friends, Chairman Norm Dicks and Mike Simpson, for a rather fabulous job of working together on this bill. While I am concerned about the volume of dollar increases, there is no doubt that this bill represents much of the most positive work on behalf of our country, especially the work of the EPA, I might mention. I want to say to the gentleman from Washington (Mr. Dicks) that you have reason to be proud of this bill. My wife tells me that she has gotten an inkling from your wife, Susie, that she is very proud of the work you have done here as well, and she welcomes you back home one of these days.
Anyway, moving right along, while I wish to suggest that the money allotted in this bill is more than adequate, I am very hopeful that in organizations like EPA that we will be able to not find ourselves just awash in funding and, thereby, begin to throw funding at programs. In the meantime, there is little doubt that there is plenty of work to be done. The Interior appropriations conference report is important, but it's only the fifth of 12 conference reports that we need to complete. We now find ourselves 29 days into the new fiscal year, and we have fewer than half of our bills done.
Sadly, the most important appropriations bills, the defense bill and the military construction and Veterans Affairs bills, are being put on the shelf, being held for a time and a purpose that causes us all to wonder. There is no better illustration of the misplaced priorities of this Democrat majority leadership than that fact. This leadership chose to send to the President the legislative branch bill for its first bill of the year. Imagine that. While the troops are awaiting our assistance and serious recognition of the challenges they face, the legislative branch bill was first sent to the President's desk--to make sure we've got enough money, I guess, to make sure they keep the lights on while we're talking to the public today. And what kind of a signal does that send to those who are in harm's way at this moment, protecting our freedom?
Mr. Speaker, what kind of signal are we sending, and what is our purpose for holding these bills on the shelf? The House passed the Defense appropriations bill. It contains critical funding for the men and women of our Armed Forces, including over 130,000 troops stationed in Iraq and over 60,000 troops currently in Afghanistan. The $128 billion provided for the U.S. warfighting efforts is essential to continue our mission overseas and to provide critical resources, as I have said. The defense bill is ready to go today, and it should be moving today. So Mr. Speaker, why the delay?
The military construction-Veterans Affairs bill is also essential. We have all talked about our commitment to our veterans. This legislation contains much-needed funds for military construction, family housing, pension payments for disabled veterans, widows and children, and the veterans medical care and treatment programs across the country. While the Senate has had
over 100 days to complete its work on this bill--that is the preliminary construction VA bill--this bill is still not in conference. Given the importance of each of these bills, why are they being delayed?
Well, reports have indicated that the Democratic leadership may use these bills to carry controversial legislation that could--at least they seem to think--could not be passed as stand-alone measures. What in the world does increasing the national debt limitation or the District of Columbia voting rights bill have to do with our national defense or providing for our veterans? Mr. Speaker, the House has wasted weeks and months on trivial legislative matters, as I have suggested. The Congress is setting a dangerous precedent by holding up these major pieces of legislation rather than acting in an expeditious way. Let's move forward quickly today, pass this bill. I intend to vote against it because of the dollar amounts. But in the meantime, I will listen with care to this discussion.
Will the gentleman yield?
I appreciate the gentleman yielding.
Madam Speaker, I rise to ask the gentleman a question, if I might, and I very much appreciate his responding to this line of questioning.
The gentleman knows that I worked with the EPA for literally decades, years ago, in writing that legislation which created the Air Quality Management District Act in southern California. They were extremely helpful as we did battle with the executives of our auto industry, as they thumbed their noses at us, as we tried to get them to improve the engines of our automobiles. The EPA was great to work with, so I am impressed by the increase in funding here for the EPA; but because of that, I can't help but ask a couple of questions.
Madam Speaker, I will continue this discussion, if you would not mind, with the chairman.
I mentioned the EPA. I worked with the EPA for years, particularly in the field of air quality, and I am a great admirer of their work. Within this legislation there is a very interesting line. It involves the Great Lakes Restoration Initiative. I note that there is a 692 percent increase in that funding within this bill.
Now, frankly, the environment that involves the water of the Great Lakes deserves a lot of attention. I don't know just how much it really needs or can handle in a single year; but juxtaposed to that is a bit of language inserted in this bill, in the conference report, that was not in either bill that left the House or the Senate. That language specifically has an exemption for emissions coming from engines of ships doing business on the Great Lakes.
Especially because of my interest in air quality and because of the work that I've done to try to improve the American auto industry, it strikes me as ironic that we are not willing to really put pressure on including changes in emission requirements for those ships on the Great Lakes. There needs to be an explanation of this, and I would very much appreciate our understanding why we should allow these huge sulfur emissions, et cetera, to continue as they are in the Great Lakes Region.
That is the question I have. If the chairman would respond, I would appreciate it.
I appreciate my chairman yielding.
I must say I have worked with him many, many a year regarding EPA's work, particularly with the automobile circumstance. It took us years and years and years to get Detroit to even respond to this problem, the air quality problem in Southern California. It began to respond to improving engines once the Japanese produced a car that produced much better mileage.
There has been almost a revolution in Southern California. We have been successful with that in no small part because you have helped us raise that pressure, and I would suggest there is a need for pressure now on those who are using these engines that spew sulfur endlessly and are polluting the air in the Great Lakes.
I very much appreciate the exchange with my colleague.
I have a letter here from the American Lung Association that I would like to submit at this point in the Record, for it speaks to the very question you are asking here.
October 7, 2009.
Hon. Dianne Feinstein,
Chair, Subcommittee on Interior, Environment and Related
Agencies, U.S. Senate, Washington, DC.
Dear Chairman Feinstein: We are writing to express our
strong opposition to any rider on the FY 2010 Interior and
Environment Appropriations Bill that will weaken, delay or
limit the ability of the U.S Environmental Protection Agency
to promulgate regulations that will reduce pollution from new
marine compression-ignition engines at or above 30 liters per
cylinder. Our organizations have long advocated for the
cleanup of these vessels because of the enormous impact they
have on air pollution.
EPA has conducted an extensive public process on marine
compression-ignition engines. This process includes a
November, 2007 Advanced Notice of Proposed Rulemaking and the
2009 Notice of Proposed Rulemaking that was announced on July
1, 2009 with public hearings in New York and Long Beach, CA
on August 4 and 6 respectively. The comment period closed on
September 28, 2009. All stakeholders have had ample
opportunity to participate in this rulemaking.
The need for these rules is urgent. EPA's analysis
estimates that the cleanup of these vessels will prevent up
to 33,000 premature deaths each year by 2030. Any delay will
postpone the health benefits. The impact of pollution from
these sources is not limited to communities surrounding the
ports but EPA's analysis shows that the impact is felt
hundreds of miles inland. We commend EPA for working to
address this problem through the pending regulations, but
also through the International Convention on the Prevention
of Pollution from Ships (MARPOL Annex VI).
Chairman Feinstein, please oppose any rider that will
weaken, delay or limit the ability of the U.S. Environmental
Protection Agency to promulgate regulations that will reduce
pollution from new marine compression-ignition engines at or
above 30 liters per cylinder.
Sincerely,
American Lung Association.
Clean Air Watch.
National Association of Clean Air Agencies.
Natural Resources Defense Council.
Puget Sound Clean Air Agency.
We are in the process of negotiating an international agreement regarding these huge engines that we are worried about. If we find ourselves as those negotiations are coming to a conclusion with an exemption laid out in the law for American vessels, it would seem to me, and I would ask you, don't you think it could put pressure in a negative way on our ability to establish those standards on those international carriers that are under consideration at this very moment?
I yield to the gentleman from Minnesota.
Reclaiming my time for just a moment, I would read this first sentence from this letter addressed to Chairman Feinstein:
``We are writing to express our strong opposition to any rider in the Interior and Environment appropriations bill that with would weaken, delay or limit the ability of the U.S. Environmental Protection Agency to promulgate regulations that will reduce pollution from new marine compression-ignition engines at or above 30 letter per cylinder. Our organizations have long advocated for the cleanup of these vessels because of the enormous impact they have on air pollution.''
They are specifically expressing concern about these engines and the potential loss of life that results from not being able to successfully complete major change for the world of vessels.
I appreciate the gentleman yielding.
I would like to just respond briefly by reading from a communique that came from a person that has been very actively involved in the air quality of the region for years and working specifically with the EPA addressing some of the health questions that somewhat were addressed by my chairman, Mr. Obey.
``The stakes for human health are enormous, huge, colossal. Weakening the domestic standards will have their own adverse effect, but it is crucial to recognize that doing so could also imperil International Maritime Organization's final consideration of the entire U.S. Emission Control Area application, which was favorably received by the IMO's Marine Environmental Protection Committee in June. The IMO is slated to make a final decision in March. Our nation will weaken the basis for its request that the IMO enable the most protective emissions standards under international law for foreign-flagged ships if we are including domestic vessels.''
So weakening standards for our vessels is going to threaten this effort internationally.
``As you know, the stakes for human health are profound--up to 14,000 premature deaths annually are to be prevented by 2020.''
It is very important that America speak with a strong and unified voice here. I think that the timing of this exemption itself is most unfortunate.