Providing for consideration of the bill (H.R. 4) to reauthorize programs of the Federal Aviation Administration, and for other purposes; providing for consideration of the bill (H.R. 3144) to provide for operations of the Federal Columbia River Power System pursuant to a certain operation plan for a specified period of time, and for other purposes; and providing for proceedings during the period from April 30, 2018, through May 4, 2018.

Mr. Speaker, by direction of the Committee on Rules, I call up House Resolution 839 and ask for its immediate consideration.

Mr. Speaker, for the purpose of debate only, I yield the customary 30 minutes to the gentlewoman from California (Mrs. Torres), the newest member of the Rules Committee, pending which I yield myself such time as I may consume. During consideration of this resolution, all time yielded is for the purpose of debate only.

General Leave

Mr. Speaker, I ask unanimous consent that all Members have 5 legislative days to revise and extend their remarks.

Mr. Speaker, today's rule provides for the consideration of two bills: H.R. 4, which is the FAA Reauthorization Act, and a closed rule for H.R. 3144, which would adjust operations at the Federal Columbia River Power System.

We are lucky today, Mr. Speaker, in that we will have Mr. Newhouse, who is an expert from Washington State on H.R. 3144, come down to the floor and talk extensively about that measure and why it is important for Washington State. But before we talk about Washington State, I want to talk about the FAA reauthorization bill as well.

I would point out, Mr. Speaker, it is not every rule in every case we are able to make every Rules Committee member's amendment in order, but we are fortunate today that, during Mrs. Torres' very first rule on the House floor, we are making her amendment in order, which, again, Mr. Speaker, is one of those prerogatives of Rules Committee members.

I know that in the first few moments of the FAA bill, Mr. Speaker, we are going to want to talk about the good work that went on in the Transportation and Infrastructure Committee. It has really been my pleasure as not just a Rules Committee member, but as a Transportation and Infrastructure Committee member to be able to work on this bill now in two committees.

You may recall, Mr. Speaker, that we went not only through our initial hearings in the Transportation and Infrastructure Committee; we went through a summer markup last year. We have gone through five short-term extensions on FAA, and we are now here prepared to consider a full 5-year reauthorization on the floor.

It has not been the easiest process. There have been a lot of folks who haven't gotten everything they have wanted in this process, but it has been a collaborative process, Mr. Speaker, and I am glad that we have it here today.

I would be remiss if I didn't thank our committee chairman on the authorizing committee, Mr. Speaker, Chairman Shuster, for all the work that he has done. As you know, he has been a long champion of reforming the FAA, believing that we could get even more value for the American taxpayer dollars out of the FAA. While he did not achieve everything that he wanted to achieve in this bill either, Mr. Speaker, we have a dramatic step forward in H.R. 4 today.

These things never happen by accident, Mr. Speaker, as you well know, and I want to thank all the folks who have been toiling behind the scenes in the Transportation and Infrastructure Committee day in and day out. I am thinking of folks, Mr. Speaker, like Chris Vieson. I am thinking about folks like Naveen Rao. I am thinking about Hunter Presti and Brittany Smith.

Mr. Speaker, even though he has left us to go, now, serve in the article II Federal Railroad Administration, I want to thank Matt Sturges, who was the former staff director there at the committee, for all he has done over 2 years to get us to this place.

Mr. Speaker, as you know, getting this work done requires a collaborative working relationship, Members and staff across the aisle, from committee office staff to personal office staff, and it has really been a rewarding process. I am very proud of the product that we have on the floor today, but it wouldn't have been possible without all of the staff working and the collaboration that went on. I am grateful to folks for that. That is the authorizing committee side, Mr. Speaker.

On the Rules Committee side, we had an equal amount of work going on. These past few days, moving this bill through the Rules Committee, the staff has had to work tirelessly, in large part, because of all the amendments that were offered to the bill. We now, in this rule, today, Mr. Speaker, made in order 116 different revisions to this bill.

Let me say that again. We went through a complete, full, and open markup in the Transportation and Infrastructure Committee, as you know, Mr. Speaker; but then, in the Rules Committee, we made in order an additional 116 amendments through this rule today: 56 of those are amendments sponsored by my Democratic colleagues; 36 of those are amendments sponsored by my Republican colleagues; and 24 of those are amendments that have bipartisan support here in this Chamber. That is just over 50 percent of all the ideas that were brought to the Rules Committee last night, Mr. Speaker.

I hope that my colleagues are as proud of that as I am. It reflects the commitment that Speaker Ryan made to having a more open and transparent process. Here, again: 56 Democratic amendments, 36 Republican amendments, and 24 bipartisan amendments.

Mr. Speaker, this FAA bill is a good step towards bringing more value to the American taxpayer from the FAA, and this rule is a good step to making

that possible. With the passage of this rule today, we will be able to move directly to that debate.

Mr. Speaker, don't believe the headlines that say Congress has packed up its bags and gone home. I hear that day in and day out that folks think this 2018 is not going to be a particularly productive legislative session. I reject that. I reject that with no reservations whatsoever.

I see the passion my friends on the Democratic side have for continuing to make improvements for the American people. I see that same passion on our side. Now, I am not saying we are not going to have some challenges keeping people focused on the process at hand, but this FAA bill is a good example of the fact that we are still hard at work, and there is still much work that we can do together.

This bill, Mr. Speaker, finally delivers on the regulatory reform to the FAA certification process.

Now, if you have any companies in your district that are involved in FAA regulations in any way, shape, or form, you know exactly what I am talking about. This certification process is going to allow companies all over the country, including many in my district, Mr. Speaker, like Meggitt in Suwanee, like Universal Avionics in Duluth, like Siemens in Cumming, Gulfstream in Savannah, and many others, to get safer, more innovative aviation products to market faster.

Let me say that again, Mr. Speaker: safer products, more innovative products, more value to the American taxpayer to market faster.

This bill also provides a pathway to regulatory certainty for unmanned aircraft systems. That allows companies like L3 Technologies and Colonial Pipeline in Alpharetta, like UPS in Sandy Springs, like our electric utilities in Gwinnett and Forsyth Counties, Mr. Speaker, and many other companies in my home State of Georgia to get their technologies out faster, to make environments safer for their employees and for my constituents.

We all know that the transformative power of unmanned aviation is upon us. We have got to regulate that in a safe and responsible way to make sure that the rules are in place for certainty, for safety, and for opportunity for innovation. I believe we have that in this bill.

We have a choice, Mr. Speaker. We are either going to lead the world in unmanned aviation or we are going to cede leadership to countries like China. I say we seize leadership, and we are seizing it here in this bill.

The bill also commits that our airports--from the busiest airport in the world, Mr. Speaker, my hometown airport of Hartsfield-Jackson, the fourth busiest airport in the State; and also in my district, Mr. Speaker, is Briscoe Field in Lawrenceville--that these airports have access to long-term funding sustainability. We all know that yanking the pendulum back and forth on Federal funding does not serve any of our constituents' cause. Funding stability--knowing that they can count on the Federal Government to be their partner in providing innovation and improving the overall experience of those men and women who travel through these airports--is of vital importance.

And finally, Mr. Speaker, this bill ensures that our American airlines--like my hometown airline of Delta--can compete and win against anyone on the planet in terms of the service, reliability, safety, and customer service that we have come to expect. Again, aviation is a partnership in this country, Mr. Speaker, between private sector actors and public actors. We need to do all that we can, from our end of Pennsylvania Avenue, to be the very best partners that we can.

Of course, we can always do more, and I hope that we will continue to do more. I am expecting a very robust Transportation Committee cycle here over the next 9 months. But this bill today is a significant downpayment on our commitment to the American people to make our aviation infrastructure continue to be the very finest on the planet.

Mr. Speaker, this rule that, again, will govern debate of both H.R. 4 and H.R. 3144 is a fair rule. These are both commonsense measures that will benefit the American people. I hope my colleagues will see that, I hope my colleagues will come to the floor and support this rule, and I hope my colleagues will also support the two underlying measures.

Mr. Speaker, I reserve the balance of my time.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, I say with no levity that we are absolutely thrilled to have Mrs. Torres on the Rules Committee, as she has already made a contribution. She is going to continue to make a wonderful contribution.

I would say, Mr. Speaker, to my friend from California, that sometimes setting expectations is the right way to find success in the things that we pursue in our lives.

This FAA bill, I recognize her concerns that not every amendment was made in order. She is absolutely right. However, this bill did go through the Transportation and Infrastructure Committee, where all of our transportation subject matter experts are supposed to be, and absolutely every amendment was considered in that transportation committee.

Now it leaves the Transportation and Infrastructure Committee, where the subject matter experts are, and we have now made in order over 100 additional amendments brought from all across this House, more Democratic amendments made in order than Republican amendments made in order, but over 100 additional amendments made in order to try to perfect this bill.

It may not be everything that folks would like to see, but I would share with the gentlewoman, Mr. Speaker, that from my brief Rules Committee experience, we are getting close to a high-water mark here, and I am going to try to take credit and share enthusiasm when we have an opportunity to do it.

Mr. Speaker, I yield 3 minutes to the gentleman from Montana (Mr. Gianforte), for his insights on this legislation.

Mr. Speaker, I yield 10 minutes to the gentleman from Washington State (Mr. Newhouse), a member of the Rules Committee and a subject matter expert on the Columbia River bill before us.

Mr. Speaker, with great optimism that we will return to the bill at hand, I reserve the balance of my time.

Mr. Speaker, I would advise my friend from California I do not have any speakers remaining, and so I am prepared to close when she is. I reserve the balance of my time.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, I had a wonderful closing statement but, against that backdrop of collegiality, I will say only this. I did mention earlier that subject matter experts were assigned to the Transportation and Infrastructure Committee. My friend, Ms. Titus, is on that committee; I am on that committee.

As a subject matter expert, my mom and dad come to me regularly to help them with their airline reservations, Delta Airlines, of course, being an Atlantan. But just recently, they were heading out to California; demanded that I make those reservations going into Ontario instead of LAX because, why in the world would anyone want to

battle LAX when they could be in the Torres district there in Ontario?

They were treated wonderfully and had a wonderful visit, so I recognize the gentlewoman's passion for her airport.

Mr. Speaker, if you have an airport in your district, if you have aviation travelers in your district, you want the FAA to be reauthorized. This bill, this rule makes that possible. This bill gets that job done in an open, collaborative, and bipartisan way. I urge my colleagues to support this rule, support the underlying bills.

Mr. Speaker, I yield back the balance of my time, and I move the previous question on the resolution.

Mr. Speaker, I ask unanimous consent that all Members have 5 legislative days to revise and extend their remarks and include extraneous material on H.R. 4.

Mr. Chairman, I yield myself such time as I may consume.

Mr. Chairman, in calling up H.R. 4, the FAA Reauthorization Act of 2018, this bipartisan legislation is cosponsored by every chair and ranking member of the Transportation and Infrastructure Committee.

This bill is critical to our economy, to millions of Americans who work in aviation, and to hundreds of millions of Americans who use the system every year. H.R. 4 authorizes FAA programs through FY 2023.

This is a long-term bill, something that is overdue. Too often, our aviation programs face short-term extensions, CRs, and threats of government shutdowns. We are now operating on the fifth extension from the last long-term FAA law, which was signed on February 14, 2012.

Before the bill was signed into law, Congress passed 23 short-term extensions. This is an incredible amount of uncertainty for programs that rely on long-term stability. That uncertainty was one of the reasons I initially pushed for air traffic control reform, to separate the modernization of our system from the unreliable Federal budget process.

In that regard, this bill only maintains the status quo. I still strongly believe Congress must soon pass real air traffic control reform for the U.S. to finally develop the most modern, advanced aviation system in the world, and right now, we cannot claim that. The more we delay, the more we risk losing our position in the world as a leader in aviation.

So, while H.R. 4 does not contain all the reforms our system needs, it does contain other important reforms that must be implemented. For example, this bill cuts red tape in the certification process so our manufacturers can get products to market on time, stay competitive, and continue providing millions of American jobs.

It streamlines the regulatory process to encourage innovation and new technologies, like unmanned aircraft systems.

It provides critical funding for the AIP program and airport infrastructure across America.

It strengthens protections for passengers, and it addresses safety issues that have arisen in recent years.

The bill contains many good provisions, and I plan to offer a manager's amendment that provides additional improvements. That includes an additional safety provision in light of the April 17 Southwest flight 1380 engine failure.

I want to commend pilot Tammie Jo Shults for her absolute heroic performance after a catastrophic engine failure at over 30,000 feet. This was a prolonged emergency--not over in just a minute or two. For the next 15 to 20 minutes, with a hole in the cabin and believing that a passenger may have been completely sucked out, she calmly and expertly guided the plane to an emergency landing.

Tragically, one person died in the incident, but 148 people are alive today because of Captain Shults and her crew. She prevented what could have been a large tragedy. In my opinion, this is one of the most heroic performances by a pilot and crew in recent memory.

Strengthening our aviation system is only one of the reasons we need to pass today's legislation. H.R. 4 also includes the Disaster Recovery Reform Act, a measure that passed the House in December with overwhelming support, but it was not taken up in the Senate.

These provisions strengthen FAA's focus on predisaster mitigation, preparing our communities to better withstand the next hurricane, wildfire, flood, or other disasters. Building better and building smarter will save lives and lower the growing cost of disaster recovery. Investing more in mitigating disasters before they strike makes common sense.

This bill is a result of the hard work of the Transportation and Infrastructure Committee, the bill sponsors, and many others. I want to thank Ranking Member DeFazio, Chairman LoBiondo, Ranking Member Larsen, Chairman Barletta, Ranking Member Titus, and the many other Members who worked on this legislation. I look forward to a good debate today and to moving this bill to the Senate.

Mr. Chairman, I reserve the balance of my time.

Committee on Transportation and Infrastructure,

House of Representatives,

Washington, DC, April 17, 2018.

Hon. Kevin Brady,

Chairman, Committee on Ways and Means,

Washington, DC.

Dear Mr. Chairman: On April 13, 2018, the Committee on

Transportation and Infrastructure introduced H.R. 4, the FAA

Reauthorization Act of 2018. The bill was referred primarily

to the Committee on Transportation and Infrastructure, with

an additional referral to the Committee on Ways and Means.

I ask that you allow the Committee on Ways and Means to be

discharged from further consideration of the bill so that it

may be scheduled by the Majority Leader. This discharge in no

way affects your jurisdiction over the subject matter of the

bill, and it will not serve as precedent for future

referrals. In addition, should a conference on the bill be

necessary, I would support your request to have the Committee

on Ways and Means represented on the conference committee.

Finally, I would be pleased to include this letter and any

response in the Congressional Record during floor

consideration, to memorialize our understanding.

Thank you for your consideration of my request.

Sincerely,

Bill Shuster,

Chairman.

Mr. Chairman, it is my great privilege to yield 3 minutes to the gentleman from Alaska (Mr. Young), the former chair of the Transportation and Infrastructure Committee.

(Mr. YOUNG of Alaska asked and was given permission to revise and extend his remarks.)

Mr. Chairman, it is my great pleasure and honor to yield 5 minutes to the gentleman from New Jersey (Mr. LoBiondo), my friend and the chairman of the Subcommittee on Aviation of the Committee on Transportation and Infrastructure, who has been a tireless advocate for aviation safety efficiency, but who has also been a great partner on the committee to me and to the other members of the committee.

Also, I want to mention that--and I think this is accurate--he is the only Member of Congress who has a CDL, commercial driver's license, so he is in a very unique position to not only know and advocate for aviation, but also, on the ground, he knows how commerce moves.

Mr. Chair, I yield 3 minutes to the gentleman from Pennsylvania (Mr. Barletta), the chairman of the Subcommittee on Economic Development, Public Buildings and Emergency Management.

Mr. Chairman, may I inquire as to how much time each side has remaining?

Mr. Chairman, I yield 3 minutes to the gentleman from Texas (Mr. Smith), the chairman of the Science, Space, and Technology Committee.

Mr. Chairman, I yield 3 minutes to the gentleman from Missouri (Mr. Graves), chairman of the Highways and Transit Subcommittee of the full Committee of Transportation and Infrastructure, and the bleating voice on general aviation in Congress.

Mr. Chairman, I yield 1 minute to the gentleman from California (Mr. Knight).

I yield the gentleman from California an additional 15 seconds.

Mr. Chairman, I yield 1 minute to the gentleman from Ohio (Mr. Gibbs).

Mr. Chairman, I yield 1\1/2\ minutes to the gentleman from California (Mr. Denham), the chairman of the Railroads, Pipelines, and Hazardous Materials Subcommittee.

Mr. Chairman, I just have one more speaker, and then I am ready to close.

I yield 1 minute to the gentleman from Florida (Mr. Posey).

Will the gentleman yield?

Mr. Chairman, this is an issue that I know the gentleman from Florida cares deeply about and has been a champion for his constituents in the commercial space industry. I do commit to the gentleman to work with him as we move to advance this bill forward.

Mr. Chairman, I am prepared to close if the gentleman from Oregon is. I reserve the balance of my time.

Mr. Chairman, I encourage all Members to support this positive reauthorization of the FAA. I yield back the balance of my time.

Mr. Chairman, I have an amendment at the desk.

Mr. Chairman, I rise in support of the manager's amendment. A vote for this amendment is a vote for positive change. A vote against it would be a real missed opportunity to make the bill better.

This amendment enhances the training of flight attendants so they are better equipped to deal with sexual misconduct. It also establishes working groups to develop best practices on how to address sexual misconduct on flights and improve airline employee training.

The amendment addresses an issue which is important to the traveling public and our constituents, and to each of us, in a thoughtful and respectful way.

The amendment adds to the provisions included in H.R. 4 to improve the air travel experience of disabled Americans. It establishes an Airline Passengers with Disabilities Bill of Rights to clarify the rights of passengers with disabilities and the responsibilities of airlines and airports.

The amendment also strengthens the civil penalties for violations that involve injury to a passenger with a disability or damage to a passenger's wheelchair or other mobility aid.

Finally, the amendment will make it better for both passengers and service animals by harmonizing standards. This will provide much-needed clarity in an area where there is real confusion.

We worked closely with organizations representing persons with disabilities, as well as with the airline industry, and I want to thank all those who were willing to come to the table to make those improvements.

Last week, we witnessed a tragedy when an engine exploded in midair, killing a passenger. A far bigger tragedy was averted thanks again to the professionalism of the flight crew and to the pilot, which I talked about earlier.

The same airline experienced a similar incident 2 years ago, and while the FAA and industry have begun inspections, we must ensure that the airline engine safety is thoroughly assessed, and this amendment mandates a call to action to bring relevant people together to examine and address any risk associated with airline engines.

The amendment also requires a deep-dive study of general aviation. This sector of aviation has the highest number of accidents, injuries, and fatalities.

While general aviation safety has improved in recent years, in fiscal year 2016, there were still 213 fatal accidents and 379 fatalities.

We must improve the safety of the general aviation community. They share the skies with other airspace users and operate above our neighborhoods. We can and must do better.

Again, the amendment also provides for the direction on how the FAA should spend the additional general fund, operations, airport infrastructure, and F&E money in 2019 and thereafter.

It also revises the FAA authorization levels to reflect the updated CBO baselines for fiscal year 2018.

In response to the drone sightings around airports, the amendment makes counter-drone systems AIP eligible.

It makes improvement to the Airport Investment Partnership Program so that we can leverage private sector money for our airport infrastructure needs.

There are some good government reforms in here. The amendment repeals a costly mandate for aircraft avionics that have not yet proven to be beneficial. This will relieve a future burden on aircraft operators.

The amendment would bring certain FAA processes into the digital age and review agency practices.

Some other important changes are:

The amendment authorizes expenditures for commercial space transportation activities of the FAA;

It also requires better intra-FAA coordination on commercial space transportation's use of the national airspace and addresses the industry's support aircraft;

Commercial space transportation operators, like other users of the airspace, must coordinate and follow instructions of air traffic controllers;

Air traffic controllers keep us moving safely across this country, but they

also work in far-off places, including Guam. This amendment requires the FAA workers to work with the Department of Defense so that these folks and their families can get good medical care on the island of Guam;

Finally, the amendment establishes the Youth in Aviation Task Force to attract young people to aviation jobs. This is critical to ensure that our aviation system prospers in the years ahead.

Mr. Chairman, this amendment is a good amendment, it has bipartisan support and will improve the underlying bill. I urge all Members to support the amendment, and I reserve the balance of my time.

Mr. Chairman, I yield 1 minute to the gentleman from Missouri (Mr. Graves), the chairman of the Subcommittee on Highways and Transit, our general aviation pilot.

Mr. Chairman, I yield back the balance of my time.

Mr. Speaker, I yield myself such time as I may consume. I thank the gentleman for yielding me the customary 30 minutes.

I am proud to be the newest member of the House Rules Committee. When I expressed my desire to join the committee to the minority leader, I shared my hope that I could do my part to ensure the committee would allow the House to work its will in an open way. Unfortunately, the rule that we are bringing to the floor does not meet that standard. For that reason, I rise in opposition.

The rule we consider this afternoon is a combined rule for H.R. 3144, legislation to delay and derail management practices at the Federal Columbia River Power System in the Pacific Northwest, and H.R. 4, the Federal Aviation Administration Reauthorization Act. There is no reason for the House to take up these items in a combined rule. We have plenty of time to give each bill a full, robust debate, and plenty of time to allow the House an opportunity to vote on some of the 138 amendments filed to these bills that were not made in order under this rule.

Mr. Speaker, the House appears to be in a rush to leave here every single week. Last week, we only had three voting days, and with this combined rule, who knows how long we will be here this week. Perhaps we could use some of this extra time to take up a number of issues which Americans have been asking for.

Instead of making this yet another short week, how about we give Americans a vote on addressing gun violence by giving us a vote on background checks, bump stocks, assault weapons, gun trafficking reform; or ensuring that we don't find ourselves in a constitutional crisis by protecting the special counsel, and making sure that we address Russian interference in our elections; or allowing the House to actually take a vote on so many outstanding immigration issues by protecting DACA and TPS recipients?

There are 244 cosponsors of Representative Denham's ``Queen of the Hill'' resolution, including over 40 members of the majority party.

Nearly 8 months since President Trump terminated the DACA program, Congress has continually failed to protect the thousands of American Dreamers who lose their protections every single day. Dreamers are the educators, doctors, and small-business owners who make our communities better and help make our country stronger and safer.

There are very real consequences for the lack of a permanent solution to this crisis. The American people want us to act. We can respect their will by taking up the ``Queen of the Hill'' resolution on one of the many days where we find ourselves with nothing to do. We could work together to at least provide the House with a path forward where the best idea wins.

Mr. Speaker, instead of doing what we did last week by canceling voting days, let's take this time to act on behalf of our constituents. Why don't we put a stop to the administration's attack on the Affordable Care Act and work on bipartisan improvements to control the cost of healthcare, prescription drugs, and increase access to services?

Finally, why don't we take some time to do what I have been calling for since my first day in Congress and pass a large-scale infrastructure package? There are roads and bridges crumbling around our country, transit systems in need of significant repair, and a power grid waiting to enter the 21st century. We need robust investments in our transportation and energy infrastructure.

In its 2017 report card, the American Society of Civil Engineers gave us our infrastructure a nearl failing grade of a D-plus. But based on my experiences driving around my hometown, that might be a bit too generous.

These are all the things that have bipartisan agreement. It is up to us to address the real problems before us with leadership, security, and stability that the Nation demands.

That said, as I mentioned before, we have two bills included in this rule. The first is the FAA Authorization

Act, the first long-term FAA reauthorization since 2012. This legislation was developed over 3 years of bipartisan and stakeholder negotiations. It will provide long-term stability for our Nation's aviation community, continue investments in research and innovation, and make necessary reforms to improve American competitiveness and safety in aviation.

I appreciate Chairman Shuster working with Ranking Member DeFazio to ensure that this bill is as bipartisan as possible. I would have preferred that we did more to assist our Nation's airports, but this bill reflects the committee's will.

Airline safety is on all of our minds, especially after the tragedy of Southwest Flight 1380. Moving this bill forward, without the poison bill language we had seen in previous versions, will go a long way in improving passenger safety, passenger comfort, and the entire experience on our Nation's airlines.

Following my work to return the Ontario International Airport to local control, we have seen my hometown airport go through a renaissance with new flights being added constantly. It is my hope that this bill continues that growth and allows for more improvements at the airport.

While I am pleased this rule does make in order an amendment I offered to assist Ontario International Airport and airports like it, there are many amendments which were not made in order.

One such amendment I want to mention is Representative Cartwright's amendment No. 152 on single-pilot operations. I am extremely concerned with section 744 of the underlying legislation, which establishes an FAA research and development program in support of single-pilot all- cargo operations utilizing remote piloting or computer piloting technology.

Unfortunately, I believe moving in this direction--single-piloted aircraft--will result in excessive workload for pilots and safety risks for everyone.

I think it would have been fair for the House to give the Cartwright amendment a floor debate and a simple up-or-down vote.

In addition, I am disappointed that Representative Grace Meng's amendment No. 28 was not made in order. This amendment would have standardized the treatment of animals aboard airlines.

I know we were all horrified when we read the reports last month of a pet who died after being forced into a luggage compartment, or being flushed down a toilet, or being forced to leave the plane.

According to a U.S. Department of Transportation report issued in February, 24 animals died in the care of U.S. carriers last year. I don't think it is too much to ask for a vote on the House floor to establish standards for the safety of our constituents' pets.

In addition to the FAA authorization bill, this rule will also bring H.R. 3144 to the floor. This bill is intended to provide for operations of the Federal Columbia River Power System and delay multiple court decisions which are intended to protect the local environment.

This legislation would derail the ongoing comprehensive efforts to improve dam management practices on the Columbia River basin, creating problematic conservation and management policies. The impact on salmon and steelhead trout, in particular, would harm not just the environment, but also tribes and businesses of the Pacific Northwest.

I joined the Rules Committee from my previous role as ranking member on the Indian, Insular, and Alaska Native Affairs Subcommittee. I was proud of the work I did to protect Tribal communities, and while serving in that role, I opposed this legislation due to the negative impact on local tribes.

The 2014 operation plan, which this bill attempts to re-implement, was developed by the Department of Commerce National Marine Fisheries Services. That plan was found to violate the Endangered Species Act and the National Environmental Policy Act, and failed to live up to the agreement we made with local tribes.

Native peoples of the Pacific Northwest ceded most of their ancestral homeland to the U.S. in exchange for the right to catch salmon and steelhead at their accustomed places. This tradition carries great cultural and religious significance, but the current operation plan would further harm Tribal fisheries.

Mr. Speaker, I oppose this rule and the underlying legislation because it fails to include the appropriate input from local tribes. I urge my colleagues to reconsider bringing this bill forward, and go back to the drawing board where an agreement can be reached that brings all affected parties on board.

Mr. Speaker, I urge my colleagues to oppose the rule we have before us, and I reserve the balance of my time.

Mr. Speaker, I yield 3 minutes to the gentleman from Texas (Mr. Doggett), the distinguished ranking member of the Ways and Means Subcommittee on Tax Policy.

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, President Trump campaigned on the promise of draining the swamp, but has instead allowed corruption to run rampant in the executive office. Several Cabinet officials are being investigated for ethics violations and the misuse of Federal funds.

Housing and Urban Development Secretary Carson spent over $31,000 on a new dining room set for his office. Interior Secretary Zinke spent $139,000 of taxpayer money to remodel three sets of office doors.

One of the most outrageous practices by President Trump's Cabinet is the hundreds of thousands of dollars spent on luxury air travel. Just a couple of examples: Environmental Protection Agency Administrator Pruitt spent over $14,000 on a private jet traveling just 300 miles within Oklahoma.

Interior Secretary Zinke cost the taxpayers $12,000 chartering a plane belonging to an oil and gas exploration firm.

President Trump recently said: ``Sometimes it may not look like it, but believe me, we are draining the swamp.''

Well, with a Cabinet like this, I have to agree with President Trump in part. It does not look like he is draining the swamp, but that is because he is not.

For this reason, if we defeat the previous question, I will offer an amendment to the rule to bring up Representative Lieu's H.R. 3876, the SWAMP FLYERS Act. This legislation will ensure that senior political appointees are not using Federal funds for official travel on private aircraft.

Unlike the restrictive rules we are considering today, this bill would be brought to the floor under an open rule so that all Members have the opportunity to amend the bill on the floor.

Mr. Speaker, I ask unanimous consent to insert the text of my amendment in the Record, along with extraneous material, immediately prior to the vote on the previous question.

Mr. Speaker, I yield 4\1/2\ minutes to the gentleman from California (Mr. Ted Lieu) to discuss this proposal.

Mr. Speaker, I yield 1\1/2\ minutes to the gentlewoman from Nevada (Ms. Titus), the distinguished ranking member of the Transportation and Infrastructure Subcommittee on Economic Development, Public Buildings and Emergency Management.

Mr. Speaker, I urge my colleagues to oppose the previous question and the rule, and I yield back the balance of my time.

Mr. Speaker, on that I demand the yeas and nays.

Mr. Speaker, I demand a recorded vote.

Mr. Speaker, pursuant to House Resolution 839, I call up the bill (H.R. 3144) to provide for operations of the Federal Columbia River Power System pursuant to a certain operation plan for a specified period of time, and for other purposes, and ask for its immediate consideration in the House.

Mr. Speaker, I ask unanimous consent that all Members have 5 legislative days in which to revise and extend their remarks and include extraneous material on H.R. 3144.

Mr. Speaker, I yield 8 minutes to the gentlewoman from Washington (Mrs. McMorris Rodgers), the sponsor, to introduce this piece of legislation.

Mr. Speaker, I yield 3 minutes to the gentlewoman from Washington State (Ms. Herrera Beutler), who lives in this area and knows firsthand what is taking place there.

Mr. Speaker, I yield the gentlewoman from Washington an additional 30 seconds.

Mr. Speaker, I yield 3 minutes to the gentleman from Oregon (Mr. Schrader), another person who lives in this area and realizes that this judicial decision is not necessarily based on science and can actually do harm to the endangered species.

Mr. Speaker, as one of the eight Tribes that endorse this bill said: The BiOp exceeds requirements established by the courts and by the ESA, and yet plaintiffs want more. The court should uphold the 2008 BiOp.

Mr. Speaker, I yield 2 minutes to the gentleman from Washington (Mr. Newhouse), speaking on behalf of the eight Tribes that endorse this in his area.

Mr. Speaker, unfortunately, NOAA did a study which simply said that the hatchery production of salmon in this area more than offsets any loss that comes from the dams. So even though we have this issue of an endangered species trying to eat another endangered species, which one are we going to support.

I yield 2 minutes to the gentleman from Colorado (Mr. Lamborn), who is a member of our committee who understands this particular issue.

Mr. Speaker, I yield 5 minutes to the gentleman from Arizona (Mr. Gosar).

Mr. Speaker, I yield myself such time as I may consume.

Mr. Speaker, I am very happy to be here to present this particular bill, or at least sum up on this, especially as our good friend Mr. Todd Ungerecht has done so much for this particular bill and it is going to be his last time on the floor with us. So I appreciate all of his help on this. He is returning back to his native State of Washington where he clearly realizes how important this bill is.

Mr. Speaker, this bill has support via policy from Washington, total support for the bill from Idaho and Montana, as well as eight other Tribes that live in this area, as well as the National Association of Counties, the American Farm Bureau Federation, United Power Trades Organization, National Rural Electric Cooperative Association, National Electrical Contractors Association, Public Power Council, Washington Association of Wheat Growers, and scores of other individuals.

I include in the Record a complete list of organizations that support this bill as well as letters that support this legislation.

Support for H.R. 3144

National Water Resources Association, National Associations

of Counties, United Power Trades Organization, National

Association of Wheat Growers, American Farm Bureau

Federation, American Public Power Association, National

Electrical Contractors Association, National Rural Electric

Cooperative Association, Grand Canyon State Electric

Cooperative Association, Americans for Limited Government,

Arizona Farm Bureau, Arizona Liberty, Arizona Pork Council,

Asotin County Public Utility District, Association of

Washington Business, Benton Public Utility District, Blachly-

Lane Electric Co-op, Clatskanie People's Utility District.

Clearwater Power, Concerned Citizens for America (Sedona),

Cowlitz Public Utility District, Douglas County Public

Utility District, Franklin Public Utility District, Grant

County Public Utility District, Idaho Water Users

Association, Inland Ports and Navigation Group, Kittitas

County Public Utility District, Lewis County Public Utility

District, Mason County Public Utility District, New Mexico

Cattle Growers' Association, New Mexico Wool Growers Inc.,

Northern Lights, Northwest River Partners, Pend Oreille

Public Utility District, Port Clarkston, Port of Morrow.

Port of Pasco, Port of Whitman County, Public Power

Council, Salmon River Electric CoOp, Stevens County

Commissioners, Sulphur Springs Valley Electric Cooperative,

Tidewater Transportation & Terminals, Tri-City Development

Council, United Electric, Wahkiakum County Public Utility

District, Washington Association of Wheat Growers, Washington

Farm Bureau, Washington Public Utility Districts Association,

Washington State Potato Commission, Yuvapai County Supervisor

Thomas Thurman, Your Touchstone Energy Cooperative.

Mr. Speaker, here is the bottom line for this particular piece of legislation:

States agree to it. There are nine Tribes in this area. Eight of them totally support this particular bill. The Obama administration created a biological opinion which endorsed the ESA and was legal with the ESA. A judge decided to change all of that and ordered a spill with no apparent rationale to it.

Mr. Speaker, there is no one over here who hates salmon. We are not trying to kill them all. Heaven knows, the only way I would like to kill salmon is if I am consuming them myself. However, in 2011, another spill took place on this particular river which had the process of actually killing this endangered species that was there.

This judge's order, without any kind of rationale to it, could indeed be one of the situations that actually sterilizes this river and the species rather than protecting the river and the species.

Let's allow river operators to operate the river. Let's allow scientists to conduct the science and let judges go back to granting divorces. Allowing a judge with no background in these issues to dictate river operations and subvert the science is totally irresponsible on our part.

This is a piece of legislation that clearly is a win for the ratepayers to a tune of $40 million that they would have to do if this decision by the judge stands. It is also a win for taxpayers to the tune of about $16 million. It is a win for the fish by preventing a potentially deadly environmental decision that has no basis in actual science. And, once again, it was the last administration that created the pattern in which we are going.

Let's go back to that and do it. Now, if another science or biological opinion needs to be done, let it happen, but don't allow the judge to change what the river operators are saying is the wisest policy until you do that. That is the basis of this particular bill. It helps the power. It helps the fish. It helps all of us. And let's face it, if you are not using that hydropower, you are going to have to pick up fossil fuel power to make up the difference--see which one actually is healthier for the environment.

Mr. Speaker, I commend my colleagues for doing this, and I urge all in the House to support this legislation which is a bipartisan bill that has bipartisan support.

Mr. Speaker, I thank Chairman Shuster for agreeing to help expedite consideration of this bill today.

House of Representatives,

Committee on Natural Resources,

Washington, DC, April 12, 2018.

Hon. Bill Shuster,

Chairman, Committee on Transportation and Infrastructure,

Washington, DC

Dear Mr. Chairman: I write regarding H.R. 3144, to provide

for operations of the Federal Columbia River Power System

pursuant to a certain operation plan for a specified period

of time, and for other purposes. The bill was referred

primarily to the Committee on Natural Resources, with an

additional referral to the Committee on Transportation and

Infrastructure.

I ask that you allow the Committee on Transportation and

Infrastructure to be discharged from further consideration of

the bill so that it may be scheduled by the Majority Leader.

This discharge in no way affects your jurisdiction over the

subject matter of the bill, and it will not serve as

precedent for future referrals. In addition, should a

conference on the bill be necessary, I would support your

request to have the Committee on Transportation and

Infrastructure represented on the conference committee.

Finally, I would be pleased to include this letter and any

response in the bill report filed by the Committee on Natural

Resources to memorialize our understanding.

Thank you for your consideration of my request and for the

extraordinary cooperation shown by you and your staff over

matters of shared jurisdiction. I look forward to further

opportunities to work with you this Congress.

Sincerely,

Rob Bishop,

Chairman.

Mr. Speaker, I yield back the balance of my time.

Mr. Speaker, I claim the time in opposition to the motion.

Mr. Speaker, I do appreciate the commitment of the gentlewoman from Washington, the effort to solve some problems, and many of the issues that were brought up. Unfortunately, many of the issues that were addressed simply are not covered in the motion to recommit at the same time--great speeches, but not necessarily really relating directly to the motion.

If you actually look at what the motion will do, ultimately, it is very clear that it will ensure that rates actually do go up; carbon emissions will go up; and farmers, families, union members, and small businesses will all have to eventually pay for it.

The underlying bipartisan legislation, though, and not some poorly worded gimmick that cedes more authority to courts and lawyers will protect ratepayers and endangered salmon and the whales and the taxpayers at the same time.

In all due respect, I actually feel happy that I was here when we saw a display of the Senate actually passing something. So I would suggest, in all humility to the other side, if they actually want to do something which would encourage my commitment and my approval of an MTR, it would be to realize and recognize something that happened 107 years ago this Friday, in which the socialist Member from Milwaukee, Wisconsin, 107 years ago, Friday, introduced a resolution to dissolve the Senate.

Now, if that were a motion to recommit, that I would firmly endorse. That would actually help us move forward. Unfortunately, that is not the motion to recommit in front of us. The motion to recommit does not help us move forward.

Mr. Speaker, I ask for a ``no'' vote on the motion to recommit, and I yield back the balance of my time.

Mr. Chairman, I rise in support of H.R. 4, the FAA Reauthorization Act of 2018.

I am pleased to be here today with the chairman of the full committee, Mr. Shuster; the chairman of the subcommittee, Mr. LoBiondo; and the gentleman from Washington (Mr. Larsen), the ranking member.

This bill also includes important provisions of the Disaster Recovery Reform Act, something that previously passed the House and somehow escaped the attention of the Senate. We are sending it to them again in the hope they might notice if it is part of this package.

Last week was tragic: the first death on a U.S.-flagged passenger aircraft since 2009, and that just followed an alarming news story by ``60 Minutes'' a few days before about an FAA oversight of a low-cost carrier.

As a result, Ranking Member Larsen and I have sent a letter to the Secretary of Transportation demanding information on the oversight of the industry. We want to make sure that the FAA is being the watchdog that they need to be.

It was many years ago, after the horrible ValuJet tragedy, the committee had already rejected my amendment to say to strip away the promotional duty of the FAA. Then, after the horrible ValuJet crash, when it turned out it was an incompetent subcontractor to a maintenance station, a totally preventable accident, they suddenly decided to change their mind and decided to include my amendment and remove the promotional authority.

The FAA's principal duty is to protect the safety of the flying public, so we have got to be sure they are doing everything needed to do that.

There is an important provision in the bill, long overdue, to give flight attendants a 10-hour minimum rest. Think of the schedule now--8 hours: Oh, well, the plane landed. You have got to get off the plane. You have got to get out of the airport. You have got to get in a cab or a van. You have got to go to the hotel. You get to return, reverse all that around, and do that.

How much sleep are you going to get?

So, finally, we are going to get the 10-hour requirement--again, long overdue. Flight attendants are critical safety personnel on the airplane. They cannot be fatigued, just like a pilot can't be fatigued.

I have another concern that we are using computer simulations to meet the FAA standard for evacuation of a plane mandated in 90 seconds. As they jam more and more and more seats into these planes, I wonder if we have reached a point where we can no longer meet that standard, and we are going to have that. We are going to have the inspector general look at that topic and see whether or not we need to revisit it.

You know, it is critical that we be able to get people off as quickly as possible. The U.K. Civil Aviation Authority led this many years ago after the Manchester accident, with the spacing for the over-wing exit, something that took me 7 years to get done here. But they have also dropped in more strictures on hand baggage and other things and made that part of the briefing, which we don't get because we don't want to scare people. Well, we need to be letting people know that they can't take stuff with them if they have to evacuate quickly.

The FAA certification process, we have known for years, it needs reform, and this bill answers that call. It mandates a top-to-bottom reform of the process by which the FAA certifies new airplane engine and component designs. This will help our manufacturers become much more competitive in the world market and introduce their products more quickly to stay ahead of the market, but they will still be certified safe.

The bill also contains the text of the Flags of Convenience Don't Fly Here Act. There are some who would turn the airline industry into the cruise line industry, where planes would be crewed by the cheapest labor you can find somewhere in the world. It is being done already with contract crews out of Asia for a so-called European airline, Norwegian Air, and they are circumventing the process that the EU is bound to under our Open Skies Agreement.

The bill, unfortunately, lets stand something that Congress adopted in 2012, over my objections, which is to

say we cannot have a higher standard than the International Civil Aviation Authority on lithium batteries.

Lithium batteries are incredibly, incredibly dangerous on aircraft. We have already lost two 747s, and I will discuss this more when we get to my amendment.

It is time to remove the prohibition and let the FAA regulate as they see fit regarding lithium batteries and not bind ourselves to an international group that is captive of other special interests. Just eight lithium batteries can take down an aircraft in a thermal runaway. So that, we will discuss later.

This bill also, unfortunately, does not increase the cap on passenger facility charge. I would observe, flying a lot, that there are more and more and more tarmac delays because: I am sorry, your gate is occupied. Oh, the alley to the gate is full of planes. Oh, this, that.

A lot of airports are bonded out. We haven't allowed them, since 2000, to increase the passenger facility charge, and so we are going to continue to have those delays. Until they can build larger terminals and they can build more gates, that is going to continue.

We are also putting in some new mandates on the airports, which I support in this bill, having to do with pets and changing rooms and those sorts of things; but, again, we are not allowing them to get any increase in revenues to meet these new Federal mandates. I haven't given that up, but, obviously, we are not going to get it in this bill.

You know, NextGen will be all for naught. NextGen is progressing well, despite what some say, but if we don't have enough terminals and gates at those terminals, as the former Administrator Randy Babbitt said:

We can land them with closer spacing, we can do everything

in the world, but at the end of the day at La Guardia Airport

when it is a one-runway operation, you can still only land

them once every 54 seconds.

There are physical limits on the ground all around the country. Even if we enhance air traffic movement, avoiding weather and all that, we are going to be constrained at the airports unless the airports have what they need to make these investments.

There are a number of amendments that will improve safety and efficiency, and I look forward to discussing those here on the floor.

There is one amendment which is cropping up in this bill that relates to trucking. The gentleman from California (Mr. Denham) will offer it. It has been offered before in the House. It has never gone anywhere in the Senate. I predict the same thing will happen here.

The bottom line is there is an issue from a court case that could be solved with a rifle shot, so to speak, regarding interstate commerce. Instead, despite what the proponents have told Representative Denham and others, this language would preempt every single State wage and hour law that pertains to trucking in the United States of America. The only strictures would be the Federal hours of service and the Federal minimum wage. The rest would be wiped out by this amendment because of the unfortunate language. There is a real underlying problem, and it could be solved much more discretely.

But beyond that, this is a great bill.

I again thank the chairmen of the full committee and subcommittee, the ranking member, and other members of the committee.

Mr. Chairman, I reserve the balance of my time.

Mr. Chairman, I yield 1 minute to the gentlewoman from California (Ms. Eshoo).

Mr. Chairman, I continue to reserve the balance of my time.

Mr. Chairman, I yield back the balance of my time.

Mr. Chairman, I claim the time in opposition to the amendment.

Mr. Chairman, I certainly support the amendment offered by the gentleman. He listed a number of provisions. I don't want to be repetitive, but I think the call to action regarding uncontained airliner engine failures is critical. That is actually the second uncontained failure of that engine with Southwest Airlines in 18 months, which means that somewhere turbine blades are not a life- limited part. There is something amiss in the manufacturing process, and we need to get to the bottom of that.

We also need to be sure that the proper testing is being done to ensure their integrity as the planes continue to fly.

It also has some language regarding incidents of sexual misconduct on flights I support, but I am preparing and will offer a broader stand- alone provision bill on that subject in the near future.

It modestly increases funding levels for aviation programs and includes a $1 billion annual infusion from the general fund for certain AIP projects, principally for small airports in rural communities.

This falls far short of meeting the needs of all airports and all the gates and terminal work we need, as I mentioned earlier in discussing the lack of a PFC in this bill.

Finally, it creates a newly named position in the FAA, that would be chief technology officer. Currently, the department administrator acts as the chief technology officer. So I am not quite certain what that accomplishes, but I will certainly look forward to monitoring that position and the progress and reports on NextGen that that person produces in the near future.

Mr. Chairman, I reserve the balance of my time.

Mr. Chairman, I yield 1 minute to the gentlewoman from Florida (Ms. Frankel), a member of the Committee on Transportation and Infrastructure.

Mr. Chairman, I yield an additional 1 minute to the gentlewoman.