Floor Statements

Madam Speaker, I move to suspend the rules and pass the bill (H.R. 6627) to authorize the Board of Regents of the Smithsonian Institution to carry out certain construction projects, and for other purposes.

Madam Speaker, I ask unanimous consent that all Members may have 5 legislative days within which to revise and extend their remarks and add any extraneous material on H.R. 6627.

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

I rise in strong support of H.R. 6627, the Smithsonian Facilities Authorization Act of 2008. This bill has bipartisan support, including support from Congresswoman Matsui, Congressman Becerra, and Congressman Johnson, who are Smithsonian regents. Majority Leader Hoyer and Ranking Member Mica are also in support of authorizing construction funding of these two renowned and vital Smithsonian facilities.

The Mathias Research Center located in Edgewater, Maryland, is a global leader in the study of ecosystems in coastal zones. It was established in the 1930s on a dairy farm in Edgewater, Maryland. Nearly one-half of SERC's 146 employees and fellows conduct the majority of their work in trailers. A major part of SERC's mission is research and professional training of the next generation of environmental scientists.

The Board of Regents of the Smithsonian Institution requested authority to design and construct laboratory space to accommodate the Mathias Laboratory at SERC.

The Board requested authority to upgrade and replace the facility to eliminate unsafe trailers and address substandard, inefficient labs. The facility and its support spaces need to be replaced.

The Smithsonian Tropical Research Institute, located in Mathias Research Center, Panama, is the principal United States organization devoted to research in tropical biology which will advance scientific study and improve human welfare. Ecological catastrophes such as drought, starvation, and flooding caused by deforestation and overpopulation of tropical regions are studied for causes and remedies.

This facility is a world-renowned research and education center dedicated to research and analysis of tropical ecosystems. The Board of Regents requested authority to replace current science building structure that is heavily infested with termites.

I support these projects and the Board of Regents' request for construction authorization.

I urge passage.

I reserve the balance of my time.

Madam Speaker, I rise in support of the act to replace these two facilities, and I yield back the balance of my time.

Mr. Speaker, the Bush-Cheney energy plan, supported by the Republican majority here in Congress, is 95 percent implemented. Yet the prices have increased by 150 percent. For the last 12 years, up until this term, the Republicans have been in the majority, along with the President.

Democrats have been the majority less than 2 years, and we are trying to put together a piece of legislation that brings in every aspect of some type of resolution for the energy shortage. All of us know that drilling alone is not the answer.

We can drill all we want to. The population of the world has gotten so large that there is no way it's going to be enough to do what we need to do. We have got to do alternative fuels that's in this bill, even including the possibility of nuclear energy.

I will support this bill strongly because it has a multiple number of ways to address this problem.

Madam Speaker, as we acknowledge the anniversary of 9/11, we ask God to bless America. And when we go home to our congressional districts this weekend, we should all ask our constituents one question: Are you better off today than you were 8 years ago when President Bush came to Washington?

An overwhelming majority of Americans believe they are worse off today than back in 2000. And no wonder. Let's consider the record of overseeing our Nation's economy.

Over the last 8 years, the median household income has fallen by $1,000; 3.4 million more Americans are unemployed; 5.7 million more Americans are living in poverty; and, foreclosure rates are at a record high, with 2.5 million homes projected to enter foreclosure this year.

Madam Speaker, the Republican policies led to this economic condition that Americans face today. And rather than being sympathetic, the Republican Presidential candidate is accusing Americans of being whiners. How

can we expect any help if this man is elected to the White House?

Madam Speaker, I rise today in support of the Senate Amendment to H.R. 6532, a bill to amend the Internal Revenue Code of 1986 to restore the Highway Trust Fund balance.

As an original cosponsor of H.R. 6532 I am delighted our colleagues from the other body finally decided to act on this vital piece of legislation. Moreover, I was delighted to learn that the White House has now reversed its position on vetoing this important bill.

Our Nation's highway trust fund serves as the lifeblood for funding our Nation's transportation infrastructure.

Regrettably, the fund is facing an imminent shortfall due to decreased revenue into the fund. This shortfall comes at a most inopportune time as many States across the country are struggling to provide funding just for adequate highway maintenance--let alone new construction.

I feel it is important that while many observers have attempted to frame discussions of the highway trust fund in terms of a ``bail out'' by the general fund, H.R. 6532 is not a bail out. The measure essentially restores $8 billion that was transferred out of the account in a 1998 budget reduction arrangement.

Ensuring the solvency of the Highway Trust Fund is important to my home State, as Texas has one of the most extensive surface transportation networks in the world.

Texas has more than 10,000 miles of rail track; more than 300,000 miles of roadway and more than 50,000 bridges--more than any other State in the Nation. Our transportation network is bursting at the seams, and failure to enact this bill will render a significant blow to transportation construction and maintenance jobs across my State.

We simply cannot allow this to happen. In the absence of passage of H.R. 6532, the State of Texas stands to lose $859 million in funding and a projected loss of 30,000 good-paying jobs.

The State has identified a funding gap of $86 billion between available resources and what is needed to achieve an acceptable level of mobility by 2030. By the year 2030, TXDOT predicts the State's population is expected to increase by 64 percent. My State cannot afford a lapse in receiving its share of federal highway funding made available by SAFETEA-LU.

In the absence of bold and decisive action by this body in the next highway bill authorization, stagnant transportation policy and inadequate funding will cripple our country. It is past time for government at all levels to make investment in transportation infrastructure an urgent priority.

Madam Speaker, I urge my colleagues to vote yes on this important piece of legislation.

Mr. Speaker, I rise tonight deeply saddened by the passing of my friend and colleague, Congresswoman Stephanie Tubbs Jones.

Congresswoman Tubbs Jones was an extraordinary woman, wife, mother, and leader.

Congresswoman Stephanie Tubbs Jones made history by becoming the first African-American woman to be elected to Congress from her State of Ohio.

Throughout her career, Congresswoman Tubbs Jones demonstrated a serious commitment to her constituents and represented them well.

She dedicated her life to uplift and inspire those around her. Her dedication, strong will, and spirit gave hope to so many people.

Congresswoman Tubbs Jones and her work will never be forgotten as she lives in us all. She has left her mark in history, in Congress, and in our hearts.

I will deeply miss her and my thoughts and prayers are with her family.

Madam Speaker, I rise in support of H.R. 3957, a measure aimed at increasing research, development, education, and technology transfer activities related to water use efficiency and conservation technologies at the Environmental Protection Agency.

It is evident that current water use and management practices are draining supplies and it is critical that we obtain knowledge of newer technologies that will increase sustainability. It is our hope that this legislation will promote technologies and approaches that will contribute towards ensuring a healthy and sustainable water supply.

EPA's research, development and dissemination of technologies that promote greater water use will also help to advance water conservation as a national goal.

More importantly, however, it is our hope that it will reduce the threat of a diminishing water supply and prepare us for water shortages that are increasing in frequency.

As the Chairwoman of the House Transportation and Infrastructure Subcommittee on Water Resources and Environment, I am keenly aware of the need for increased Federal research on new and emerging technologies for water use efficiency and conservation. As noted in testimony before my Subcommittee, the growing water-related challenges facing our nation, including the need to repair and replace much of our antiquated water infrastructure, urban sprawl, and the threat of global warming, requires us to address these challenges in an integrated, comprehensive fashion--including the need to develop the next generation of water-related infrastructure.

I was pleased to work with Chairman Gordon and the sponsor of this legislation, Mr. Matheson, on an amendment to include within the scope of research and development program technologies and processes to enable the collection, storage, treatment and reuse of stormwater, as well as the creation of a publicly-accessible clearing house for information on technologies and processes developed under this program. This amendment was adopted during the Committee on Science and Technology's markup of this legislation.

In an effort to bring this legislation to the floor for consideration as quickly as possible, the Committee on Transportation and Infrastructure did not seek a referral of the bill. The Transportation Committee did this, however, with the understanding that this decision does not waive, reduce or affect the jurisdiction of the Committee on Transportation and Infrastructure.

I look forward to a continuing dialogue with both the Senate and the Committee on Science and Technology in Conference as we work to resolve our differences in this important piece of legislation. Working together we will be able to advance sustainable water use and management practices that will contribute to the overall health of our nation.

I also look forward to the next Congress when I hope to work with my colleagues on both the Science and Transportation Committees on improving research of water quality, as well as on improving the nation's monitoring systems for all facets of our precious water resources.

I urge my colleagues to join with me to support this bill, and authorizing the Environmental Protection Agency to establish a research and development program that will promote water use efficiency practices and promote water conservation as a national goal.

Mr. Chairman, the 2009 Military Construction and Veterans Affairs Appropriations bill allocates $47.7 billion to the Department of Veterans Affairs.

This is $4.6 billion above 2008 and $2.9 billion over the President's request, for veterans' medical care, claims processors, and facility improvements.

This bill makes available resources to support military construction projects and ensures America's servicemen and women have more effective training facilities, and better housing, health care and day care facilities.

I would like to take this opportunity to once again commend my colleagues, Congressman Edwards and Chairman Obey for providing a comprehensive Military Construction and Veterans Appropriations for FY 2009 possible.

This Congress has made veterans our No. 1 priority. We understand the needs of our returning heroes and we will ensure that they receive the quality of care they deserve.

Mr. Chairman, I rise today in strong support of H.R. 1338, the Paycheck Fairness Act.

It has been 45 years since the passage of the landmark Equal Pay Act of 1963, and while pay disparities have narrowed, a strong wage disparity still exists. In fact, according to the U.S. Census Bureau women still make only 77 cents on the dollar to their male counterparts.

We cannot deny that this gender disparity exists, and it is essential that we close the loopholes that allow it to continue. The Paycheck Fairness Act helps close these loopholes by increasing enforcement and accountability in cases of discrimination. This bill provides relief for women who face retaliation for standing up for equal pay, and it requires the Department of Labor to increase their effort to end pay disparities.

This is not only a bill for women, but a bill for children and families. For the millions of working mothers in America--many of whom are heads of households--it offers financial stability. This wage disparity is costing women between $400,000 and $2 million over a lifetime.

Lower wages factor into long-term financial planning. Retirement and Social Security is based on income. Retirement aged women today are far less likely to receive a pension, and rely on Social Security benefits to survive. The wage discrimination women are facing today will continue to follow them well into retirement.

We cannot continue to simply accept this disparity, and the Paycheck Fairness Act is a strong statement that this type of discrimination will not be tolerated. I would like to thank Congresswoman DeLauro for offering this important piece of legislation, and commend Chairman Miller and the Democratic leadership for bringing this bill to the floor.

Madam Speaker, I rise today to pay tribute to Reverend Dr. Caesar Arthur Walter Clark, a remarkable and compassionate leader whose legacy has touched so many North Texans. Reverend Clarke passed on July 27, 2008. His is a deep loss felt by his family, his church congregation, the North Texas community, the State of Texas, and most assuredly, our nation. Reverend Clarke will long be remembered for his social activism and advocacy on behalf of those individuals suffering from poverty, homelessness, and injustice. He fought for the common person and his influence was far reaching, both inside and outside the African American community.

Reverend Clark was born in Shreveport, Louisiana and attended the public schools in his native state. He was converted to Christianity in 1928 at age 14. Pastor Clark began preaching in April 1929, and was ordained four years later in 1933. His first pastorate at age 19 was the Israelite Baptist Church in Longstreet, Louisiana.

Dr. Clark has served as the venerated pastor of Good Street Baptist Church in Dallas for over 58 years. He has delivered his vibrant sermons all over the world during his extraordinary career in the clergy. In addition, he has served as president of the Missionary Baptist Association of Texas and as vice president of the National Baptist Convention.

While his professional focus has always been squarely on the valued worshippers at Good Street Baptist, Dr. Clark is also an involved community leader who continues to enjoy membership on the Boy Scouts of America Advisory Committee and the Dallas Black Chamber of Commerce. In addition, Dr. Clark played an active role in our Nation's civil rights struggle. Perhaps most notably he was responsible for drawing Dr. Martin Luther King to his church in 1958 for his first of many speeches in Dallas.

Madam Speaker, Dr. Caesar A.W. Clark's life is one of dedicated service, compassion, faith and devotion. For all these reasons, please join me in expressing our heartfelt sympathy to his wife, Carolyn Elaine Clark; his son, Dr. Caesar Arthur Walter Clark, Jr.; daughter- in-law, Dr. Slyvia Clark; granddaughter, Chelsi Om'Nira Clark; step daughter, Tonya Bunche; step son, Maurice Bunche and his many relatives and friends.

I urge my colleagues to please join me in conveying our gratitude to his family for sharing this great man with us, and to accept our condolences for their tremendous loss. He was an inspiration to us all.

Madam Speaker, I rise today in support of H.R. 6532, a bill to amend the Internal Revenue Code of 1986 to restore the Highway Trust Fund balance.

Our Nation's highway trust fund serves as the lifeblood for funding our Nation's transportation infrastructure. Regrettably, the fund is facing an imminent shortfall due to decreased revenue into the fund. This shortfall comes at a most inopportune time as many states across the country are struggling to provide funding just for adequate highway maintenance--let alone new construction.

The bill before us is important to my home State, as Texas has one of the most extensive surface transportation networks in the world. Texas has more than 10,000 miles of rail track; more than 300,000 miles of roadway and more than 50,000 bridges--more than any other state in the Nation. Our transportation network is bursting at the seams, and failure to enact this bill render a significant blow to transportation construction and maintenance jobs across my State. We simply cannot allow this to happen. In the absence of passage of H.R. 6532, the State of Texas stands to lose $859 million in funding and a projected loss of 30,000 good-paying jobs.

The state has identified a funding gap of $86 billion between available resources and what is needed to achieve an acceptable level of mobility by 2030. By the year 2030, TXDOT predicts the state's population is expected to increase by 64 percent. My State cannot afford a lapse in receiving its share of Federal highway funding made available by SAFETEA-LU.

In the absence of bold and decisive action by this body in the next highway bill authorization, stagnant transportation policy and inadequate funding will cripple our country. It is past time for government at all levels to make investment in transportation infrastructure an urgent priority.

Madam Speaker I urge my colleagues to support this important piece of legislation.

Madam Chairman, I rise today in support of H.R. 3999, the National Highway Bridge Reconstruction and Inspection Act.

Madam Chairman, I believe it goes without saying that not only the State of Texas, but all of America stood in solidarity with Minnesota on August 1, 2007, after the tragic 1-35 bridge collapse.

Since this unfortunate tragedy, our Chairman, Mr. Oberstar, has worked tirelessly to aid his State and the Nation to ensure that priority attention is given to the state of our country's aging transportation infrastructure.

Texans are intimately familiar with Interstate 35, as roughly one- third of the overall length of the interstate exists within Texas' borders.

The State of Texas--with roughly fifty-thousand bridges--has roughly forty percent more bridges than any other State in the nation.

To its credit, the State of Texas has one of the most aggressive bridge programs in the country. As a testament to this aggressiveness, only four percent of the State's bridges are categorized as structurally deficient. In spite of this success, Texas is facing enormous and rapidly increasing transportation needs.

Increases in population, trade growth, and travel in state have placed unprecedented demands on an under invested system.

Based on Texas's annual Report on Texas Bridges for 2006, Texas has approximately thirty-three thousand on-system bridges. Twenty-one percent of these were built before 1950 and fifty-four percent have been in service for more than three decades.

The bridges that are, or will be, structurally deficient, functionally obsolete, or sub-standard for load only in the coming years must also be improved to ensure design standards are current and up to date.

According my State Department of Transportation, 282 bridges categorized as structurally deficient are currently being rehabilitated or replaced. Another 1,303 bridges classified as structurally deficient are under development as part of the State's ten-year Unified Transportation Plan. The State's remaining 439 bridges classified as structurally deficient are not currently scheduled for rehabilitation or replacement, and no funding has been identified for them.

The need for additional funds and resources for inspections, maintenance, rehabilitation, and replacement of bridges is desperately needed in Texas and it is my hope this bill is able to assist my State in a measurable way.

Recently in my congressional district a 2-foot-by-2-foot hole emerged in an eastern span of the Interstate-30 Bridge in Dallas. According to my State DOT, in addition to the disruption to commuters, the bill just to rectify a 2-foot-by-2-foot hole will cost upwards of $1.4 million dollars.

As a country we are falling behind other industrialized nations tremendously in upgrading our Nation's infrastructure. It is imperative that government at all levels begin to make transportation investment an urgent priority.

Madam Chairman, I urge my colleagues to support this important piece of legislation and yield back the balance of my time.

Madam Speaker, many of my colleagues have supported a settlement of the Cyprus issue for decades. They have come to the floor and urged Turkish and Greek Cypriots to overcome the difficulties and reach an agreement regarding the future of the island.

On July 1, 2008, Greek Cypriot leader Demetris Christofias and Turkish Cypriot leader Mehmet Ali Talat met in a positive and cooperative atmosphere. At this meeting, the two leaders reviewed the progress of the Working Groups and Technical Committees, and, momentously, agreed in principle on the issue of a single sovereignty and citizenship. The Cypriot leaders will meet again on July 25 to undertake a final review of preparations for full-fledged negotiations.

This is not the first time there has been cause for hope. After four and a half years of negotiations and numerous failed attempts, a United Nations Comprehensive Settlement Plan was completed on March 31, 2004. The final hurdle was two separate, simultaneous referenda to be held on both sides of the island on April 24, 2004.

Turkish Cypriots approved the plan by 65 percent, while their Greek Cypriot counterparts rejected it by 76 percent.

The ironic outcome was that the Greek Cypriots, having turned down a peaceful settlement, became full member of the European Union, while the Turkish Cypriots were excluded, further isolating the North.

Congress should evenhandedly support these developments, and refrain from taking any actions which would disrupt the process. I congratulate both leaders on this important breakthrough and urge them to continue the process which will provide a bright future for the peoples of Cyprus.

Mr. Speaker, I rise today in support of House Resolution 1241, congratulating Ensign DeCarol Davis as valedictorian of the Coast Guard Academy's class of 2008, with the distinction of being the first African American female to achieve this high honor.

Ms. Davis's outstanding achievements truly exemplify the character and work ethic that we strive to see in all of our Nation's young people.

The U.S. Coast Guard Academy not only maintains the highest academic standards but provides students with rigorous professional development and leadership training. After years of rigorous study and a commitment to excellence at the Academy, Ms. Davis' academic accomplishments have earned her the honor of valedictorian in a class of over 200 other outstanding cadets.

In addition to making history by becoming the first African American woman to serve as class valedictorian of the Coast Guard Academy, Ms. Davis also earned awards in science and technology--academic fields historically dominated by men.

In addition to being named valedictorian, Ms. Davis was also named a 2007 Truman Scholar and was a recipient of the 2008 Connecticut Technology Council Women of Technology Award. A well-rounded student, Ms. Davis excelled at sports, and was selected as a 2006 Arthur Ashe, Jr. Women's Basketball First Team Scholar.

No stranger to outstanding academic accomplishments, she also served as the 2004 valedictorian of Forest Park High School in her hometown of Woodbridge, VA.

Making community service a priority as well, Ms. Davis regularly volunteered at a local elementary school, introducing students to science, technology, and engineering as career paths.

At a time when Congress has encouraged the Academy to seek diversity in recruiting cadets, Ms. Davis stands as a testament to the quality of candidates that would result from this practice.

It is truly a pleasure to honor such an exceptional young woman who has now gone on to dedicate her career to serving and defending our country. I have no doubt that the rigor and discipline utilized to propel her academic career will certainly aid her development and success at the U.S. Coast Guard.

I congratulate this exceptional young woman for her service and commitment to excellence and wish her the very best.

I encourage my colleagues to support H. Res. 1241.

Mr. Speaker, I rise today in strong support of H.R. 6493--The Aviation Safety Enhancement Act of 2008.

Mr. Speaker, as many of us know, FAA's stated mission is ``to provide the safest, most efficient aerospace system in the world.''

Regrettably, recent aircraft groundings and flight cancellations by our Nation's air carriers to ensure compliance with safety directives calls into question whether or not the principal Agency charged with protecting the flying public is living up to its mission.

I think it goes without saying that over the years, the standing of our Nation's aviation system as one of the safest in the world can be directly attributed to the diligent efforts of dedicated inspection and maintenance personnel.

However, these respective personnel are only as good as their managerial and operational framework, and according to the U.S. Office of Special Counsel and our own Transportation and Infrastructure Committee's Oversight and Investigations staff, serious flaws exist within the management of FAA's safety inspection framework.

In a letter dated December 20, 2007, to Department of Transportation Secretary Mary Peters outlining allegations of two FAA inspectors, now known as the whistleblowers, the U.S. Office of Special Counsel states, ``The whistleblowers allege that safety and adherence to regulatory compliance have taken a back seat to personal friendships and favors at the Southwest Certificate Management Office.

They have disclosed serious allegations of a compromise of the public safety mission at FAA. ``Even in the face of investigations substantiating wrongdoing and safety breaches [with respect to the ADs] FAA does not appear to have held management and safety inspectors appropriately accountable for their actions and inaction. The information disclosed by [the whistleblowers] reveals a substantial likelihood that serious safety concerns persist in the management and operation of the inspection and maintenance programs at FAA.''

Mr. Speaker, this type of behavior is simply unacceptable and warrants a complete overhaul of how the FAA goes about its business of safety inspections and over-reliance on Voluntary Disclosure Reporting Programs. H.R. 6493 is a step in this direction.

The bill establishes an Aviation Safety Whistleblower Investigation Office with an independent Director; modifies the Agency's customer service initiative; imposes post-employment on FAA inspectors; restricts the time a principal maintenance inspector may oversee a single carrier; and increases scrutiny of the Agency's air transport oversight system database.

When it comes to the proper adherence to safety protocols, FAA should be in the business of zero tolerance. If a plane is out of compliance for whatever reason, it should be grounded until it comes into compliance--period.

Yes, the American economy is dependent on the movement of people and goods, but this movement should not and cannot come at the expense of safety. Given the current, delicate nature of the airline industry, I cannot

imagine that there exists a single airline executive in this country that would sanction the operation of a noncompliant or unsafe plane.

As I close I want to thank the leadership of the Aviation Subcommittee, in addition to the leadership of the Full Committee for advancing this vital piece of legislation to the floor.

Mr. Speaker, I rise today in support of S. 2766, the ``Clean Boating Act of 2008,'' which provides a targeted Clean Water Act exemption for discharges incidental to the normal operation of a recreational vessel.

This legislation is in response to a 2005 Federal district court decision, which struck down a decades-old exemption for discharges incidental to the normal operation of a vessel.

Although the focus of the 2005 court decision was the discharge of ballast water, the implications of this decision are likely to affect the more than 13 million recreational boaters in the United States.

The committee believes that the discharge of pollutants from recreational vessels is likely to pose a minimal adverse impact on water quality and the environment, even on a cumulative basis.

Accordingly, it is appropriate to reaffirm a limited exclusion from the National Pollution Discharge Elimination System, or NPDES, requirements of the Clean Water Act for discharges incidental to the normal operation of a recreational vessel, such as graywater, bilge water, and weather deck runoff.

S. 2766, the Clean Boating Act, would amend the Clean Water Act to provide a limited statutory exemption for discharges from recreational vessels, which would be clearly defined in the statute.

In addition, the scope of coverage for ``discharges incidental to the normal operation of a recreational vessel'' is intended to mirror those discharges that were included in the EPA regulatory exclusion, found at 40 CFR 122.3(a).

However, in order to further minimize any potential adverse impact to water quality and the environment, the Administrator must further examine the potential adverse impacts of discharges incidental to the normal operation of a recreational vessel, and develop appropriate management practices to mitigate potential adverse impacts on the waters of the United States.

Accordingly, S. 2766 also amends section 312 of the Clean Water Act to establish management practices for any discharges from a recreational vessel that would be excluded by this act, other than the discharge of sewage regulated under section 312 of the act).

This provision directs the Administrator to develop ``reasonable and practicable'' management practices to mitigate the adverse impacts that may result from discharges from a recreational vessel excluded by this act.

Under this provision, the Administrator must complete its evaluation of management practices for discharges excluded by this act within 1 year of the date of enactment, and review its evaluation, and revise, if necessary, every 5 years thereafter.

S. 2766 also requires the Administrator, in consultation with the Coast Guard, the Department of Commence, and other interested Federal agencies, to develop performance standards for management practices based on the class, type, and size of the vessel, and directs the Coast Guard to conduct a rulemaking governing the design, construction, installation,

and use of management practices for recreational vessels as are necessary to meet these performance standards.-

Finally, this legislation includes a savings clause to ensure that this act does not affect existing Clean Water Act prohibitions against discharges of oil or hazardous substances under section 311 of the act.

I urge my colleagues to support this targeted legislative proposal to properly address discharges from recreational vessels.