Floor Statements

Madam Speaker, I rise today to ask my colleagues to join me in recognition of the late George Arnold, a founding faculty member of Southern Illinois University Edwardsville, an avid nature lover, and a steadfast supporter of environmental initiatives. George passed away on May 14, 2010 at the age of 93.

George's great love for the environment began in Carbondale, Illinois, on an old family farm where his mother Elizabeth and his father William grew apples and peaches. From those early days, friends and family of George knew him as an environmental trailblazer, a man well ahead of his time, and an early leader in the green movement of the 1970s.

George received his Doctorate in Environmental Science from Washington University in St. Louis in 1964, proudly boasting the university's first doctorate in air pollution. He also received a Master's Degree in physics and a Bachelor's Degree in education, physics, and mathematics at Southern Illinois University Carbondale.

Though George completed his education at Southern Illinois and Washington University in St. Louis, he never left academia. He taught classes at Kemper Military School, and moved on to teach physics, navigation, and meteorology at Glenview Naval Air Station following his enlistment in the U.S. Naval Reserve. George then became a founding member of Southern Illinois University Edwardsville where he returned as a staple of the college faculty and an influential member of the technology and engineering department. Most notably, Arnold was vital in creating a new environmental studies program for the university in the 1960s.

George was also essential to the green movement outside of education. He laid the foundation for a rich Madison County trails system, advocating for bike trails around the area. His hard work and dedication led some to call him ``the grandfather of Illinois bikeways.'' In addition, he spent time lobbying for additional mass transit, determined to create livable and accessible communities.

George Arnold was active in numerous organizations and groups. He was the President of the Lewis and Clark Society, archivist for Marquette- Joliet Tercentennial, co-chair of the Illinois-Missouri Trails Coalition, secretary of the Grassroots Trailnet Committee, chairman of the Piasa Palisades Sierra Group, and president of the Vadalabene Nature Trail Volunteers.

As a celebrated environmental activist and educator, George received several awards and honors. He received the Edwardsville Meritorious Service Award and Southern Illinois University Edwardsville's Distinguished Service Award for his lifetime commitment to the environment. His efforts in securing outstanding bike trails around the region led Madison County Transit to honor him once more.

Madam Speaker, I ask my colleagues to join me to express appreciation and gratitude to Mr. George Arnold for his countless contributions to Madison County and to all of Southwestern Illinois.

Madam Speaker, I. rise today to pay tribute to Colonel Ronald L. Marselle for his outstanding service to our nation on the occasion of his retirement. His dedicated service to the citizens of our nation, the Department of Defense, and our Congress is both admirable and commendable.

Colonel Marselle earned his commission as a Distinguished Graduate from the United States Air Force Academy in 1985. He attended undergraduate pilot training at Williams Air Force Base and as an aviator, served as an aircraft commander, instructor, and evaluator in the KC-135 aircraft.

He returned to the Air Force Academy in 1998 where he led, mentored, and developed our nation's future Air Force officers. Colonel Marselle continued his excellent service to our nation in Washington, D.C., as Deputy Division Chief, Future Concepts and Transformation Division, Headquarters U.S. Air Force.

Most recently, Colonel Marselle provided legislative counsel for the Commander of the United States Transportation Command (USTRANSCOM). His in-depth knowledge of the legislative process and USTRANSCOM helped foster the strongest of working relationships. Without doubt, Colonel Marselle's efforts in this regard were instrumental in support of and service to our nation, and will not be forgotten.

Colonel Marselle's successful journey during his many years of service could not have been completed without the support of his loving family.

Madam Speaker, I ask my colleagues to join me in congratulating Colonel Ronald L.

Marselle on his well deserved retirement, and in thanking him for his service to our country.

Madam Speaker, I rise today to express my support for the extension of the Section 45G Short Line Railroad Tax Credit, which expired on December 31, 2009.

As a senior member of the House Transportation and Infrastructure Committee, I appreciate the economic benefits a strong, reliable rail network provides our economy. Rail has kept our economy connected and competitive for decades and is critical to driving our economic recovery.

Key to the rail network are short line railroads, which keep 13,000 small and rural rail customers connected to the main line railroad network and the global economy. However, short line railroads must invest heavily in repairing and maintaining track, more than any other segment of the rail industry. To address this, Congress enacted the Section 45G short line railroad tax credit, which encourages short line railroads to invest in critical track maintenance. These improvements are necessary to improve the efficiency of our national rail network and keep our economy moving. This tax credit expired on December 31, 2009.

Without an extension of this tax credit, short line railroads are unable to initiate long-term plans, and have halted much needed infrastructure projects across the country--projects that create good- paying jobs on and off the tracks. The Section 45G credit generates approximately 3,305 full-time jobs annually and supports tens of thousands of jobs in America's steel and timber industries that make railroad ties or steel rail.

Madam Speaker, it makes economic sense to provide certainty to this industry and extend this tax credit. Short line railroads are too important to our economy. As a cosponsor of H.R. 1132, legislation to extend the credit through 2012, I urge swift action on extending the Section 45G short line railroad tax credit and urge my colleagues to support it.

Madam Speaker, I rise today to ask my colleagues to join me in recognizing the distinguished career and regional contributions of Mr. Robert, Bob, Wydra, Executive Director of the Tri- City Regional Port District.

Bob Wydra has been with the Tri-City Regional Port District since 1982. Under his leadership, the Port--which includes the former Melvin Price Army Depot--has been an economic engine for Southwestern Illinois and is

developing into a true intermodal transportation facility. Prior to coming to the Port District, he was Director of Planning for Southwestern Illinois Planning Commission for 15 years. Bob also spent 2 years with his wife, Kay, in India and Israel in Economic Development work as American Peace Corps volunteers.

Bob has a Master's of Science Degree in Community Development and Regional Planning from Southern Illinois University--Edwardsville. He also has a Bachelor of Arts Degree in History and Education from SIU-E.

Bob is very active in numerous professional organizations. He is a member of the National Association of Foreign Trade Zones, St. Louis World Trade Center, Inland Rivers, Ports and Terminals, Illinois Development Council, Southwestern Madison County Chamber of Commerce, Water Resource Congress, American Association of Port Authorities, St. Louis Regional Commerce and Growth Association, Military Affairs Committee of the Leadership Council, St. Louis World Affairs Council, Southwestern Illinois Planning Commission Executive Committee, and Traffic Club of St. Louis. Bob is a Past President of the Illinois Association of Port Districts, board member of the Southwestern Illinois Leadership Council and member of US MARAD's Maritime System of the Americas Advisory Committee, among other committee positions.

In addition to his professional affiliations, Bob has also found time to help with various community activities. He has been an active fundraiser for the United Way Tree of Lights Campaign and was Chairman for the Salvation Army for 2 years.

Bob Wydra has received the St. Louis Commerce and Growth Association's ``Sold on St. Louis'' Award for promoting the St. Louis area in the world economy. In 2002, he received the ``Salute from Southwestern Illinois'' Award from the Leadership Council. The Port received the ``Outstanding Development of the Year'' Award in 2002 from the Southwestern Illinois Development Authority and, also in 2002, the ``Marketing Award for Excellence'' from the National Association of Developers. Bob received the ``Art of Business Leadership'' Award from the Southwestern Madison County Chamber of Commerce in 2005.

Bob has been married to Kay Lee Wydra for 45 years and they have two children: Nicole who lives in Glen Carbon, Illinois, with her husband, Kurt, and their two children, Trey and Caitlyn; and a son, Paul who lives in the Nashville, Tennessee, area.

Madam Speaker, I ask my colleagues to join me in an expression of appreciation to Mr. Robert Wydra for his many contributions to the Southwestern Illinois and Metropolitan St. Louis regions and to wish him and his family the very best in the future.

Madam Chair, I rise today in support of H.R. 5116, the Reauthorization of the America COMPETES Act of 2010.

I commend Chairman Gordon for his leadership in developing this important legislation and bringing it to the floor.

In the three years since the America COMPETES Act was signed into law, we have made great strides in innovation, education, and technology. H.R. 5116 makes strong investments in science and education to strengthen U.S. competitiveness, support businesses, and create jobs.

H.R. 5116 builds upon the recommendations of the 2005 report, Rising Above the Gathering Storm, and prioritizes science, technology, engineering, and mathematics (STEM) education at all levels.

Since coming to Congress, I have been a strong supporter of STEM education at every age from pre-school through adult education. These investments ensure we prepare the next generation of scientists and engineers and maintain the most innovative, competitive workforce in the world.

Specifically, investment in STEM education is especially important at the K-12 level, when students are first exposed to STEM curricula. It is vitally important to engage the interest of K-12 students in STEM and to attract and retain highly skilled teachers in the STEM field.

It is my hope that teacher retraining and K-12 STEM education provisions included in the 2007 COMPETES bill will be reauthorized, and I look forward to working with my colleagues in the House Education and Labor Committee to achieve this goal.

In addition, I am pleased the bill supports STEM education programs at community colleges and 2-year institutions and links community colleges with Manufacturing Extension Partnerships, other institutions of higher education, research institutions, and regional innovation hubs. This connection ensures that students will have the job training necessary to secure good-paying jobs in their communities and manufacturers have a workforce with the right skill set to promote innovation.

I appreciate Chairman Gordon's willingness to work with me to include language in the bill that ensures that DOE's STEM education programs mirror the important research being conducted by the agency on carbon capture and sequestration (CCS) science. CCS represents a major advancement in the use of coal, the nation's most abundant and affordable energy source.

The President's Fiscal Year 2011 budget invests over $400 million in CCS research at DOE, and universities such as the Southern Illinois University-Carbondale engage in cutting-edge clean coal research. Including CCS in DOE's STEM education programming will ensure we continue to expand research, development, and deployment of this important technology and train a new generation of CCS scientists.

I urge my colleagues to support H.R. 5116.

Madam Speaker, I rise today to ask my colleagues to join me in recognizing the 10,000th GED ``graduate'' from the Adult Education Program at Southwestern Illinois College.

In 1990, Southwestern Illinois College changed its adult education programming from a general literacy effort to a program focused on preparing students for the GED test and transitioning them into postsecondary education. Martha Giordano, Ph.D., who headed the program then, recalls that ``It was like a light coming on. Students wanted a high school completion so they could move on. We had to make everything we did relate to this primary goal.'' The program revised its curriculum and course scheduling to accomplish that goal.

Martha O'Malley, the St. Clair County Regional Superintendent of Education at the time, also saw the light and decided to help. She made GED testing locally available when she took on the responsibility of testing and persuaded the other district Regional Superintendents to do likewise. GED tests were administered monthly throughout the district and registration for testing became an ongoing activity in the regional offices. This practice continues to the present.

``This combination of intensive, highly focused instruction and frequent local testing accounts for our high numbers,'' states Giordano. ``When students come to our program, they know we will take them from where they are and push them forward until they are ready for that test.''

Southwestern Illinois College keeps careful records of the students who pass, and in October 2009, it recorded its 10,000th GED ``graduate.'' This year, at its annual GED Certificate Ceremony--May 19, 2010--the College and District will celebrate this important milestone.

Southwestern Illinois College has one of the largest adult education programs in Illinois. It averages over 500 graduates annually, and last year 573 of its students earned the GED. Over the years 42 percent of these GED graduates have enrolled in undergraduate programs at Southwestern alone. ``We see our former adult education students in the halls and classrooms at SWIC and all about town,'' reports Janice Buchwald, the current GED Director. The program has students who have finished nursing programs, transferred to 4-year institutions and are working as lab technicians, graphic designers, cafeteria managers, salespersons and in a host of other occupations. Undoubtedly Southwestern Illinois College's adult education efforts are having a significant impact on the lives of many district residents.

Madam Speaker, I ask my colleagues to join me in congratulating the board, administration, faculty and students of Southwestern Illinois College as they recognize and celebrate the 10,000th GED ``graduate'' from their Adult Education Program.

Mr. Speaker, I move to suspend the rules and agree to the concurrent resolution (H. Con. Res. 264) authorizing the use of the Capitol Grounds for the National Peace Officers' Memorial Service.

Mr. Speaker, I ask unanimous consent that all Members may have 5 legislative days within which to revise and extend their remarks and include extraneous material on H. Con. Res. 264.

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

Mr. Speaker, House Concurrent Resolution 264 authorizes use of the Capitol grounds for the 29th annual National Peace Officers' Memorial Service, a solemn and respectful public event in our Nation's capital honoring our heroic civil servants who were killed in the line of duty in the previous year.

Mr. Speaker, 116 brave men and women were killed in the line of duty in 2009, the fewest number since 1959. The total number of officers killed in the line of duty declined 16 percent from 2008. Unfortunately, the number of officers shot and killed had a dramatic rise and increased 22 percent from the previous year. According to the National Law Enforcement Officers' Memorial Fund, the number of incidents where more than one officer was killed by a single gunman accounted for 15 deaths, nearly a third of the officers killed in firearms-related incidents.

There were three peace officers who died in Illinois in 2009, including one from my congressional district in Centreville, Illinois, Gregory Jonas.

The National Peace Officers' Memorial Service is a fitting tribute to all Federal, State and local peace officers who gave their lives in the daily work of protecting our families, our homes and our workplaces.

Consistent with all Capitol Hill events, the memorial service will be free and open to the public. I support the resolution and urge my colleagues to join me in supporting this tribute to our fallen peace officers.

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

Mr. Speaker, I urge support of this resolution, and I yield back the balance of my time.

Mr. Speaker, I move to suspend the rules and pass the bill (H.R. 5147) to amend the Internal Revenue Code of 1986 to extend the funding and expenditure authority of the Airport and Airway Trust Fund, to amend title 49, United States Code, to extend authorizations for the airport improvement program, and for other purposes.

Mr. Speaker, I ask unanimous consent that all Members may have 5 legislative days within which to revise and extend their remarks and to include extraneous material on H.R. 5147.

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

Mr. Speaker, I rise in support of H.R. 5147, the Airport and Airway Extension Act of 2010. I want to thank Chairman Oberstar and Ranking Member Mica, as well as Mr. Petri for working with me to bring this bill to the floor today.

In both the 110th and 111th Congresses, the House passed comprehensive legislation to reauthorize the FAA and to provide for much-needed modernization of our aviation system. Last month, the other body passed its own FAA reauthorization bill. We look forward to the completion of a final comprehensive bill, and are in the process of working out the differences in both legislation to reconcile and bring a conference report to the floor.

However, the airport and airways trust fund will expire on April 30, 2010, and the bill before us today is needed to extend the aviation taxes and expenditure authority, and the airport improvement program contract authority until July 3, 2010.

Specifically, H.R. 5147 provides $3 billion in AIP contract authority through early July, which translates to an annualized amount of $4 billion for fiscal year 2010. This level of funding is consistent with the annual levels provided by the House and Senate reauthorization bills, as well as the fiscal year 2010 concurrent budget resolution.

These additional funds will allow airports to continue critical safety capacity enhancement projects. Additionally, the bill provides $7 billion for the FAA operations; $2.2 billion for facility and equipment programs; and $144 million for research, engineering and development programs.

When translated to yearly amounts, these AIP figures equal the funding levels passed in the Transportation, Housing and Urban Development, and Related Agencies Appropriation Act of 2010. In addition, aviation excise taxes will also be extended through July 3,

2010. These taxes are necessary to support the airport and airways trust fund, which funds a large portion of the FAA's budget. Any lapse in these taxes could drain the trust fund's balance, so it is important that we act now pending the passage of a longer-term reauthorization bill.

Aviation is too important to our Nation's economy, contributing $1.2 trillion in output and approximately 11.4 million jobs, to allow the taxes or the funding for critical aviation programs to expire. Congress must ensure that this extension passes today to ensure that our aviation system is not disrupted and continues to function safely. I urge my colleagues to support this legislation.

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

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

Mr. Speaker, let me concur with the remarks of the ranking member of the full committee, Mr. Mica, and Mr. Petri in his statement. I do want to make it clear, though, that in this House we have done our job, both in 2007 and in 2009. The committee, and also the full House, passed the reauthorization bill; and on both occasions, in 2007 and 2009, we sent it over to the Senate and waited for the other body to act. Unfortunately, the other body did not act until recently, and as I said in my opening remarks, we are negotiating with them now to resolve our differences so that we can bring a bill to the floor in order to get it to the President.

Mr. Mica is right about the Airline Pilot and Safety Act as well. We did pass that legislation both in the committee and the House. It was a bipartisan bill. It is urgently needed. It is a part of the reauthorization process. And, again, it is my hope that we can work out our differences and quickly bring a conference report to the floor. I urge my colleagues to support this legislation.

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

Madam Speaker, yesterday I had the distinct pleasure of attending a memorial service at St. Gregory the Illuminator Church in Granite City, Illinois, to commemorate the 95th Anniversary of the Armenian Genocide. It was a very moving event and I want to thank the parishioners at St. Gregory's for their hospitality, friendship and tremendous contributions to our region. I stand with them in affirming that the Armenian Genocide was genocide, and I continue to support this formal recognition by the United States. I have again cosponsored legislation, H. Res. 252, that would take this step and I urge House leadership to bring it up for consideration this year.

I fully understand the concern that this action brings with it. Despite the clear historical record, the general agreement among genocide scholars and the recognition of this event as genocide by 20 other countries, we continue to be told that our relationship with Turkey will be irrevocably harmed by endorsing this position. I support and appreciate our relationship with Turkey, and am certain it will continue to prosper in the future. Moreover, I believe recognizing the Armenian Genocide will allow the delicate relationship between Armenia and Turkey to grow ultimately stronger. I do not advocate taking this action as a means of discrediting the Turkish people. It is simply recognition that this tragic event occurred, and it honors the fate of the 1.5 million Armenians who died as well as the great resiliency of the Armenian people. Our inaction on this matter lets no one move forward, and sends the message that we will ignore accepted truths for political purposes.

Madam Speaker, there will never be a convenient time to officially recognize the Armenian Genocide. But there is never a wrong time to do the right thing. In this case, the truth will indeed set us free and allow us to grow deeper bonds with Turkey and Armenia, together, in the decades ahead. Let us not wait any longer.

Madam Speaker, I rise today to ask my colleagues to join me in congratulating Alton Middle School, in Alton, Illinois, for being recognized as a ``School to Watch'' by the 2010 Illinois Horizon Schools award program.

Schools across Illinois, and across the country, are constantly looking for ways to improve their quality of education. One way for a school to improve is by taking what has been successful in other schools and adapting it to their environment. Toward this end, the Association of Illinois Middle-Level Schools has implemented a program, the Illinois Horizon Schools to Watch Initiative, which identifies those schools that have developed processes and educational programs that have led to academic success. The criteria for this program includes academic excellence, developmental responsiveness, social equity and the establishment of norms, structures and organizational arrangements that will support and sustain efforts to achieve excellence.

Alton Middle School is one of only seven schools in Illinois to receive this prestigious designation this year and one of only two outside the Chicago area. In recognizing Alton Middle School, the Executive Director of the Association of Illinois Middle-Level Schools noted the sense of community created at Alton Middle School as well as its work in enhancing social justice and embracing diversity. As a Horizon School to Watch, Alton Middle School will now serve as a model for other schools from around the state of Illinois in developing their processes for academic improvement.

Madam Speaker, I ask my colleagues to join me in congratulating the board members of Alton Community Unit School District # 11 as well as the administration, faculty, staff and students of Alton Middle School for their recognition as a 2010 Illinois Horizon School to Watch.

Madam Speaker, I rise today to ask my colleagues to join me in congratulating Holy Childhood School, in Mascoutah, Illinois, on the occasion of their 150th Anniversary.

Holy Childhood School was founded in 1859, with students first taught in a house owned by a local doctor. The local landscape was much different then. Mascoutah had just been incorporated about 20 years earlier, initially as the Town of Mechanicsburgh. Scott Field, which would evolve into Scott Air Force Base and provide many students for Holy Childhood School, would not be built until 60 years later.

The first school structure was a two room school house built in 1864, at a cost of $2,361.00. The Ursuline Sisters arrived from Louisville, Kentucky, in 1872 and were the first religious order to teach at the school. They would be succeeded in 1888 by the Poor Handmaids of Jesus Christ. Also in 1888, a second story was added to the school house.

As the area, parish and school continued to grow, further additions were required. The 1960s saw considerable expansion as four additional classrooms, a library, a cafeteria with seating for over 400, and a gymnasium with a stage and seating for 800 were added.

Holy Childhood School has seen many changes throughout its 150 year history but it has always remained true to its core values of providing the highest quality of education while rooted in the teachings of the Catholic faith. Several generations of Holy Childhood graduates have stayed in town, raised families of their own and continued the growth of the community, parish and school. While other graduates may have moved to locations near or far, all have cherished their memories at Holy Childhood and been thankful for the sound educational foundation they received.

Madam Speaker, I ask my colleagues to join me in congratulating Holy Childhood Parish and the administration, faculty, staff and students of Holy Childhood School as they celebrate their 150th Anniversary.

Madam Speaker, I rise today to recognize the strong and lasting relationship between the United States and Israel. For six decades, the U.S. and Israel have sustained an abiding commitment to each other based on shared principles and common goals. We believe strongly in Israel's commitment to peace and security in the region and recognize that Israel has taken great risks toward peace and deserves the right to self-defense.

The United States stands resolutely beside Israel against the threat of attack, by publicly supporting Israel's right to self-defense, promising security assistance, and strengthening sanction authority against Iran. Iran's refusal to engage in the diplomatic process to address worldwide concerns about its nuclear program dictates that sanctions need to be considered. A nuclear Iran is a severe threat to American and Israeli national interests, and I have joined with many of my colleagues to urge the Obama administration to impose strong sanctions on Iran.

Israel's commitment to the peace process has been steadfast despite real threats from Hamas and Hezbollah, epitomized by the unilateral pullout from Gaza and willingness to negotiate with the Palestinian government. We need to keep the peace process moving forward and working together, I am confident we will continue to make progress.

Madame Speaker, in recognition of all of the important contributions Israel has made and the many challenges it continues to face, I have again cosponsored legislation to commemorate the anniversary of Israel's creation, its 62nd. I am confident the United States and Israel will continue to work together for peace and prosperity in the Middle East and the world for generations to come.

Mr. Speaker, I rise in strong support of the House amendment to H.R. 1586. This comprehensive bill includes two bills passed by the House, H.R. 915, the Federal Aviation Administration Reauthorization Act, and H.R. 3371, the Bipartisan Airline Safety and Pilot Training Improvement Act of 2009. Together, these bills are a product of over 20 hearings of our subcommittee, of the Aviation Subcommittee, many roundtable discussions on a whole host of topics in the aviation industry, and let me say that we also had the input and worked with the Federal Aviation Administration and every group and organization in the aviation community.

Mr. Speaker, the other body passed the FAA Reauthorization bill, H.R. 1586, using an unrelated House-passed tax bill, as Chairman Oberstar stated. The Senate amended H.R. 1586 and inserted the language from S. 1451, the FAA Air Transportation Modernization and Safety Improvement Act.

In response to the action taken by the Senate, today the House will be amending H.R. 1586 with language that has already been passed by the House to ensure many important provisions included in both bills, H.R. 915 and H.R. 3371, that they're maintained throughout conference with the Senate.

There are provisions that are very important that are not included in the Senate bill that were included in H.R. 915, in the legislation that the House is amending today that I want to highlight.

First, the House bill increases the cap on the passenger facility charge from $4.50 to $7 to help airports that choose to participate in the PFC program to meet capital needs. According to the FAA, if every airport currently collecting a $4 or $4.50 PFC raises its PFC to $7, that increase would generate approximately $1.3 billion in additional revenue for airport capital needs each year. This increase in the PFC will allow airports to improve and expand their facilities, while creating jobs at a time when jobs are critically needed in this country.

Second, H.R. 1586, as amended, provides consistency in collective bargaining rights throughout the express carrier industry by allowing employees working on the ground and driving trucks to organize under the National Labor Relations Act, which enables employees to organize at the local level as opposed to the national level. Workers who are directly involved with the aircraft operation portion of those companies, like pilots and mechanics, would continue to be under the jurisdiction of the Railway Labor Act.

In addition, this legislation also includes one of the strongest aviation safety bills in decades, H.R. 3371, the Airline Safety and Pilot Training Act of 2009. This bipartisan legislation was written and introduced by Chairman Oberstar, Ranking Member Mica, Mr. Petri, and myself last year. The legislation was introduced after many hearings and roundtable discussions and with the input of the families of those who perished in the Colgan accident in Buffalo, the pilot groups, airlines, the National Safety Transportation Board, and the Department of Transportation Inspector General, as well as many Members of this body.

Let me say, Mr. Speaker, that the Aviation Subcommittee also held hearings and roundtables on safety issues related to the Colgan accident, culminating in the introduction of H.R. 3371.

Regional airlines have been involved in the last seven fatal U.S. airline accidents, and pilot performance has been implicated in four of these accidents. Our bill, the action that we take today, and the action that we took in the legislation before us will strengthen pilot training requirements and qualifications.

There are five important provisions that I want to highlight very quickly that were originally included in H.R. 3371 and in the bill before us.

First, to address pilot qualification, the bill increases the minimum number of flight hours required to be hired as an airline pilot. Currently, the first officer only needs a commercial pilot's license to be a pilot, which requires a minimum of 250 flight hours. There is a consensus that 250 hours is simply not enough to be an airline pilot and that safety would be improved by raising the standard.

Under our legislation, all airline pilots must obtain an airline transport pilot license, which is currently only mandatory for an airline captain. The ATP requires a minimum of 1,500 flight hours and additional aeronautical knowledge, crew resource management training, and greater flight proficiency testing.

The legislation also strengthens the ATP qualitative minimum requirements, such as demonstrating the ability to function effectively in a multipilot environment and in training to fly in adverse weather conditions, including icing.

Second, we mandate several outstanding NTSB recommendations related to pilot training that were discussed at our hearings, such as those on stall and upset recovery and remedial training.

Third, to ensure that airlines can make informed hiring decisions, the bill requires the FAA to create and maintain an electronic pilot records database. The database will allow an airline to quickly assess an applicant's comprehensive record for hiring purposes only.

Fourth, fatigue has been on the NTSB's most wanted list since 1990. The bill directs the FAA to implement a new pilot flight and duty time rule, taking into account the operating environment of today's pilots and the scientific research on fatigue. As part of the rulemaking, the National Academy of Sciences is tasked with studying the effects of commuting on pilot fatigue. In addition, the bill requires air carriers to create fatigue risk management systems to proactively mitigate fatigue.

Finally, the bill requires all Internet Web sites that sell airline tickets to show, on the first page of the Web display, the name of the air carrier operating each flight segment of a proposed itinerary.

Although there are a few contentious issues that you heard about today, I believe that we have discussed many of these issues and that they can be resolved in conference with the Senate. Virtually the entire aviation community, the airlines, the airports, general aviation, State aviation officials have communicated to us in a unified voice the need to get a multiyear reauthorization done as soon as possible.

Mr. Speaker, the House has already passed these bills separately. Incorporated together as the Aviation Safety and Investment Act of 2010, this legislation provides important stability

for NextGen and the needed capacity improvements, while also strengthening aviation safety.

I urge my colleagues to support this legislation.

I thank the gentleman for yielding.

Mr. Speaker, let me thank Chairman Oberstar for not only all of his hard work--I think everyone in this body recognizes that no one knows more about aviation and transportation issues, not only in the Congress, but I would venture to say in this country, than the chairman of our full committee, Mr. Oberstar.

Both of these bills, both the reauthorization bill and the pilot safety bill, are very good bills. Both have gone through extensive hearings. As I said, we had over 20 safety hearings on the reauthorization bill. We had many roundtable discussions. We had the input of everyone that you can think of in the industry. We heard from all sides. No one was shut out of the process.

The airlines, the airports, the pilots, the flight attendants, the mechanics, the family members of those who perished in the Colgan tragedy, we heard from all of them. We had Captain Sullenberger in to talk to us about the pilot safety bill to seek his opinion about what needed to be done as far as increasing standards and improving safety.

So both of these bills, both the reauthorization bill and the pilot safety bill, they also--not only did we go through extensive hearings but they passed the committee overwhelmingly and passed this body overwhelmingly. There are no surprises in either one of those bills, in the FAA reauthorization bill or in the pilot training bill. All of the issues, all of the provisions that are in both of these bills have gone through extensive hearings and through extensive discussions. There were no surprises.

My friend from Florida makes reference to the bill that he passed as chairman of the Aviation Subcommittee in 2003, and I think it's worth noting that we, as chairman of the Aviation Subcommittee and Mr. Oberstar as chairman of the full committee, we started negotiations on the reauthorization bill back in 2007, in the spring of 2007. We met with our friends on the other side of the aisle. We talked about the reauthorization bill, what needed to be in it, and it was the Bush administration.

My friend from Florida knows because he told me over and over again that if we passed the bill that we were putting together, that the Bush administration would veto the bill. In addition to that, it was the Bush administration administrator of the FAA at the time, Ms. Blakey, who was the administrator of the FAA, who, in fact, we had a difficult time negotiating with her concerning some provisions in the bill, in particular, the contract problems with the air traffic controllers.

And then after she left the position and an acting administrator, Mr. Sturgell, was appointed, he, in fact, dragged negotiations out. And finally, when we got to the point where we thought we had an agreement, there was only one pending problem with the agreement, and the FAA demanded some concessions on the part of the air traffic controllers. And the air traffic controllers came into a meeting with all of us and said, if that's what it takes to get a contract and get this dispute settled, we will give it up. We will make these concessions.

And Mr. Sturgell, in that room, said, well, there are other issues. We thought we had an agreement but for one item. And when the air traffic controllers said we will make those concessions, we are all in to get this solved, it was the Bush administration that said, we have more problems and other issues that we have to discuss.

So let me just say that I am not here to point fingers. But when my friend from Florida says that the Democrats control the House and the Senate and the White House, the fact of the matter is what I just said: we were ready to go with the bill in the spring and summer of 2007, and the reason that it was held up is because we continued to try and negotiate and try and get the Bush administration and the FAA under the Bush administration to reach agreements with us and, unfortunately, it did not happen. We came to the floor, and we passed the bill in 2007 with very strong support.

Again, I would just remind Members, there are no surprises in this bill today. Every provision in the FAA reauthorization bill, every provision in the pilot safety and training bill, all of those provisions were aired out with everyone in the industry and, in fact, were discussed by the leadership of the committee and the members of the committee when these bills were marked up in committee. We had extensive discussions. There are no surprises. Nothing has been added to either one of these bills that we have before us today.

Let me conclude, Mr. Speaker, by saying, Mr. Mica says this is a job killer and in fact has read off from a list of how many jobs that each Member could potentially lose in their district. Let me tell you what the FAA says.

The FAA says that this is not a job killer, but it will create jobs. And what they say is, in the short term, the bill will immediately create good construction and technology jobs, giving local economies the jump-start they need. So the economics will improve, the economy will improve. According to the FAA, the bill will allow billions to be spent on upgrading and expanding airports throughout the country. It is expected to create 125,000 jobs annually.

That comes from the FAA. This is not a job killer. This is a job creator. It is investing in our infrastructure at our airports, it will reduce congestion, it will reduce delays. It has a consumer protection provision in these bills to protect passengers.

Let me just conclude by saying that I would hope my friend from Florida and my friends on the other side of the aisle would in fact vote in favor of this legislation. And whatever differences that we may have in the provisions that they may not like, that's why we have a conference, that's why we go to conference, to work out our differences.

So I would urge my colleagues to vote ``yes'' on this legislation.

Madam Speaker, I move to suspend the rules and pass the bill (H.R. 4915) to amend the Internal Revenue Code of 1986 to extend the funding and expenditure authority of the Airport and Airway Trust Fund, to amend title 49, United States Code, to extend authorizations for the airport improvement program, and for other purposes.

I ask unanimous consent that all Members may have 5 legislative days within which to revise and extend their remarks and to include extraneous material on H.R. 4915.

I yield myself as much time as I may consume.

Madam Speaker, I rise in support of H.R. 4915, the Federal Aviation Administration Extension Act of 2010. Last week, the House passed H.R. 4853, also entitled the Federal Aviation Administration Extension Act of 2010, to extend aviation program taxes and the Airport and Airways Trust Fund expenditure authority through July 3rd, 2010, and to modify the formula by which highway funds would otherwise be distributed under the HIRE Act.

Earlier this week, the Federal Aviation Administration requested a technical correction to H.R. 4853 as passed by the House. The FAA needs this technical correction to ensure sufficient airport improvement program funds are allocated to AIP formula grants rather than AIP discretionary grants.

Madam Speaker, the House has previously passed two FAA reauthorization bills in 2007 and again in 2009. We have been waiting on the other body to act. Finally on Monday, the Senate passed its FAA bill, H.R. 1586, using an unrelated House-passed tax bill.

Madam Speaker, tomorrow the House intends to take up the Senate bill, H.R. 1586 and amend it. We will insert the text of the House FAA reauthorization bill, H.R. 915, and the bipartisan House aviation safety bill, H.R. 3371, the Airline Safety and Pilot Training Act of 2009, which is one of the strongest aviation safety bills in decades.

The purpose of the House taking action to amend H.R. 1586 is to ensure that important provisions we included in H.R. 915 and H.R. 3371 to improve aviation safety, to provide consistency and collective bargaining rights throughout the express carrier industry, to increase the Passenger Facility Charge to assist airports in meeting their capital needs, to create jobs and to modernize our air traffic control system, are maintained throughout the conference with the Senate.

The Aviation Subcommittee held over 20 hearings on the reauthorization bill and the safety issues. In addition, we had five roundtables to discuss aviation safety in the reauthorization bill with everyone from the FAA to everyone in the aviation community.

H.R. 915 is a comprehensive bill. It will provide approximately $53.5 billion to modernize our air traffic control system, fund airport development, research programs, small community service, and Federal aviation operating expenses.

Our bill reflects a continued effort toward ensuring our aviation system remains the safest in the world. In the FAA forecast, the airlines are expected to carry more than 1 billion passengers in the year 2021, up from almost 760 million in 2008. To deal with this growth, strengthen our economy, and create jobs, H.R. 915 provides historic funding levels for FAA's capital programs. This includes $12.3 billion for the Airport Improvement Program, nearly $10.1 billion for the FAA's Facilities & Equipment fund, and $685.4 million for Research, Engineering, and Development. The bill also provides $30.3 billion for FAA operations over the next 3 years.

These funding levels will accelerate the implementation of NextGen, enable the FAA to replace and repair existing facilities and equipment, improve airport development, and provide for the implementation of high-priority, safety-related systems.

Let me mention the importance of NextGen. Both the full committee and the Aviation Subcommittee has spent a great deal of time trying to move the Next Generation Air Transportation System forward. NextGen is critical to the future of aviation, not only for safety reasons, but also to reduce congestion delays and save time as well as fuel. We have operated now under a ground-based radar system for far too many years. We need to move forward with the NextGen system so that we can implement a satellite-based system in order to make the improvements that are necessary.

In H.R. 915, we also changed the organizational structure of the FAA's Joint Planning and Development Office, the body charged with planning NextGen. To increase the authority and visibility of the JPDO, H.R. 915 elevates the Director of the JPDO to the status of Associate Administrator for NextGen within the FAA to be appointed by and reporting directly to the FAA Administrator. To increase accountability and coordination of NextGen planning and implementation, the bill requires the JPDO to develop a work plan that details, on a year-to- year basis, specific NextGen-related deliverables and milestones required by the FAA and its partner agencies.

Like the 2007 bill, we increased the Passenger Facility Charge cap from $4.50 to $7 to those airports who choose to implement the increase, to help airports choose and those who participate in the program to meet their capital needs. According to the FAA, every airport currently collecting $4 to $4.50 under the PFC, if they raise it to $7, it will generate $1.3 billion in additional revenue every year for airport development, which strengthens our economy and creates additional jobs at a time that both are critically needed.

The legislation provides significant increases in AIP funding for smaller airports that rely on AIP for capital financing. The ability to raise the PFC and the increase in the AIP funding provides financing for airport capital development that will help reduce delays.

The bill also dramatically increases funding for and improves the Essential Air Service program and reauthorizes a small community Air Service Development Program through 2012.

Here at home and across the globe, more is being done to reduce energy consumption and emissions. The FAA and the aviation community continues to be a leader in greening its operations. We further those efforts by establishing the CLEEN Engine and Airframe Technology Partnership and the Green Towers program, which was modeled after what is currently being done at O'Hare International Airport in Chicago.

The United States has the safest air transportation system in the world; however, we must not become complacent about our past success. To keep proper oversight over the FAA and safety, the FAA, under the H.R. 915 legislation, directs the FAA to increase the number of aviation safety inspectors, initiate study on fatigue, and requires the FAA to inspect part 145 certified foreign repair stations at least twice a year.

The legislation does not increase or place new user fees on users of airspace.

We believe that the Airport and Airway Trust Fund revenues, coupled with the additional revenue from the recommended general aviation fuel tax increase and a reasonable general fund contribution will be sufficient to provide for the historic capital funding levels required to modernize the air traffic control system.

Madam Speaker, this legislation before us today is critically important to the FAA.

With that, I reserve the balance of my time.

Madam Speaker, I yield 2 minutes to a valued member of the subcommittee, Congressman Capuano.

Madam Speaker, at this time I would yield to my friend from Maryland (Mr. Cummings) 3 minutes.

Madam Speaker, at this time, I would yield 2 minutes to a member of the subcommittee, the gentleman from Missouri (Mr. Carnahan).

Madam Speaker, at this time I yield 3 minutes to the distinguished chairman of the full committee, Chairman Oberstar.

Madam Speaker, I yield 1 additional minute to Mr. Oberstar.

I yield 1 additional minute to Chairman Oberstar.

Madam Speaker, I would ask how much time we have remaining.

Madam Speaker, let me say, with the action taken by the Senate on Monday of this week, we are one step closer to having an FAA reauthorization bill. It is an important piece of legislation. As I stated earlier, the industry generates nearly $900 billion in economic activity annually that represents 9 percent of our GDP and employs millions of American people.

As our Nation struggles with high unemployment, it is necessary that we pass this legislation and move forward so that we can improve safety, improve congestion, and reduce delays.

I reserve the balance of my time.

Madam Speaker, I want to thank both Chairman Oberstar, Mr. Mica, and Mr. Petri, and I would urge passage of H.R. 4915, the Federal Aviation Administration Extension Act of 2010.

I yield back the balance of my time.

Mr. Speaker, we meet today for what will truly be a historic debate and vote on national health care reform. Like the passage of Social Security in 1935 and Medicare in 1965, it is sure to be one of a handful of votes that will stand the test of time as of great national significance. Also like those votes, the public debate surrounding national health care reform has engendered great passion on both sides, often generating more heat than light, but instructive all the same, as we must listen to all viewpoints as we contemplate major changes that will affect the entire country.

Today's vote is a major milestone in what has been a decades-long effort to ensure access to quality health care for all Americans. In my district, 34,000 people are uninsured and use the hospital emergency room for treatment. Nine thousand people have a pre-existing condition that precludes them from getting insurance. Meanwhile, health insurance premiums have increased 131 percent over the last decade while wages have gone up only 38 percent. While the process over the last 14 months to develop health care reform legislation has been far from perfect, it is undeniable that our current health care system is broken, and we must take action to fix it. Toward this goal, I will vote in support of H.R. 3590 and H.R. 4872.

This has been the hardest decision regarding a vote I have had to make during my service in the House of Representatives. During that time, I have strived to serve the people I represent with diligence and integrity, while remaining true to my core individual beliefs.

One of those core beliefs is my support of protecting the unborn. I along with Congressman Bart Stupak (D-MI) and other pro-life Democrats have worked hard through the passage of the House bill and since the passage of the Senate bill to ensure that current law Hyde amendment abortion restrictions are applied to the final legislation. However, we were successful in convincing President Obama--a pro-choice President-- to issue an executive order that clearly states that the Hyde amendment will apply to the bill. This is a highly significant act. In addition, a colloquy on the House floor clearly stated that this is the intent of Congress. With these changes, I believe we have accomplished our goal. This belief is shared by the Catholic Health Association, NETWORK--a national Catholic social justice lobby, the Catholic Sisters--60 Catholic women religious leaders representing 59,000 Catholic Nuns, and Democrats for Life.

I stated that I would not vote for the Senate-passed bill in its current form. With the presidential executive order approving the Hyde abortion language and the fact that H.R. 4872 eliminates the ``Cornhusker Kickback'' and other state-specific promises, combined with assurances from the Senate that H.R. 4872 will pass that body, I feel I can now support the Senate bill as amended.

The fact is that this may be our last best chance to address a health care system that is unsustainable, that is spending $1 billion annually on medical costs for the uninsured while insurance premiums rise uncontrollably. Our current system is grossly inefficient and jeopardizes our future economic health. This legislation will insure 32 million additional Americans, eliminate pre-existing condition restrictions, allow for the interstate sale of health insurance, eliminate lifetime caps on insurance benefits, allow dependent children to stay on their parents' insurance until age 26, and improve health care for seniors, all while reducing our budget deficit by $138 billion over the next 10 years, and by $1.2 trillion over the next 10.

While the legislation will allow those that have health insurance to keep it, it will also end the fear that so many uninsured Americans have of becoming sick--of having to use their life savings or declare bankruptcy to pay for a medical emergency. It can be the difference that allows the disabled to live with dignity, and provides workers the confidence to reach their maximum professional potential.

Mr. Speaker, after much deliberation, it is clear to me that we must take this opportunity to improve the provision of health care in our country. While it is a difficult thing to do, it is unquestionably the right thing to do, and I am confident that history will reflect this fact.