Transportation, Treasury, Housing And Urban Development, The Judiciary, The District Of Columbia, And Independent Agencies Appropriations Act,
Mr. Chairman, I thank the chairman for yielding me this time, and I rise in strong, strong support of this very important bill. It is important in so many ways because it meets so many of the needs of our Nation, and it represents every…
Mr. Chairman, I thank the chairman for yielding me this time, and I rise in strong, strong support of this very important bill. It is important in so many ways because it meets so many of the needs of our Nation, and it represents every year one of the significant milestones of the session. It represents that more so this year than almost any other.
And in saying that, I want to recognize the full committee chairman, the gentleman from California (Mr. Lewis), and the ranking member, the gentleman from Wisconsin (Mr. Obey), and congratulate them on what I think is not a small point, and that is that we will, as of the passing of this bill, have completed the work of the Committee on Appropriations initially here in this body.
That is important to the American people because it ensures for them, in an organized and reasonable manner, some transparency in order for us to really understand what the priorities are going to be. And as we go forward and focus more in conference and have discussions and debates with the other body about what the funding priorities are to be, the fact that we have gotten our work out of the way at this juncture is very important.
Secondly, I want to specifically recognize the chairman of the full committee for fulfilling a commitment to the American people to do something about the deficit. This appropriation process recognizes that we needed to symbolically, and maybe otherwise, make real commitments to ourselves and to the people of this Nation to reduce our spending habits. And in this
process we have made that strong statement, or will have made that strong statement in the body.
Now, I also want to congratulate the chairman of the subcommittee, the gentleman from Michigan (Mr. Knollenberg), and my neighbor, the ranking member, the gentleman from Massachusetts (Mr. Olver), for their work on this bill and the staffs of the committee for the great work they have done on this bill. This particular bill represented a unique challenge because for the first time the bill includes funding for highway transit, aviation and Amtrak, as well as the Department of the Treasury, IRS enforcement, and Housing and Urban Development. In addition, the bill also provides funding for the District of Columbia.
The needs of all of these competing programs are staggering, and the chairman and the ranking member really have done a noble job, as well as the staffs on both sides of the aisle having done a really noble job of trying to listen to the needs of all Members.
Let us talk about what this bill accomplishes. The bill increases highway spending and funding for the FAA to help make our roads and skies safer. I am especially pleased at the commitment in this bill for airport improvement, $3.6 billion and $104 million for essential air services. I come from the 32nd largest rural district in the Nation. This is a key, key component. The bill also includes funding to hire and train 595 new air traffic controllers. I hope to avert some potential problems that we may have in that human resources area.
In terms of housing needs, the bill provides funding for section 8 vouchers and project-based rental assistance. Importantly, this bill rejects an administration proposal to undermine the Community Development Block Grant, CDBG, program. CDBG is critical to our local communities, and this bill preserves the program in its current state.
I also want to highlight the contributions this bill makes in the war against drugs by providing funding to the Office of National Drug Control Policy and the National Antidrug Media Campaign. The work achieved by the Media Campaign, in conjunction with the Partnership for a Drug-Free America, is incredible and greatly contributes to our efforts to keep kids from experimenting with drugs.
Mr. Chairman, I thank the gentleman from Michigan for allowing me to speak. This bill is not perfect. No bill ever is. No appropriation bill ever is. It moves the process along. In putting this bill together, I know the chairman faced a $3 billion shortage in transportation guarantees and overall a $1 billion shortage with the inclusion of all these additional programs. The gentleman has met that challenge in fulfilling some basic structural needs to move it along, and he has met many other needs; and I wanted to congratulate the chairman.
On Amtrak, let me say this. I recognize there are negotiations and decisions to be made. We need to move it further. We need to begin the process of reforming Amtrak. We need to get realistic, or more realistic, about what that Federal subsidy needs to be. But in this bill the fact that the chairman has targeted 80 percent of ridership is a pretty good foundation piece, and I really respect the decisions the chairman had to make and how he made them.
For my constituents, and those of us on the lines that are most dependent upon Amtrak use, this bill ensures, as these negotiations go forward, that the essential services we need will be maintained. But that is not good enough, Mr. Chairman. We have to make sure that in going forward, we are able to bring about changes and reforms in Amtrak, changes that have been talked about for more than a decade.
And to Mr. Gunn at Amtrak, and those people who run Amtrak, as one who has worked with him in the past, I am deeply, deeply disappointed in their failure thus far, frankly, of bringing about meaningful proposals, other than asking for more money. It puts those of us who are Amtrak allies in a distinctly disadvantaged position. Because other than fighting over money, we do not ensure any strengthening of the system, or any increase in the vibrancy of the system.
I am going to vote for and support this bill. I probably will end up supporting some other amendments that will help move the Amtrak debates further along. But we cannot get to the point that we need to unless the people who are running the system get more interactive with us and propose more of the changes that we need in order to finally resolve the longstanding problems of that system.
Again, Mr. Chairman, our chairman has done a noble and terrific job. His staff has as well, as has the staff of the other side. And the leadership on the other side, I want to congratulate them for that and vow that we will continue to work together to make improvements where we can.
Mr. Chairman, I insist that the point of order be extended to the entire paragraph.
Mr. Chairman, I move to strike the requisite number of words.
Mr. Chairman, I also rise in opposition to this amendment, and I will acknowledge up front I do it rather reluctantly, because I am a huge proponent of the national rail system and recognize up front the need for some subsidization, fair and responsible and reasonable subsidization, as we do in other transportation routes; and a lot of speakers have addressed that issue and that point.
But just as the last speaker pointed out the inefficiencies in the system, in the process both at Amtrak and, frankly, how the Federal Government has provided oversight, I think that passage of this amendment represents a premature move to acceptance of those inefficiencies at a point, a critical point, in negotiations that we cannot do that. Facts are facts, and we have been asking for Amtrak to reform itself for a number of years. We have not gotten much of a response. In fact, we have gotten resistance. And the inefficiencies in the system continue to atrophy downward.
How it really impacts on people, in my district, just outside the northeast corridor, not part of the corridor, because the tracks are not owned by Amtrak, there is a continued deterioration; and there is no Amtrak plan, no Amtrak plan to resolve those issues, putting at risk an awful lot of people. I know what the chairman is trying to accomplish in this particular piece of legislation is force Amtrak back to the table to talk about what needs to be maintained, what is critical infrastructure, what are critical lines of connection that have to be in this; and if we simply just say we are going to go on with business as usual, we continue to promote the atrophy within the system.
Now, I think at some point in this process, many of these lines that are eliminated in this particular bill are reinstated before this bill becomes law. But we ought not to do it just willy-nilly; we ought not to just give it away. We need to force some people to make some tough decisions. We need to force some people to live by their commitments of the past, which they have not thus far. I think this is one of the few pieces of leverage that the gentleman from Michigan (Chairman Knollenberg) and this subcommittee will have as we continue to try to find a way to get to the answers.
Now, we have gone from zero to now $1.2 billion in this bill. That is a real commitment to Amtrak. It is still, I would suggest, short of where we need to end up. But let us not just end up there by dealing away those funds; let us end up there by making sure that we bring efficiencies to the system.