[Pages H7093-H7099]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]

SEQUENTIAL VOTES POSTPONED IN COMMITTEE OF THE WHOLE

The CHAIRMAN. Pursuant to House Resolution 460, proceedings will now
resume on those amendments on which further proceedings were postponed
in the following order: the amendment offered by the gentleman from
Minnesota [Mr. Oberstar]; the amendment offered by the gentleman from
California [Mr. Filner]; the amendment offered by the gentleman from
New Jersey [Mr. Andrews]; and the amendment offered by the gentleman
from Georgia [Mr. Collins].
The Chair will reduce to 5 mintues the time for any electronic vote
after the first vote in this series.

amendment offered by mr. oberstar

The CHAIRMAN. The pending business is the demand for a recorded vote
on the amendment offered by the gentleman from Minnesota [Mr.
Oberstar], on which further proceedings were postponed and on which the
ayes prevailed by voice vote.
The Clerk will designate the amendment.
The Clerk designated the amendment.

recorded vote

The CHAIRMAN. A recorded vote has been demanded.
A recorded vote was ordered.
The vote was taken by electronic device, and there were--ayes 193,
noes 212, not voting 28, as follows:

[Roll No. 288]

AYES--193

Abercrombie
Andrews
Baesler
Baldacci
Ballenger
Barcia
Barrett (WI)
Becerra
Beilenson
Bentsen
Berman
Bevill
Bishop
Blumenauer
Bonior
Borski
Boucher
Browder
Brown (CA)
Brown (FL)
Brown (OH)
Cardin
Chabot
Chapman
Clay
Clayton
Clement
Clinger
Clyburn
Coleman
Collins (GA)
Collins (IL)
Collins (MI)
Condit
Conyers
Costello
Coyne
Cramer
Cummings
Danner
de la Garza
Deal
DeFazio
DeLauro
Dellums
Deutsch
Dicks
Dixon
Doggett
Dooley
Doyle
Duncan
Durbin
Edwards
Engel
English
Ensign
Eshoo
Evans
Farr
Fattah
Fazio
Fields (LA)
Filner
Ford
Frank (MA)
Frost
Furse
Gejdenson
Geren
Gonzalez
Goodling
Gordon
Green (TX)
Hall (TX)
Hamilton
Harman
Hastings (FL)
Hefner
Hilliard
Hinchey
Holden
Hoyer
Jackson (IL)
Jackson-Lee (TX)
Jefferson
Johnson (SD)
Johnson, E. B.
Johnston
Kanjorski
Kaptur
Kennedy (MA)
Kennedy (RI)
Kennelly
Kildee
Kleczka
Klink
LaFalce
LaHood
Lantos
Levin
Lewis (GA)
Lipinski
Lofgren
Lowey
Luther
Maloney
Manton
Markey
Mascara
Matsui
McCarthy
McDermott
McHale
McIntosh
McKinney
McNulty
Meehan
Meek
Menendez
Millender-McDonald
Miller (CA)
Minge
Mink
Moakley
Mollohan
Montgomery
Moran
Murtha
Nadler
Neal
Oberstar
Obey
Olver
Ortiz
Orton
Owens
Pallone
Pastor
Payne (NJ)
Payne (VA)
Pelosi
Peterson (MN)
Poshard
Quillen
Rahall
Rangel
Reed
Richardson
Rivers
Roemer
Rose
Roybal-Allard
Rush
Sabo
Sanders
Sawyer
Schroeder
Schumer
Scott
Serrano
Shuster
Sisisky
Skaggs
Skelton
Slaughter
Spratt
Stenholm
Stokes

[[Page H7094]]

Studds
Stupak
Tanner
Taylor (MS)
Tejeda
Thompson
Thornton
Thurman
Torres
Traficant
Velazquez
Vento
Visclosky
Volkmer
Ward
Waters
Watt (NC)
Waxman
Weller
Williams
Wilson
Wise
Woolsey
Wynn

NOES--212

Allard
Archer
Armey
Bachus
Baker (CA)
Baker (LA)
Barr
Barrett (NE)
Bartlett
Barton
Bass
Bateman
Bereuter
Bilbray
Bilirakis
Bliley
Blute
Boehlert
Boehner
Bonilla
Bono
Brownback
Bryant (TN)
Bunn
Bunning
Burr
Burton
Buyer
Callahan
Calvert
Camp
Campbell
Canady
Castle
Chambliss
Chenoweth
Christensen
Chrysler
Coble
Coburn
Combest
Cooley
Cox
Crane
Crapo
Cremeans
Cubin
Cunningham
Davis
DeLay
Diaz-Balart
Dickey
Dingell
Doolittle
Dornan
Dreier
Dunn
Ehlers
Ehrlich
Everett
Ewing
Fawell
Fields (TX)
Flanagan
Foley
Forbes
Fowler
Fox
Franks (CT)
Franks (NJ)
Frelinghuysen
Frisa
Funderburk
Gallegly
Ganske
Gekas
Gilchrest
Gillmor
Gilman
Goodlatte
Goss
Graham
Greene (UT)
Greenwood
Gunderson
Gutknecht
Hancock
Hansen
Hastert
Hastings (WA)
Hayworth
Hefley
Heineman
Herger
Hilleary
Hobson
Hoekstra
Hoke
Horn
Hostettler
Hunter
Hutchinson
Hyde
Inglis
Istook
Johnson (CT)
Johnson, Sam
Jones
Kasich
Kelly
Kim
King
Kingston
Klug
Knollenberg
Kolbe
Largent
Latham
LaTourette
Laughlin
Lazio
Leach
Lewis (CA)
Lewis (KY)
Lightfoot
Livingston
LoBiondo
Longley
Lucas
Manzullo
Martini
McCollum
McCrery
McHugh
McInnis
McKeon
Metcalf
Meyers
Mica
Miller (FL)
Molinari
Moorhead
Morella
Myers
Myrick
Nethercutt
Neumann
Ney
Norwood
Nussle
Oxley
Packard
Parker
Paxon
Petri
Pickett
Pombo
Pomeroy
Porter
Portman
Pryce
Quinn
Radanovich
Ramstad
Regula
Riggs
Roberts
Rogers
Rohrabacher
Ros-Lehtinen
Roth
Roukema
Royce
Salmon
Sanford
Saxton
Scarborough
Schaefer
Schiff
Seastrand
Sensenbrenner
Shadegg
Shaw
Shays
Skeen
Smith (MI)
Smith (NJ)
Smith (WA)
Souder
Spence
Stearns
Stump
Talent
Tate
Tauzin
Thomas
Thornberry
Tiahrt
Torkildsen
Upton
Walker
Walsh
Wamp
Watts (OK)
Weldon (FL)
White
Whitfield
Wicker
Wolf
Young (AK)
Zeliff
Zimmer

NOT VOTING--28

Ackerman
Brewster
Bryant (TX)
Flake
Foglietta
Gephardt
Gibbons
Gutierrez
Hall (OH)
Hayes
Houghton
Jacobs
Lincoln
Linder
Martinez
McDade
Peterson (FL)
Smith (TX)
Solomon
Stark
Stockman
Taylor (NC)
Torricelli
Towns
Vucanovich
Weldon (PA)
Yates
Young (FL)

{time} 0027

Mrs. SMITH of Washington and Messrs. HAYWORTH, FOLEY, FRANKS of
Connecticut, STEARNS, and GREENWOOD changed their vote from ``aye'' to
``no.''
Mr. RAMSTAD and Mr. BALDACCI changed their vote from ``no'' to
``aye.''
So the amendment was rejected.
The result of the vote was announced as above recorded.

amendment offered by mr. filner

The CHAIRMAN. The pending business is the demand for a recorded vote
on the amendment offered by the gentleman from California [Mr. Filner],
on which further proceedings were postponed and on which the noes
prevailed by voice vote.
The Clerk will designate the amendment.
The Clerk designated the amendment.

recorded vote

The CHAIRMAN. A recorded vote has been demanded.
A recorded vote was ordered.
The CHAIRMAN. This will be a 5-minute vote.
The vote was taken by electronic device, and there were--ayes 162,
noes 238, not voting 33, as follows:

[Roll No. 289]

AYES--162

Abercrombie
Andrews
Baesler
Barcia
Becerra
Beilenson
Bentsen
Berman
Bevill
Bilbray
Bishop
Blumenauer
Boehlert
Bonior
Borski
Boucher
Browder
Brown (CA)
Brown (FL)
Brown (OH)
Cardin
Chapman
Clay
Clayton
Clement
Clyburn
Coleman
Collins (IL)
Collins (MI)
Condit
Conyers
Costello
Coyne
Cramer
Cummings
Danner
de la Garza
DeFazio
DeLauro
Dellums
Deutsch
Dicks
Dixon
Doggett
Dooley
Doyle
Edwards
Engel
Eshoo
Evans
Farr
Fattah
Fazio
Fields (LA)
Filner
Forbes
Ford
Frank (MA)
Frost
Furse
Gejdenson
Gonzalez
Gordon
Green (TX)
Hamilton
Harman
Hastings (FL)
Hefner
Hilliard
Hinchey
Holden
Hoyer
Jackson (IL)
Jackson-Lee (TX)
Jefferson
Johnson, E. B.
Johnston
Kanjorski
Kaptur
Kennedy (MA)
Kennedy (RI)
Kennelly
Kleczka
LaHood
Lantos
Levin
Lewis (GA)
Lipinski
Lofgren
Lowey
Maloney
Manton
Markey
Mascara
Matsui
McDermott
McHale
McKinney
McNulty
Meek
Menendez
Millender-McDonald
Miller (CA)
Mink
Moakley
Montgomery
Moran
Nadler
Neal
Oberstar
Olver
Ortiz
Owens
Pallone
Pastor
Payne (NJ)
Payne (VA)
Pelosi
Poshard
Rahall
Rangel
Reed
Richardson
Rose
Roybal-Allard
Rush
Sabo
Sanders
Sawyer
Schroeder
Schumer
Scott
Serrano
Skaggs
Skelton
Slaughter
Spratt
Stokes
Studds
Stupak
Tanner
Tejeda
Thompson
Thornton
Thurman
Torres
Traficant
Velazquez
Vento
Visclosky
Volkmer
Walsh
Ward
Waters
Watt (NC)
Waxman
Whitfield
Williams
Wilson
Wise
Woolsey
Wynn

NOES--238

Allard
Archer
Armey
Bachus
Baker (CA)
Baldacci
Ballenger
Barr
Barrett (NE)
Barrett (WI)
Bartlett
Barton
Bass
Bateman
Bereuter
Bilirakis
Bliley
Blute
Boehner
Bonilla
Bono
Brownback
Bryant (TN)
Bunn
Bunning
Burr
Burton
Buyer
Callahan
Calvert
Camp
Campbell
Canady
Castle
Chabot
Chambliss
Chenoweth
Christensen
Chrysler
Clinger
Coble
Coburn
Collins (GA)
Combest
Cooley
Cox
Crane
Crapo
Cremeans
Cubin
Cunningham
Davis
Deal
DeLay
Diaz-Balart
Dickey
Dingell
Doolittle
Dornan
Dreier
Duncan
Dunn
Durbin
Ehlers
Ehrlich
English
Ensign
Everett
Ewing
Fawell
Fields (TX)
Flanagan
Foley
Fowler
Fox
Franks (CT)
Franks (NJ)
Frelinghuysen
Frisa
Funderburk
Gallegly
Ganske
Gekas
Geren
Gilchrest
Gillmor
Gilman
Goodlatte
Goss
Graham
Greene (UT)
Greenwood
Gunderson
Gutknecht
Hall (TX)
Hancock
Hansen
Hastert
Hastings (WA)
Hayworth
Hefley
Heineman
Herger
Hilleary
Hobson
Hoekstra
Hoke
Horn
Hostettler
Hunter
Hutchinson
Hyde
Inglis
Istook
Johnson (CT)
Johnson (SD)
Jones
Kasich
Kelly
Kildee
Kim
King
Kingston
Klink
Klug
Knollenberg
Kolbe
Largent
Latham
LaTourette
Laughlin
Lazio
Leach
Lewis (CA)
Lewis (KY)
Lightfoot
Livingston
LoBiondo
Longley
Lucas
Luther
Manzullo
Martini
McCarthy
McCollum
McCrery
McHugh
McInnis
McIntosh
McKeon
Meehan
Metcalf
Meyers
Mica
Miller (FL)
Minge
Molinari
Mollohan
Moorhead
Morella
Murtha
Myers
Myrick
Nethercutt
Neumann
Ney
Norwood
Nussle
Orton
Oxley
Packard
Parker
Paxon
Peterson (MN)
Petri
Pickett
Pombo
Pomeroy
Porter
Portman
Pryce
Quillen
Quinn
Radanovich
Ramstad
Regula
Riggs
Rivers
Roberts
Roemer
Rogers
Rohrabacher
Ros-Lehtinen
Roth
Roukema
Royce
Salmon
Sanford
Saxton
Scarborough
Schaefer
Schiff
Seastrand
Sensenbrenner
Shadegg
Shaw
Shays
Shuster
Sisisky
Skeen
Smith (MI)
Smith (NJ)
Smith (WA)
Souder
Spence
Stearns
Stenholm
Stump
Talent
Tate
Tauzin
Taylor (MS)
Thomas
Thornberry
Tiahrt
Torkildsen
Upton
Walker
Wamp
Watts (OK)
Weldon (FL)
Weller
White
Wicker
Wolf
Young (AK)
Zeliff
Zimmer

NOT VOTING--33

Ackerman
Baker (LA)
Brewster
Bryant (TX)
Flake
Foglietta
Gephardt
Gibbons
Goodling
Gutierrez
Hall (OH)
Hayes
Houghton
Jacobs
Johnson, Sam
LaFalce
Lincoln
Linder
Martinez
McDade
Obey
Peterson (FL)
Smith (TX)
Solomon
Stark
Stockman
Taylor (NC)
Torricelli
Towns
Vucanovich
Weldon (PA)
Yates
Young (FL)

{time} 0035

Mr. BARRETT of Wisconsin changed his vote from ``aye'' to ``no.''
Mr. BOEHLERT, and Mr. WHITFIELD changed their vote for ``no'' to
``aye.''

[[Page H7095]]

So the amendment was rejected.
The result of the vote was announced as above recorded.

Amendment Offered by Mr. Andrews

The CHAIRMAN. The pending business is the demand for a recorded vote
on the amendment offered by the gentleman from New Jersey [Mr.
Andrews], on which further proceedings were postponed and on which the
noes prevailed by voice vote.
The Clerk will redesignate the amendment.
The Clerk redesignated the amendment.

Recorded Vote

The CHAIRMAN. A recorded vote has been demanded.
A recorded vote was ordered.
The CHAIRMAN. This is a 5-minute vote.
The vote was taken by electronic device, and there were--ayes 123,
noes 280, not voting 30, as follows:

[Roll No. 290]

AYES--123

Abercrombie
Andrews
Baldacci
Barcia
Barrett (WI)
Becerra
Beilenson
Bentsen
Berman
Bonior
Browder
Brown (CA)
Brown (OH)
Chapman
Clay
Clayton
Clyburn
Coleman
Collins (IL)
Collins (MI)
Conyers
Coyne
Cummings
DeFazio
DeLauro
Dellums
Deutsch
Dicks
Dingell
Dixon
Doggett
Dooley
Doyle
Edwards
Engel
English
Evans
Farr
Fattah
Fazio
Fields (LA)
Filner
Frank (MA)
Frost
Furse
Gejdenson
Gonzalez
Gordon
Green (TX)
Hastings (FL)
Hilliard
Hinchey
Holden
Hoyer
Jackson (IL)
Jackson-Lee (TX)
Jefferson
Johnson, E. B.
Johnston
Kanjorski
Kennedy (MA)
Kennelly
Kildee
Kleczka
LaFalce
Lantos
Levin
Lewis (GA)
Lowey
Manton
Markey
Mascara
McDermott
McHale
McKinney
McNulty
Meehan
Meek
Menendez
Millender-McDonald
Miller (CA)
Mink
Moakley
Moran
Nadler
Neal
Obey
Olver
Ortiz
Owens
Pallone
Pastor
Payne (NJ)
Pelosi
Peterson (MN)
Rangel
Richardson
Rivers
Rose
Roybal-Allard
Rush
Sabo
Sanders
Schroeder
Schumer
Scott
Serrano
Slaughter
Stupak
Thompson
Thornton
Torres
Traficant
Velazquez
Vento
Visclosky
Waters
Watt (NC)
Waxman
Williams
Wilson
Woolsey
Wynn

NOES--280

Allard
Archer
Armey
Bachus
Baesler
Baker (CA)
Baker (LA)
Ballenger
Barr
Barrett (NE)
Bartlett
Barton
Bass
Bateman
Bereuter
Bevill
Bilbray
Bilirakis
Bishop
Bliley
Blumenauer
Blute
Boehlert
Boehner
Bonilla
Bono
Borski
Boucher
Brown (FL)
Brownback
Bryant (TN)
Bunn
Bunning
Burr
Burton
Buyer
Callahan
Calvert
Camp
Campbell
Canady
Cardin
Castle
Chabot
Chambliss
Chenoweth
Christensen
Chrysler
Clement
Clinger
Coble
Coburn
Collins (GA)
Combest
Condit
Cooley
Costello
Cox
Cramer
Crane
Crapo
Cremeans
Cubin
Cunningham
Danner
Davis
de la Garza
Deal
DeLay
Diaz-Balart
Dickey
Doolittle
Dornan
Dreier
Duncan
Dunn
Durbin
Ehlers
Ehrlich
Ensign
Eshoo
Everett
Ewing
Fawell
Fields (TX)
Flanagan
Foley
Forbes
Fowler
Fox
Franks (CT)
Franks (NJ)
Frelinghuysen
Frisa
Funderburk
Gallegly
Ganske
Gekas
Geren
Gilchrest
Gillmor
Gilman
Goodlatte
Goodling
Goss
Graham
Greene (UT)
Greenwood
Gunderson
Gutknecht
Hall (TX)
Hamilton
Hancock
Hansen
Harman
Hastert
Hastings (WA)
Hayworth
Hefley
Hefner
Heineman
Herger
Hilleary
Hobson
Hoekstra
Hoke
Horn
Hostettler
Hunter
Hutchinson
Hyde
Inglis
Istook
Johnson (CT)
Johnson (SD)
Johnson, Sam
Jones
Kaptur
Kasich
Kelly
Kennedy (RI)
Kim
King
Kingston
Klink
Klug
Knollenberg
Kolbe
LaHood
Largent
Latham
LaTourette
Laughlin
Lazio
Leach
Lewis (CA)
Lewis (KY)
Lightfoot
Lipinski
Livingston
LoBiondo
Lofgren
Longley
Lucas
Luther
Maloney
Manzullo
Martini
Matsui
McCarthy
McCollum
McCrery
McHugh
McInnis
McIntosh
McKeon
Metcalf
Meyers
Mica
Miller (FL)
Minge
Molinari
Mollohan
Montgomery
Moorhead
Morella
Murtha
Myers
Myrick
Nethercutt
Neumann
Ney
Norwood
Nussle
Oberstar
Orton
Oxley
Packard
Parker
Paxon
Payne (VA)
Petri
Pickett
Pombo
Pomeroy
Porter
Portman
Poshard
Pryce
Quillen
Quinn
Radanovich
Rahall
Ramstad
Reed
Regula
Riggs
Roberts
Roemer
Rogers
Rohrabacher
Ros-Lehtinen
Roth
Roukema
Royce
Salmon
Sanford
Sawyer
Saxton
Scarborough
Schaefer
Schiff
Seastrand
Sensenbrenner
Shadegg
Shaw
Shays
Shuster
Sisisky
Skaggs
Skeen
Skelton
Smith (MI)
Smith (NJ)
Smith (WA)
Souder
Spence
Spratt
Stearns
Stenholm
Studds
Stump
Talent
Tanner
Tate
Tauzin
Taylor (MS)
Tejeda
Thomas
Thornberry
Thurman
Tiahrt
Torkildsen
Upton
Volkmer
Walker
Walsh
Wamp
Ward
Watts (OK)
Weldon (FL)
Weller
White
Whitfield
Wicker
Wise
Wolf
Young (AK)
Zeliff
Zimmer

NOT VOTING--30

Ackerman
Brewster
Bryant (TX)
Flake
Foglietta
Ford
Gephardt
Gibbons
Gutierrez
Hall (OH)
Hayes
Houghton
Jacobs
Lincoln
Linder
Martinez
McDade
Peterson (FL)
Smith (TX)
Solomon
Stark
Stockman
Stokes
Taylor (NC)
Torricelli
Towns
Vucanovich
Weldon (PA)
Yates
Young (FL)

{time} 0042

MESSRS. DINGELL, DOOLEY of California, and Mr. FRANK of Massachusetts
changed their vote from ``no'' to ``aye.''
So the amendment was rejected.
The result of the vote was announced as above recorded.

Amendment Offered by Mr. Collins of Georgia

The CHAIRMAN. The pending business is the demand for a recorded vote
on the amendment offered by the gentleman from Georgia [Mr. Collins],
on which further proceedings were postponed and on which the noes
prevailed by voice vote.
The Clerk will designate the amendment.
The Clerk designated the amendment.

Recorded Vote

The CHAIRMAN. A recorded vote has been demanded
A recorded vote was ordered.

[Roll No. 291]

The CHARIMAN. This is a 5 minute vote.
The vote was taken by electronic device, and there were--ayes 247,
noes 159, not voting 27, as follows:

AYES--247

Abercrombie
Andrews
Bachus
Baesler
Baldacci
Barcia
Barr
Barrett (WI)
Barton
Becerra
Bentsen
Berman
Bevill
Bishop
Blumenauer
Blute
Bonilla
Bonior
Borski
Boucher
Browder
Brown (CA)
Brown (FL)
Brown (OH)
Brownback
Buyer
Calvert
Camp
Campbell
Cardin
Chambliss
Chapman
Clay
Clayton
Clement
Clinger
Clyburn
Coble
Coleman
Collins (GA)
Collins (IL)
Collins (MI)
Conyers
Costello
Coyne
Cramer
Cummings
Danner
Davis
de la Garza
Deal
DeFazio
DeLauro
Dellums
Deutsch
Diaz-Balart
Dicks
Dingell
Dixon
Doggett
Dooley
Doolittle
Doyle
Dreier
Duncan
Durbin
Edwards
Ehrlich
Engel
English
Ensign
Eshoo
Evans
Everett
Farr
Fattah
Fawell
Fazio
Fields (LA)
Filner
Flanagan
Forbes
Ford
Fox
Franks (CT)
Frelinghuysen
Frisa
Frost
Furse
Gejdenson
Gilman
Gonzalez
Goodlatte
Goodling
Gordon
Green (TX)
Gutknecht
Hamilton
Hastings (FL)
Hefner
Hilliard
Hobson
Hoekstra
Holden
Hostettler
Hoyer
Hutchinson
Jackson (IL)
Jackson-Lee (TX)
Jefferson
Johnson, E. B.
Johnston
Kanjorski
Kaptur
Kelly
Kennedy (MA)
Kennedy (RI)
Kennelly
Kildee
King
Kleczka
Klink
LaHood
Lantos
LaTourette
Lazio
Levin
Lewis (GA)
Lewis (KY)
Linder
Lipinski
LoBiondo
Lofgren
Longley
Lowey
Lucas
Luther
Maloney
Manton
Manzullo
Markey
Martini
Mascara
Matsui
McCarthy
McDermott
McHale
McKeon
McKinney
McNulty
Meehan
Meek
Menendez
Meyers
Millender-McDonald
Miller (CA)
Minge
Moakley
Mollohan
Montgomery
Moorhead
Moran
Murtha
Myers
Nadler
Neal
Ney
Norwood
Oberstar
Obey
Ortiz
Orton
Owens
Pallone
Parker
Pastor
Payne (NJ)
Payne (VA)
Pelosi
Peterson (MN)
Pombo
Pomeroy
Porter
Poshard
Quillen
Quinn
Rahall
Ramstad
Rangel
Reed
Richardson
Rivers
Roberts
Roemer
Ros-Lehtinen
Rose
Roth
Roukema
Roybal-Allard

[[Page H7096]]

Rush
Sabo
Sawyer
Saxton
Schroeder
Schumer
Scott
Serrano
Shuster
Sisisky
Skaggs
Skelton
Slaughter
Smith (MI)
Smith (NJ)
Spratt
Stenholm
Stokes
Studds
Stupak
Tanner
Tate
Taylor (MS)
Tejeda
Thomas
Thompson
Thornton
Thurman
Torkildsen
Torres
Traficant
Upton
Velazquez
Vento
Visclosky
Volkmer
Walker
Ward
Waters
Watt (NC)
Watts (OK)
Weller
Williams
Wilson
Wise
Wynn
Young (AK)
Zimmer

NOES--159

Allard
Archer
Armey
Baker (CA)
Baker (LA)
Ballenger
Barrett (NE)
Bartlett
Bass
Bateman
Beilenson
Bereuter
Bilbray
Bilirakis
Bliley
Boehlert
Boehner
Bono
Bryant (TN)
Bunn
Bunning
Burr
Burton
Callahan
Canady
Castle
Chabot
Chenoweth
Christensen
Chrysler
Coburn
Combest
Condit
Cooley
Cox
Crane
Crapo
Cremeans
Cubin
Cunningham
DeLay
Dickey
Dornan
Dunn
Ehlers
Ewing
Fields (TX)
Foley
Fowler
Frank (MA)
Franks (NJ)
Funderburk
Gallegly
Ganske
Gekas
Geren
Gilchrest
Gillmor
Goss
Graham
Greene (UT)
Greenwood
Gunderson
Hall (TX)
Hancock
Hansen
Harman
Hastert
Hastings (WA)
Hayworth
Hefley
Heineman
Herger
Hilleary
Hinchey
Hoke
Horn
Hunter
Hyde
Inglis
Istook
Johnson (CT)
Johnson (SD)
Johnson, Sam
Jones
Kasich
Kim
Kingston
Klug
Knollenberg
Kolbe
LaFalce
Largent
Latham
Laughlin
Leach
Lewis (CA)
Lightfoot
Livingston
McCollum
McCrery
McHugh
McInnis
McIntosh
Metcalf
Mica
Miller (FL)
Mink
Molinari
Morella
Myrick
Nethercutt
Neumann
Nussle
Olver
Oxley
Packard
Paxon
Petri
Pickett
Portman
Pryce
Radanovich
Regula
Riggs
Rogers
Rohrabacher
Royce
Salmon
Sanders
Sanford
Scarborough
Schaefer
Schiff
Seastrand
Sensenbrenner
Shadegg
Shaw
Shays
Skeen
Smith (WA)
Souder
Spence
Stearns
Stump
Talent
Tauzin
Thornberry
Tiahrt
Walsh
Wamp
Waxman
Weldon (FL)
White
Whitfield
Wicker
Wolf
Woolsey
Zeliff

NOT VOTING--27

Ackerman
Brewster
Bryant (TX)
Flake
Foglietta
Gephardt
Gibbons
Gutierrez
Hall (OH)
Hayes
Houghton
Jacobs
Lincoln
Martinez
McDade
Peterson (FL)
Smith (TX)
Solomon
Stark
Stockman
Taylor (NC)
Torricelli
Towns
Vucanovich
Weldon (PA)
Yates
Young (FL)

{time} 0050

Mr. PACKARD and Mr. PAXON changed their vote from ``aye'' to ``no.''
So the amendment was agreed to.
The result of the vote was announced as above recorded.
The CHAIRMAN. The Clerk will read the final lines of the bill.
The Clerk read as follows:

This Act may be cited as the ``Department of Transportation
and Related Agencies Appropriations Act, 1997''.
Mr. TORRES. Mr. Chairman, I rise in support of H.R. 3675, the fiscal
year 97 Transportation Appropriations bill and would urge my colleagues
to support its passage today.
I do, however, want to register my concerns about the omission from
this bill of funding that would enable the NHTSA to conduct an audit of
compliance by auto companies with the American Automobile Labeling Act
[AALA]. The administration had requested $500,000 for the purpose of
verifying the required labeling information. Periodic audits are
necessary for us to convince the Japanese that we have the capability
to verify their figures submitted under the AALA. These audits are
necessary to assure the credibility of the AALA reports.
The AALA was enacted in 1994 as a means to provide consumers with
information about the origin of motor vehicles and their parts,
information they can take into account in their vehicle purchasing
decisions. Thus, consumers who want to ``Buy American'', can do so. In
this way, the Act promotes the jobs of American workers in the
automotive industry.
It is my hope that as H.R. 3675 proceeds through the legislative
process, there will be an opportunity to provide the funding requested
by the Transportation Department and NHTSA for the audits of auto
content under the AALA.
Ms. McKinney. Mr. Chairman, I wish to thank the Chairman and the
ranking member for their hard work on this bill. This year's funding
level demonstrates our continued commitment to America's Transportation
networks.
America's productivity and global competitiveness depends on our
ability to move products and people in an efficient manner. At the
current rate, highway passenger travel is expected to double in only 30
years. To prevent excessive congestion and pollution, we need
alternative ways of transporting our people and products. Rail systems
are a clean and efficient alternative.
Although this bill reduces funds for Amtrak and the northeast
corridor, it increases funding for the next generation high-speed rail
programs.
In short, investing in America's passenger rail lines ensures a more
efficient, prosperous and environmentally sound future. I urge my
colleagues to support this bill.
Mr. DIXON. Mr. Chairman, I rise in support of H.R. 3675, the fiscal
year 1997 Transportation Appropriations Bill. Under current fiscal
constraints, Chairman Frank Wolf and ranking member Ron Coleman should
be commended for their efforts to craft a bill which seeks to balance
the needs of transit systems, highways, and aviation. I want to extend
my thanks to both of them and the subcommittee for their continued
support of transportation infrastructure initiatives in my region and
throughout California. I also want to extend my best wishes to
Representative Coleman on the occasion of managing his final
Transportation Appropriations bill as a Member of this body.
I rise today to highlight two programs of particular importance to
the Los Angeles area. The bill includes funding to continue our
partnership with the Federal Government on the metro rail redline
subway--an integral component of our efforts to build a comprehensive
transportation system. H.R. 3675 also includes essential Federal
assistance for the Alameda Corridor Project, which promises to accrue
substantial benefits not only to the Los Angeles area, but to the
entire Nation.
The Transportation Appropriations bill provides $59 million for
direct loans of $400 million over 3 years to be used for the
construction of the Alameda Corridor under sections 505 of the Railroad
Revitalization Act of 1976. This $2 billion project consolidate over 90
miles of rail with 200 at grade crossings into a single 20-mile grade
separated system. The corridor will link the ports of Los Angeles and
Long Beach with the National Railroad System and widen and improve the
truck route paralleling the rail facility to expedite truck traffic.
The Alameda Corridor will mitigate traffic congestion and pollution,
enhance the competitiveness of the San Pedro ports, bring jobs to a
hard-pressed region, and enhance redevelopment along the corridor.
These are important local benefits. But it is essential that Members
not from California understand the national significance of the Alameda
Corridor Project.
The current value of trade traveling through the San Pedro Bay ports
is estimated today at $116 billion annually. Nationally, this trade
generates 2.5 million jobs, $14 billion Federal taxes, and over $5
billion in State and local revenues. One need only look at some of the
regional figures included in those estimates to understand the
significance of the corridor project to the Nation.
The estimated value of Atlantic seaboard region trade traveling
through the San Pedro ports totals $14.9 billion; in the Great Lakes
region $16.6 billion; in the South East region $5 billion. Jobs related
to these trade figures number in the hundreds of thousands, and State
and local revenues in the hundreds of millions.
Forecasts of the projected growth of U.S.-Pacific rim trade
consistently project a doubling of trade volumes over the next 15-20
years. We cannot take full advantage of this expanded growth by
depending on freight traveling at speeds of 5 miles an hour--as it now
is apt to do along the Alameda Corridor. This situation will be
exacerbated as train traffic along the corridor grows from its current
29 trains per day to an expected 97 trains by the year 2020.
It is seldom that we encounter a project that makes greater sense
from a local, State, and national standpoint.
The Transportation Appropriations bill also includes $90 million for
further design and construction of segment 3 of the metro rail red
line. While this is significantly less than the Federal Transit
Administration's recommendation and the Los Angeles Metropolitan
Transportation Authority's [MTA] request, we recognize that a number of
worthy projects are competing for tight Federal dollars. I am also well
aware of the committee's concern about a number of matters associated
with metro rail construction. I am gratified by the committee's
continued support of the Los Angeles subway and its expectation that,
under new leadership, any outstanding problems facing the project will
be overcome.
A broad-based bipartisan coalition of elected officials, and business
and community leaders support the L.A. MATS's efforts to implement our
comprehensive transportation plan. That plan includes combining heavy-
rail subway, at grade light-rail, commuter rail, and improved bus
service. The People of Los Angeles have levied a one-cent sales tax on
themselves to

[[Page H7097]]

improve transit in our area. This source of revenue, which totals
approximately $750 million per year, coupled with State and Federal
funds, is partially used to fund the Los Angeles metro rail project--a
23.4 mile, heavy-rail subway, which will act as the spine of our
transit network.

Extensions from the metro rail spine include the 22 mile light-rail
blue line--from Long Beach to downtown Los Angeles; the blue line
extension, north to Pasadena; and the green line which intersects the
blue line from the Los Angeles international airport area. These are
all locally funded projects built without Federal assistance. In
addition, Los Angeles has continued to seek a 50-percent Federal share
for construction of the metro rail project, well below the maximum 80
percent allowed by law.
Segment 3 of the metro rail red line MOS-3 will add an additional
11.6 miles to the metro system upon completion. This segment is
particularly important to those of us who represent economically and
ethnically diverse constituencies. The mid-city segment, East Los
Angeles and North Hollywood extensions, will provide services to an
ethnically and economically diverse community comprised of African
American, Asian, and Latino residents traditionally dependent on public
transit.
Residents of these communities have the same, if not greater, transit
needs as our more affluent neighborhoods, but lack significant
transportation options. Access to metro rail will not merely enhance
the daily lives of these residents, it will also enable many to easily
travel to other job rich areas of Los Angeles County.
With the Los Angeles area continuing to recover from a stubborn
recession, L.A.'s metro rail also provides thousands of needed jobs to
residents of the area, with Federal dollars leveraging local and
private funding vital to expansion of the local economy. Last year,
15,000 jobs were created through metro rail construction, and the MTA
estimates that over 100,000 jobs will be created by the time the metro
rail is complete.
The Alameda Corridor and the metro rail system are essential to
improving the quality of life in the Los Angeles and to providing
economic stimulus and security to the region, as well as the entire
Nation. Statistics pointing to dramatic increases in the future
population of the State and region, as well as the lessons learned from
the transportation upheavals in the aftermath of the 1994 Northridge
earthquake, demonstrate that it is essential that we continue to move
ahead aggressively on our plans for a comprehensive intermodal
transportation network. I commend the committee for acknowledging the
importance of the Federal role in achieving that goal and urge support
for the bill.
Mr. WISE. Mr. Chairman, I would like to take a few minutes to draw my
colleagues attention to funding for Amtrak. We are at a critical stage
with regard to our national rail passenger policy as we attempt to
transition Amtrak from Federal financial support. However, are we being
penny wise and pound foolish?
We are all aware that the budget resolutions for the last 2 years
have put Amtrak on a glide path off of operating support. Additionally,
after months of hearings and deliberations, the Transportation and
Infrastructure Committee brought a bill before the House to reauthorize
Amtrak last year, which passed the House by a vote of 406 to 4. The
House-passed bill also constructs a gradual phase out of Amtrak's
operating support by 2002. Moreover, Amtrak's own business plan also
eliminates the need for Federal assistance by 2002. Essentially, we all
made an agreement with Amtrak. We told them to do what no other
national passenger railroad in the world has been able to do: be free
of operating support. This is indeed a major accomplishment and one
that Congress should encourage. In return, we offered Amtrak a
structured funding phaseout and passage of cost saving legislation.
Yet, from 1995 to 1997, Amtrak's funding levels are $1.2 billion less
than what they requested and what they told us was necessary for
operating self-sufficiency. In fact, this year the Northeast Corridor
Improvement program will receive no funding. The President requested
$200 million and in fiscal year 1996 it was appropriated $115 million.
Amtrak's capital budget also took a severe hit. It is appropriated $120
million, which is $176.5 million less than the President requested and
$110 million less than the fiscal year 1996 level. How can we expect
them to operate our national railroad passenger system given these deep
cuts?
Congress has deviated from the plan we set forth in the budget
resolution and the House-passed reauthorization bill. Without adequate
capital funds during this critical transition period, Amtrak will not
be able to make the necessary investment to survive once Congress
ceases its financial support. Additionally, the Senate has failed to
pass their vision of the Amtrak reauthorization bill, thus, Amtrak does
not benefit yet from any of the cost savings contained in that bill.
A railroad is a capital intensive enterprise. Since Amtrak came into
existence 25 years ago, Congress has never provided it with adequate
funding. Consequently, Amtrak has not been able to modernize its
locomotives and purchase more reliable and fuel-efficient engines. Many
of their maintenance shops are still from the engine era and need to be
upgraded. The electric wires that are used on the Northeast Corridor
are the same ones the Pennsylvania Railroad first strung in 1933. We
will never get them to a legitimate point of self-sufficiency, if we do
not give Amtrak the ability to reinvest now.
Mr. Chairman, let us not forget that if Amtrak becomes insolvent, the
liability to the Federal Government is going to be a far greater cost
to the taxpayer than giving Amtrak the funds they need to successfully
transition into self-sufficiency.
I ask my colleagues to weigh carefully what we are doing here and ask
ourselves if the end justify the means.
Mrs. MORELLA. Mr. Chairman, I feel that it is appropriate for me to
rise at this time to express my concern about funding for Amtrak. It is
my understanding that this bill includes $542 million for fiscal year
1997. This is well below the $922 million assumed for Amtrak in the
1997 Republican budget resolution.
Amtrak is our national passenger railroad. It has been in existence
for more than a quarter of a century, built on a commitment by
Congress. Amtrak is a cross-country passenger system that services the
commuter and travel needs of Americans. This passenger railroad
relieves congested highways while reducing pollution. This intercity
railroad is a necessary component of a balanced transportation system.
Amtrak will not be able to continue its present level of service
under the funding levels in this appropriations bill. The railroad
would be forced to discontinue a number of routes and many workers
would lose their jobs. Amtrak employs more than 25,000 people. The
taxes on the salaries of these workers and on sales of supplies to
Amtrak exceed congressional funding. Drastic cuts in Federal funding of
Amtrak will result in the decline and the eventual elimination of this
railroad system.
Amtrak meets the transportation needs of many small communities that
are poorly served by buses and air services. Trains are an important
travel option for senior citizens, the disabled, and for persons with
medical conditions that prevent them from flying.
Amtrak's goal is to operate an efficient rail passenger system that
does not have to depend on Federal dollars, and it has a business plan
to accomplish this goal by the year 2002. Until that time, Amtrak needs
Government support in order to successfully achieve its goal. By
cutting Amtrak's budget in half over the past 2 years, we are putting
America in jeopardy of losing its national passenger railroad and the
essential services it provides to its citizens.
Ms. HARMAN. Mr. Chairman, I rise today in strong support of H.R.
3675, the Transportation Appropriations bill for fiscal year 1997. I
would like to commend Chairman Frank Wolf and his entire subcommittee
colleagues for their bipartisan work on this legislation.
I am particularly pleased that the bill funds the Alamenda Corridor
project in Southern California. The Alameda Corridor will facilitate
the nationwide movement of goods from the ports of Los Angeles and Long
Beach, which already account for 25 percent of all U.S. waterborne
international trade. The bills $59 million appropriation will be used
to finance a $400 Federal loan for the project. This Federal component
will be leveraged against an additional $1.4 billion in non-Federal
funds from the ports, local municipalities and railroad users.
The Alameda Corridor is about the economy, not politics. Members from
both sides of the aisle have fought hard for the program in the
Democratically-led 103d Congress as well as in the Republican-led
104th. The administration has also made the Corridor a priority by
including the project in the President's fiscal year 1997 budget
request. The Alamenda Corridor is proof positive that we can make sound
policy as long as we work together on a bipartisan basis.
In addition to funding the Corridor, this bill provides much needed
Federal support for the L.A. County Metropolitan Transportation
Authority. By funding the Metro Rail Red Line, the legislation helps
ensure that Southern California residents will soon be able to break
free of their cars in favor of dependable mass transit. By financing
the Advanced Technology Transit Bus--also known as the ``Stealth
Bus''--the bill guarantees that defense technology will play an
important role in our Nation's developing advanced transportation
industry.
Mr. Chairman, investments in transportation are investments in our
future. I urge my colleagues to join me in supporting this bipartisan
legislation to do just that.
Mrs. COLLINS of Illinois. Mr. Chairman, I rise in opposition to H.R.
3675, the Transportation Appropriations Act for fiscal year 1997.

[[Page H7098]]

As we debate this measure it is particularly important for Members to
focus on assuring that Federal policy continues to help address the
mounting infrastructure needs and transportation priorities of major
cities such as Chicago.
It is the opinion of this Member that the minuscule increases offered
by the Gingrich-Armey budget simply do not keep pace with the Nation's
transportation needs. And that, Mr. Chairman, is very disheartening.
Furthermore, it is outrageous that this Republican budget rescinds
funding for surface transportation demonstration projects at a time
when our urban centers are in their greatest need for such projects. In
the city of Chicago, for example, at least 237 bridges need substantial
rehabilitation and maintenance work; the city's arterial street network
is in need of major rehabilitation, and resurfacing and other
improvements are desperately needed.
This Republican proposal which is nearly $170 million below the
administration's request is flawed. It is asking States and
municipalities to do a whole lot more with a whole lot less.
America's major urban centers are maxed-out. Our cities cannot
continue bearing the heavy economic burden of attracting residents back
to our urban areas without the continued assistance of the Federal
Government.
In the Chicago metropolitan area the funding of several important
transportation initiatives such as improvements to the Chicago Transit
Authority's bus and rail fleet and other street and road repair
projects would go far in increasing the economic base of the area. This
requires a lot more assistance than what this funding proposal offers.
And that Mr. Chairman, is why I urge my colleagues to vote no on H.R.
3675.
Ms. DeLAURO. Mr. Chairman, funding America's transportation needs is
absolutely essential to the viability of our nation's business and
industry. And for the most part, the House 1997 transportation spending
bill recognizes this national priority for economic expansion and job
creation. While the bill is $50 million below President Clinton's
request for 1997, and more than $1 billion below 1995 levels, this bill
does represent an increase of about $150 million from current year
levels.
Yet despite this significant increase, this bill eliminates funding
for one of the most important and successful transportation projects in
this country. Amtrak's Northeast Corridor Improvement Project will
speed travel between Washington and Boston; alleviate airport and
highway congestion and the associated environmental problems; and
create jobs.
The Transportation Committee recommended the elimination of Amtrak
corridor improvement funds for 1997 because of the belief that Amtrak
had a backlog of unspent funds due to unavoidable project slowdowns.
Yet these funds will be expended by the end of the year. If this
happens, Amtrak will not have money to complete Northeast corridor
projects needed to bring high-speed rail to America.
We'll have the opportunity to fix these cuts when the House and the
other body meet to work out differences between our respective
transportation spending bills. But the cuts in the House bill are
harmful to America's workers, harmful to consumers, and harmful to
business. Nearly every Member of the House of Representatives, myself
included, supported Amtrak's efforts to end Federal operating subsidies
for Amtrak by the year 2002. Yet these cuts are $1.2 billion below what
Amtrak needs for operating self-sufficiency until the phase-out of
subsidies. We cannot expect them to continue to operate a national
system given these deep cuts.
Amtrak needs to invest in order to strengthen future business
prospects. Creating the high-speed corridor in the Northeast is just
one example of how Amtrak can run more like a private business and
create jobs and economic growth in this country.
Let's give them what they need to get the job done so that they can
operate more like other businesses. Let's not be shortsighted in our
obligation to ensure that Americans have the best transportation system
in the world.
Ms. McKINNEY. Mr. Chairman, Metropolitan Atlanta is the fastest
growing major metropolitan area in the nation. DeKalb County, a major
part of metropolitan Atlanta, is the second most populated county in
the State of Georgia, with 577,877 residents in 1994 and a projected
growth to 719,761 residents by the year 2010. This growth is bound to
exacerbate current stress on the county's increasingly insufficient
public transportation system.
Regarding the modes of transportation used in DeKalb County, 75
percent of commuters drive alone and only 8 percent use public
transportation to reach their work on a daily basis. Moreover, almost
half the county's residents work within the county. Clearly these
present factors contribute to the daily traffic jams that occur
throughout the populated communities of DeKalb County.
While the Metropolitan Atlanta Rapid Transit Authority's [MARTA] rail
system serves the city of Atlanta, only two lines are dedicated to
serve DeKalb County, and the vast number of rail stations exists
outside DeKalb County.
For these reasons, I requested $1 million to be included in H.R. 3675
to conduct a study exploring the feasibility of a light-rail line in
DeKalb County. This study will examine the impact of the line and its
effect on the surrounding communities. Among the institutions and
communities that will benefit from the MARTA extension are the Emory
community that is home to the university, the Center for Disease
Control, several other prominent health institutions, and the
residential area of South DeKalb. One excellent possibility would be a
rail line connecting the Lindbergh Station on the current North-
Northeast-South Line nexus with the East Line at East Lake Station and
extending into Southern DeKalb County to DeKalb College South Station.
Such a line would be a vital connection between these important areas.
Thus, to ensure the future vitality of Metro Atlanta, we must
continue to explore new ways of transporting its residents. I commend
the chairman and the ranking member for their work on this bill, and
for their efforts to meet the transportation needs of America's fastest
growing metropolitan area.
Mr. MARKEY. Mr. Chairman, I rise in opposition to H.R. 3675, the
Transportation appropriations bill for fiscal year 1997. I am
particularly concerned about the drastic cuts that are proposed for
Amtrak. Under H.R. 3675, the Northeast corridor improvement program
would receive no funding for fiscal year 1997. In addition, Amtrak's
capital assistance and operating assistance budgets would be cut by a
total of $173 million compared to last year. This will have a
devastating impact on railroad service in the Northeast corridor and,
therefore, on travelers in New England.
It should be clear by now that Congress intends Amtrak to be self-
sufficient by fiscal year 2002. Last year, the House of Representatives
approved a reauthorization bill for Amtrak which gradually phases out
financial support by the year 2002. In addition, the fiscal year 1997
budget resolution places Amtrak on a glidepath toward self-sufficiency.
However, with the proposed level of funding for fiscal year 1997,
Congress has moved away from the blueprint envisioned in the budget
resolution and in last year's reauthorization bill. Amtrak's funding
levels from 1995 to 1997 are $1.2 billion less than what they indicated
was necessary for operating self-sufficiency.
Railroads are capital intensive operations, and yet Congress has kept
Amtrak on a slim-fast capital diet for the better part of its 25-year
existence. Without adequate capital funds during this critical
transition period, Amtrak cannot make the essential investments
necessary to survive once Congress has provided its last dollar of
operating support. Amtrak will need to modernize its locomotive fleet
by purchasing more reliable and fuel-efficient engines. In addition,
many of their maintenance shops, which date to the steam era, need to
be upgraded, and the electric wires on the Northeast corridor, which
are the same ones the Pennsylvania Railroad first strung in 1933, also
need to be replaced. If we do not give Amtrak the ability to reinvest
now, we will never get them to a legitimate point of self-sufficiency.
We are at a pivotal time with regard to our national passenger rail
policy. We have told Amtrak to do what no other national passenger
railroad in the world has been able to do--to be free of operating
support. This is a major accomplishment and one that Congress should
encourage. However, without adequate capital funds now, Amtrak will
forever be dependent on Congress to meet its operating needs. Should
Amtrak become insolvent, the liability to the Federal Government is
going to be a far greater cost to the taxpayer than giving Amtrak the
funds needed to successfully transition to self-sufficiency.
Mr. FRANKS of New Jersey. Mr. Chairman, today I rise in strong
support of H.R. 3675, the Fiscal Year 1997 Transportation
Appropriations Act. For the second consecutive year, Chairman Wolf and
the House Transportation Appropriations Subcommittee have produced an
excellent bill that builds America's infrastructure while helping to
balance the Federal budget.
While there are many fine provisions contained in this bill, there is
one provision of particular concern to my constituents. The provision
to which I am referring is a $1 million appropriation for the West
Trenton Line in New Jersey. This appropriation is a major step forward
in restoring commuter service on this line.
The West Trenton Line would provide transit service to southern and
central Somerset County as well as the northern and western portions of
Mercer County. It is expected to provide service to 1,750 commuters a
day by 2015. The service would be offered from West Trenton to Bound
Brook. The train would then joint the Raritan Valley Line and terminate
at Newark. Passengers traveling south could board SEPTA trains to
Philadelphia or other points in Pennsylvania. In fact, there are plans

[[Page H7099]]

to have future coordination with the Pennsylvania Department of
Transportation to eventually extend the line into Bucks County.
I believe restoring the line makes sense for a number of reasons.
First, it would provide cost-effective relief from traffic congestion
along Routes 31, 27, 1, 206, and 22. Somerset County's highway system
is already overburdened and building new roads or expanding existing
ones is a costly and potentially difficult proposition. Additionally,
the line would help the state meet its Clean Air Act mandates, and
improve the current 1.08 average vehicle occupancy for this area--which
is the lowest in the State.
While a large number of residents in this area go to work everyday to
Philadelphia, Trenton, Newark, or New York, there is no scheduled
public transportation. This was not always the case. The West Trenton
Line was established in the 19th century and continued under various
owners until 1982. Unfortunately, service was forced to terminate in
1982 because of declining ridership due to old equipment, poor on-time
performance, and infrequent service. The line is now used by Conrail as
a freight line.
Much has changed since the line stopped carrying passengers 14 years
ago. The population has soared, which has resulted in increases of
traffic congestion on both State and local roads. The township of
Hillsborough alone has experienced a 51-percent increase in population
from 1980 to 1990. According to NJ transit, the government entity which
would operate this line, a total of 104,000 people now reside in the
West Trenton corridor.
This project enjoys the support of many groups, including: the Union
County Transportation Advisory Board, the Lower Bucks County Chamber of
Commerce, the Somerset County Planning Board, the Greater Princeton
Transportation Management Association, the Mercer County Chamber of
Commerce, the Somerset County Chamber of Commerce, the Somerset County
Environmental Stewardship Council, RideWise of Raritan Valley, the West
Trenton Coalition, and the Middlesex County Planning Board. Moreover, I
thank Mayor Ken Scherer of Hillsborough, NJ, and Barbara Roos,
president of the Somerset County Chamber of Commerce, for coming to
Washington to testify before Congress in support of this project. I
believe their testimony was crucial in finally getting this project off
the ground.
Mr. Chairman, I support this project because of its positive benefits
regarding economic cost effectiveness, energy efficiency, congestion
mitigation, and safety. I urge my colleagues to vote ``aye'' on this
important bill.
The CHAIRMAN. If there are no further amendments to the bill, under
the the Committee rises.
Accordingly, the Committee rose; and the Speaker pro tempore [Mr.
Petri] having assumed the chair, Mr. Bereuter, Chairman of the
Committee of the Whole House on the State of the Union, reported that
that Committee, having had under consideration the bill, (H.R. 3675),
making appropriations for the Department of Transportation and related
agencies for the fiscal year ending September 30, 1997, and for other
purposes, pursuant to House Resolution 460, he reported the bill back
to the House with sundry amendments adopted by the Committee of the
Whole.
The SPEAKER pro tempore. Is a separate vote demanded on any
amendment? If not, the Chair will put them en gros.
The amendments were agreed to.
The SPEAKER pro tempore. The question is on the engrossment and third
reading of the bill.
The bill was ordered to be engrossed and read a third time, and was
read the third time.
The SPEAKER pro tempore. The question is on the passage of the bill.
Pursuant to clause 7 of rule IV, the yeas and nays are ordered.
The vote was taken by electronic device, and there were--yeas 403,
nays 2, not voting 29, as follows:

[Roll No. 292]

YEAS--403

Abercrombie
Allard
Andrews
Archer
Armey
Bachus
Baesler
Baker (CA)
Baker (LA)
Baldacci
Ballenger
Barcia
Barr
Barrett (NE)
Barrett (WI)
Bartlett
Barton
Bass
Bateman
Becerra
Bentsen
Bereuter
Berman
Bevill
Bilbray
Bilirakis
Bishop
Bliley
Blumenauer
Boehlert
Boehner
Bonilla
Bonior
Bono
Borski
Boucher
Browder
Brown (CA)
Brown (FL)
Brown (OH)
Brownback
Bryant (TN)
Bunn
Bunning
Burr
Burton
Buyer
Callahan
Calvert
Camp
Campbell
Canady
Cardin
Castle
Chabot
Chambliss
Chapman
Chenoweth
Christensen
Chrysler
Clay
Clayton
Clement
Clinger
Clyburn
Coble
Coburn
Coleman
Collins (GA)
Collins (IL)
Collins (MI)
Combest
Condit
Conyers
Cooley
Costello
Cox
Coyne
Cramer
Crane
Crapo
Cremeans
Cubin
Cummings
Cunningham
Danner
Davis
de la Garza
Deal
DeFazio
DeLauro
DeLay
Dellums
Deutsch
Diaz-Balart
Dickey
Dicks
Dingell
Dixon
Doggett
Dooley
Doolittle
Dornan
Doyle
Dreier
Duncan
Dunn
Durbin
Edwards
Ehlers
Ehrlich
Engel
English
Ensign
Eshoo
Evans
Everett
Ewing
Farr
Fattah
Fawell
Fazio
Fields (LA)
Fields (TX)
Filner
Flanagan
Foley
Forbes
Ford
Fowler
Fox
Frank (MA)
Franks (CT)
Franks (NJ)
Frelinghuysen
Frisa
Frost
Funderburk
Furse
Gallegly
Ganske
Gejdenson
Gekas
Geren
Gilchrest
Gillmor
Gilman
Gingrich
Gonzalez
Goodlatte
Goodling
Gordon
Goss
Graham
Green (TX)
Greene (UT)
Greenwood
Gunderson
Gutknecht
Hall (TX)
Hamilton
Hancock
Hansen
Harman
Hastert
Hastings (FL)
Hastings (WA)
Hayworth
Hefley
Hefner
Heineman
Herger
Hilleary
Hilliard
Hinchey
Hobson
Hoekstra
Hoke
Holden
Horn
Hostettler
Hoyer
Hunter
Hutchinson
Hyde
Inglis
Istook
Jackson (IL)
Jackson-Lee (TX)
Jefferson
Johnson (CT)
Johnson (SD)
Johnson, E. B.
Johnson, Sam
Johnston
Jones
Kanjorski
Kaptur
Kasich
Kelly
Kennedy (MA)
Kennedy (RI)
Kennelly
Kildee
Kim
King
Kingston
Kleczka
Klink
Klug
Knollenberg
Kolbe
LaFalce
LaHood
Lantos
Largent
Latham
LaTourette
Laughlin
Lazio
Leach
Levin
Lewis (CA)
Lewis (GA)
Lewis (KY)
Lightfoot
Linder
Lipinski
Livingston
LoBiondo
Lofgren
Longley
Lowey
Lucas
Luther
Maloney
Manton
Manzullo
Markey
Martini
Mascara
Matsui
McCarthy
McCollum
McCrery
McDermott
McHale
McHugh
McInnis
McIntosh
McKeon
McKinney
McNulty
Meehan
Meek
Menendez
Metcalf
Meyers
Mica
Millender-McDonald
Miller (CA)
Miller (FL)
Minge
Mink
Moakley
Molinari
Mollohan
Montgomery
Moorhead
Moran
Morella
Murtha
Myers
Myrick
Nadler
Neal
Nethercutt
Neumann
Ney
Norwood
Nussle
Oberstar
Obey
Olver
Ortiz
Orton
Owens
Oxley
Packard
Pallone
Parker
Pastor
Paxon
Payne (NJ)
Payne (VA)
Pelosi
Peterson (MN)
Petri
Pickett
Pombo
Pomeroy
Porter
Portman
Poshard
Pryce
Quillen
Quinn
Radanovich
Rahall
Ramstad
Rangel
Reed
Regula
Richardson
Riggs
Rivers
Roberts
Roemer
Rogers
Rohrabacher
Ros-Lehtinen
Rose
Roth
Roukema
Roybal-Allard
Royce
Rush
Sabo
Salmon
Sanders
Sanford
Sawyer
Saxton
Scarborough
Schaefer
Schiff
Schumer
Scott
Seastrand
Sensenbrenner
Serrano
Shadegg
Shaw
Shays
Shuster
Sisisky
Skaggs
Skeen
Skelton
Slaughter
Smith (MI)
Smith (NJ)
Smith (WA)
Souder
Spence
Spratt
Stearns
Stenholm
Stokes
Studds
Stump
Stupak
Talent
Tanner
Tate
Tauzin
Taylor (MS)
Tejeda
Thomas
Thompson
Thornberry
Thornton
Thurman
Tiahrt
Torkildsen
Torres
Traficant
Upton
Velazquez
Vento
Visclosky
Volkmer
Walker
Walsh
Wamp
Ward
Watt (NC)
Watts (OK)
Waxman
Weldon (FL)
Weller
White
Whitfield
Wicker
Williams
Wilson
Wise
Wolf
Woolsey
Wynn
Young (AK)
Zeliff
Zimmer

NAYS--2

Beilenson
Schroeder

NOT VOTING--29

Ackerman
Blute
Brewster
Bryant (TX)
Flake
Foglietta
Gephardt
Gibbons
Gutierrez
Hall (OH)
Hayes
Houghton
Jacobs
Lincoln
Martinez
McDade
Peterson (FL)
Smith (TX)
Solomon
Stark
Stockman
Taylor (NC)
Torricelli
Towns
Vucanovich
Waters
Weldon (PA)
Yates
Young (FL)

{time} 0108

So the bill was passed.
The result of the vote was announced as above recorded.
A motion to reconsider was laid on the table.

____________________