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foot extension of the present runway will accomplish this. The Committee understands that $170,000 is all that is necessary to extend the Magnolia, AR, airport an additional 390 feet.

The Committee expects applications for discretionary funds from Philadelphia International Airport/Northeast Philadelphia Airport to receive high priority consideration. Until last year, Philadelphia, the Nation's fifth largest metropolitan area, was one of only a few primary airport sites that had never requested nor received discretionary funding under the 1982 Airport and Airway Improvement Act. Projects which are beginning and for which applications are being made will provide substantial and necessary air service expansions and economic stimuli for the tri-state region served by these facilities.

The Committee recognizes and endorses the agreement between the Department of Transportation and the State of Maryland dated October 21, 1986, in which the Department of Transportation agreed to fund the Federal share of capital improvements at Baltimore-Washington International [BWI] Airport, including land acquisition to resolve noise and safety problems, runway rehabilitation, expansion of the general aviation runway, and construction of a major new runway. Improvement of the airport is a necessary and important part of the Department's effort to improve air transportation facilities for the Nation's capital, and for the Washington and Baltimore region. The Committee has noted the significant expansion of traffic at BWI, and concurs with the Department's finding that the improvement of that airport is in the public interest. Further, the Committee has noted the Maryland Department of Transportation's innovative programs designed to mitigate airport-related noise and believes that these programs should be funded at an early date. Thus, the Committee directs that BWI receive high priority in the distribution of Federal discretionary funding for airport improvements to ensure the most rapid modernizaton of that facility and the mitigation of environmental impacts created by airport operations.

The Committee expects applications for discretionary funds for Bullhead City Airport, AZ, to receive high priority consideration. This project involves the lengthening and realignment of the runways and the enlargement of the existing terminal building. These improvements are needed to accommodate the continued growth of Bullhead City, one of the fastest growing communities in Arizona.

The Committee also concurs with the House language relating to the FAA giving high funding priority to the Taos Municipal Airport, Taos, NM.

The Committee expects the city of Inglewood, CA, to receive highpriority consideration for its application to recycle noise impacted land near Los Angeles International Airport. As outlined in the FAA-approved land use compatibility study (LAX-ANCLUC], Federal funds will be used to recycle land from incompatible residential uses to compatible light industrial uses and relocate the displaced tenants. This model project represents a more efficient way of changing land use and

marks the first time that an applicant has requested funds to solve an airport problem in this manner. Because of the unique and promising nature of this project, the funding process should be accelerated to facilitate the recycling of at least the first phase of the redevelopment project which will eventually encompass 73 acres. The first phase will be completed with the expenditure of sufficient FAA funds to pay actual acquisition, relocation and preparation costs of the remaining parcels identified in the original grant application.

The Committee directs that Greater Pittsburgh International Airport receive high priority for discretionary funding for the construction of the new midfield terminal project. The expansion of Greater Pittsburgh International Airport is important to the economic progress of southwestern Pennsylvania. The funds are critical to the accommodation of the 24 million passengers expected by the year 2000.

INSTRUMENT LANDING SYSTEMS

The bill contains funding for additional ILS installations in the "Facilities and equipment" appropriation. Therefore, the Committee does not concur in the House report language setting aside $10,000,000 from the Grants-in-Aid for Airports Program for the purchase or lease and installation of instrument landing and approach lighting systems.

SMOKING ON AIRLINES

The House bill contained a general provision, section 329, that would have denied airport improvement grants to any airport which permitted air carriers to provide scheduled flights of 2 hours or less on which smoking was allowed. While agreeing with the general objective of this provision, that is, to protect nonsmokeers from exposure to secondary tobacco smoke, the Committee believes this approach is neither administratively workable or consistent with the public interest in expanding airport capacity.

Instead, the Committee recommends bill language, section 327, which: (1) Establishes a direct 3-year prohibition on smoking on scheduled domestic flights of 2 hours or less; (2) imposes a civil penalty of up to $1,000 for each violation; (3) prohibits tampering with or disabling smoke alarms and imposes a civil penalty of up to $2,000 for each violation; and (4) directs the Secretary to enforce the provisions by regulation. These provisions on smoking will go into effect 4 months after enactment of this bill and stay in effect for 3 years. The Committee also urges the FAA to require airlines to post in a prominent place signs stating that smoking in the lavatory or disabling smoke alarms is illegal and violators are subject to substantial fines.

The purpose of this section is to limit the exposure of nonsmokers to ambient tobacco smoke, the harmful effects of which are generally well established. Three recent scientific reports have prompted this action. The reports, the first a congressionally mandated study of air quality in the airplane passenger cabin by the National Academy of Sciences [NAS], the second, also by NAS, on the health effects of exposure to

environmental tobacco smoke, and the third by the Surgeon General on the health consequences of involuntary smoking, together support the conclusion that airborne tobacco smoke in the enclosed environment of the airplane passenger cabin poses significant health risks to passengers and crew. Cigar and pipe smoking have been prohibited in airplanes since 1983.

The congressionally mandated report on airline passenger cabin air quality found that the unique climatic conditions in the passenger cabin combine to make contamination of the air by tobacco smoke an especially egregious problem, and that the only feasible solution, at present, is to eliminate smoking entirely.

The Surgeon General and the NAS have concluded that regular exposure to ambient tobacco smoke increases the risk for lung cancer in otherwise healthy nonsmokers, and increases respiratory symptoms and disease in infants and children. These reports also find that the simple separation of smokers and nonsmokers in the same airspace is not sufficient to eliminate the nonsmokers' exposure to airborne tobacco smoke, and that in enclosed environments ventilation rates cannot be increased sufficiently (without creating wind tunnel effects) to rid the air of tobacco smoke.

In light of this body of evidence, the Committee believes an interim ban on smoking on the relatively short flights which constitute approximately 80 percent of all air carrier operations is necessary until a longer term solution can be devised.

CABIN FIRE SAFETY RULES

The Committee understands that the Federal Aviation Administration [FAA], effective October 1, 1987, will require all part 121 air carriers to have seat blocking layers that will substantially reduce the spread of cabin fires.

The Committee further understands that the FAA recently implemented a rule that would require installation of cabin interior materials in 1991, and then only in newly manufactured aircraft or those undergoing a complete cabin redesign. Because of health and safety concerns about smoking onboard aircraft, the Committee urges the FAA to consider implementation prior to the 1991 target date and, if necessary, to consider further rulemaking to retrofit the commercial fleet.

The Committee is aware that the Federal aviation regulation (49 CFR 121.308) currently requires a smoke detection system or equivalent that provides a warning light in the cockpit or provides a warning light or audio warning in the passenger cabin which would be readily detected by a flight attendant. The civil aviation fleet currently is equipped with battery operated smoke detectors. The Committee believes the FAA should consider the possible gains in safety and reliability that could accrue from wiring smoke detectors direct to electrical fuses.

ATLANTIC CITY AIRPORT

The Committee has approved a general provision prohibiting the use of funds provided in the bill for: (1) development and planning grants to the Atlantic City airport in Pomona, NJ, (except for projects required to maintain safety) and (2) any transfer of Federal property to the airport operating entity until the master plan for Atlantic City and Bader Field has been completed and an independent public regional authority has been established to operate and manage the airport. The Atlantic City airport, located at Pomona, NJ, has great potential for expansion and could become an important element of the national network of commercial service airports. At present, the airport is the site of the FAA technical center, and FAA owns all of the runways and virtually all of the property at the airport (in excess of 5,000 acres). In addition, the 177th Fighter Interceptor Group of the New Jersey Air National Guard is headquartered at the airport. The existing terminal and related facilities are owned and operated by the city of Altantic City. Thus, the expansion and development of the airport will require the planning and coordination of a number of important and legitimate interests—Federal, State, and local. For this reason, the Committee believes a moratorium on further investment of Federal resources is necessary until a more effective, less fragmented management and planning structure can be put in place.

HONOLULU INTERNATIONAL AIRPORT

The Committee has approved bill language, section 336, releasing certain conditions on U.S. Postal Service property to facilitate an exchange with the State of Hawaii. The Committee is informed that the State of Hawaii and the U.S. Postal Service are engaged in a land exchange for the expansion of Honolulu International Airport. As part of this exchange, the State of Hawaii agreed to transfer a 0.355-acre parcel of property to the U.S. Postal Service as an addition to the USPS Honolulu International Airport mail processing facility. The Committee understands that the 0.355-acre parcel of land is a remnant of land which is no longer useful to the State but is useful to the USPS. This 0.355-acre parcel is part of land transferred to the State of Hawaii by the U.S. Navy for airport purposes. The language recommended by this Committee will authorize the release of certain conditions on the use of this property to complete the transfer to the U.S. Postal Service.

The Committee has also been informed that areas 46A and 46B of the U.S. General Services Administration facility site in Moanalua and Honolulu, Oahu, HI, are necessary for the orderly development and expansion of Honolulu International Airport and the purchase of these parcels should be eligible as an allowable project cost under section 513 of the Airport and Airway Improvement Act of 1982. Therefore, the Committee has approved additional bill language, section 337, which authorizes the Federal Aviation Administration to reimburse the State of Hawaii for the acquisition of areas 46A and 46B as provided in section 510 of the Airport and Airway Improvement Act of 1982.

OPERATION AND MAINTENANCE, METROPOLITAN WASHINGTON AIRPORTS

Appropriations, 1987.

Budget estimate, 1988...........
House allowance.

Committee recommendation..

$35,000,000

Both Washington Metropolitan Airports, Washington National and Washington Dulles International have been transferred by lease to the Washington Airport Regional Authority pursuant to title VI of Public Law 99-591. This independent authority, whose Board of Directors comprises representatives of the States of Virginia and Maryland, the District of Columbia, and the Federal Government, will operate, maintain, promote, and develop the airports as primary airports serving the Metropolitan Washington area.

There was, therefore, no request for this account and the Committee concurs with the House in providing no additional funding.

CONSTRUCTION, METROPOLITAN WASHINGTON AIRPORTS

Appropriations, 1987..

Budget estimate, 1988.

House allowance.

Committee recommendation...

$7,000,000

The Washington Airport Regional Authority, established pursuant to the Metropolitan Washington Airports Act of 1986, is now responsible for financing the capital requirements of Washington National and Washington Dulles International Airports. No funds were, therefore, requested for this account and the Committee recommends none. The House also terminates funding for this account.

AIRCRAFT PURCHASE LOAN GUARANTEE PROGRAM

Appropriations, 1987...

Budget estimate, 1988.

House allowance..

Committee recommendation.........

$16,414,056

The Aircraft Purchase Loan Guarantee Program was established pursuant to Public Law 85-304, as amended, which gave the Secretary of Transportation the authority to provide Government guarantees of private loans to certain air carriers for the purchase of modern aircraft and equipment when financing was not otherwise available on reasonable terms. The authority to provide new guarantees expired on October 23, 1983.

The bill includes language authorizing the Secretary of Transportation to borrow funds from the Treasury to cover the costs of aircraft loan defaults. The Committee concurs with the House in limiting outstanding obligations pursuant to this authority to an aggregate of $60,000,000. This is $15,000,000 less than the fiscal 1987 level and the budget estimate.

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