[House Report 105-408]
[From the U.S. Government Publishing Office]
105th Congress Report
HOUSE OF REPRESENTATIVES
2d Session 105-408
_______________________________________________________________________
RONALD REAGAN NATIONAL AIRPORT
_______
January 29, 1998.--Committed to the Committee of the Whole House on the
State of the Union and ordered to be printed
_______________________________________________________________________
Mr. Shuster, from the Committee on Transportation and Infrastructure,
submitted the following
R E P O R T
together with
DISSENTING AND ADDITIONAL DISSENTING VIEWS
[To accompany H.R. 2625]
[Including cost estimate of the Congressional Budget Office]
The Committee on Transportation and Infrastructure, to whom
was referred the bill (H.R. 2625) to redesignate Washington
National Airport as ``Ronald Reagan Washington National
Airport'', having considered the same, reports favorably
thereon with amendments and recommends that the bill as amended
do pass.
The amendments are as follows:
Strike out all after the enacting clause and insert in lieu
thereof the following:
SECTION 1. REDESIGNATION.
The airport described in the Act entitled ``An Act to provide for the
administration of the Washington National Airport, and for other
purposes'', approved June 29, 1940 (Chapter 444; 54 Stat. 686), and
known as the Washington National Airport, shall hereafter be known and
designated as the ``Ronald Reagan National Airport''.
SEC. 2. REFERENCES.
(a) In General.--(1) The following provisions of law are amended by
striking ``Washington National Airport'' each place it appears and
inserting ``Ronald Reagan National Airport'':
(A) Section 1(b) of the Act of June 29, 1940 (Chapter 444; 54
Stat. 686).
(B) Sections 106 and 107 of the Act of October 31, 1945
(Chapter 443; 59 Stat. 553).
(C) Section 41714 of title 49, United States Code.
(D) Chapter 491 of title 49, United States Code.
(2) Section 41714(d) of title 49, United States Code, is amended in
the subsection heading by striking ``Washington National Airport'' and
inserting ``Ronald Reagan National Airport''.
(b) Other References.--Any reference in a law, map, regulation,
document, paper, or other record of the United States to the Washington
National Airport shall be deemed to be a reference to the ``Ronald
Reagan National Airport''.
Amend the title so as to read:
A bill to rename the Washington National Airport located in
the District of Columbia and Virginia as the ``Ronald Reagan
National Airport''.
Background
According to the National Park Service, in 1927, a joint
airport committee voted to approve a site for a new municipal
airport for the nation's capital. It chose Gravelly Point, a
shallow-water area on the west bank of the Potomac across from
Haines Point, four and a half miles south of Washington, D.C.
This was designed to replace the Washington Hoover Airport
which was located approximately where the Pentagon is today.
At first, the proposed airport was referred to as the
``Gravelly Point Airport Project.'' However, over time it came
to be known as National Airport. There does not seem to be any
precise moment or action that can be cited for the name change.
Nevertheless the name National Airport was appearing on
documents as early as 1938. And in 1940, when legislation was
enacted to provide for the administration of the new airport,
the law referred to the airport as the ``Washington National
Airport.''
Washington National Airport opened for business in 1941.
For its first 45 years, the airport was owned by the Federal
government and operated by the Federal Aviation Administration
or its predecessor agencies. During that time, there were
several efforts to consider transferring the airport, and the
Washington Dulles Airport, to a government corporation or local
control.
However, it was not until the Reagan administration that
the transfer really began to gain momentum. In 1984, President
Reagan and his Secretary of Transportation Elizabeth Dole
established an Advisory Commission and charged it with
developing a proposal for transferring the two airports from
Federal to local control. It was generally recognized at that
time that continued Federal stewardship was resulting in
dilapidated terminals, congested roadways, and an inability to
improve the airports that was inconsistent with the need to
create a world class gateway for the nation's capital.
On December 18, 1984, the Commission issued its report
recommending that National and Dulles airports be transferred
to a single, independent public authority to be created jointly
by the Commonwealth of Virginia and the District of Columbia,
with the capacity to issue tax exempt revenue bonds to finance
improvements at both airports.
With some modifications, Congress accepted the Commission's
recommendations and passed the Metropolitan Washington Airports
Act of 1986. On October 30, 1986, President Reagan signed this
bill into law (Title VI of P.L. 99-591). Under this
legislation, the Federal government retains ownership of
National and Dulles airports but leases them to a local
authority known as the Metropolitan Washington Airports
Authority (MWAA). This law has enabled MWAA to embark on an
ambitious modernization program, the most visible symbol of
which is the new passenger terminal at National Airport which
opened last year.
Legislation
H.R. 2625 was introduced by Congressman Barr on October 7,
1997 to honor Ronald Reagan for his service to the nation and
his contribution to the modernization of National Airport. The
reported bill would name that airport the ``Ronald Reagan
National Airport.''
Ronald Reagan was born on February 6, 1911 and in 1980 was
elected the 40th President of the United States. H.R. 2625
would honor Reagan for his leadership to and for the citizens
of the United States and all freedom-loving people throughout
the world. In particular, the bill is designed to honor the
President for the following accomplishments during his
administration which were eloquently set forth by the
Republican Governors Association on November 22, 1997 at its
annual meeting in Miami, Florida:
President Reagan established fiscal policies that
invigorated the American economy, revitalizing growth
and investment while decreasing federal spending,
inflation, interest and tax rates and unemployment;
When confronted by increasingly tense relations with
the former Soviet Union, President Reagan's policy of
``peace through strength'' restored national security,
ensured peace and paved the way for the successful end
of the Cold War;
President Reagan's leadership encouraged a
rediscovery of the values upon which our forefathers
founded this nation;
In 1986 President Reagan persuaded Congress to end
the inefficiency and expense of federal ownership of
Washington National Airport and transfer control to an
independent state-level authority, paving the way for
long-overdue airport modernization projects, including
construction of National's new terminal.
The naming of this airport does not require any change in
the lease between the Federal government and the MWAA. Section
1.M of the lease refers to the airport as the one described in
the Act of June 29, 1940 (54 Stat. 686). This legislation
changes that 1940 Act by inserting the new name in the reported
bill. Accordingly, the airport referred to in the lease will
continue to be the airport described in the Act of 1940 and the
airport described in that Act will now be the Ronald Reagan
National Airport.
There is nothing else in the lease that would prevent this
action. Provisions in the scope clause of the lease dealing
with MWAA's authority ``to occupy, control and use'' the
airport and to have ``full power and dominion over'' the
airport do not prohibit the Federal government (the landlord)
from naming the airport. Although there are certainly
differences, the situation is not unlike that which existed in
County of Erie v. Buffalo Bills Division of Highwood Services,
348 N.Y.S.2d 260 (1973) where the court found that the landlord
had the right to change the name of the stadium but was limited
in its ability to put up signs. Here the Committee believes
that the naming of the airport does not affect MWAA's ability
to operate, control, use, or exercise power and dominion over
the airport. The naming itself does not undercut the airport's
ability to decide where or how to place the signs.
Concerns that the name chosen for this airport would
somehow denigrate the memory of George Washington are without
foundation. The term ``Washington'' was probably included in
the 1940 name of the airport in order to indicate the market
that the airport served, that is Washington, D.C. That was
certainly the case with other airport namings. For example,
Public Law 98-510, 98 Stat. 2365, October 19, 1984 renamed
Dulles International Airport the Washington Dulles
International Airport. The purpose of this renaming was not to
minimize the contribution of John Foster Dulles but to indicate
to passengers the market that the airport served. Similarly,
Baltimore Washington International Airport (BWI) was given that
name not to honor Lord Baltimore and George Washington but
rather to indicate to passengers that that airport served both
the Baltimore and Washington markets. However, the Reagan
National Airport with its close proximity to D.C. is now so
closely associated with the Nation's capitol that there is no
real need to continue to include the word Washington in its
name.
The Committee is always concerned about the cost of its
legislation but understands that there will be no significant
cost to the Federal government and that the cost to MWAA should
be minimal. The Committee expects MWAA to implement the name
change in a timely fashion. To the extent that there is a cost,
it should be noted that the Reagan Legacy Project has offered
to raise money to help defray it. This name change would not
necessarily affect the airport's DCA designator code.
Section-by-Section Summary
Section 1 states that Washington National Airport shall
hereafter be known and designated as the ``Ronald Reagan
National Airport''.
Section 2 amends various laws by inserting the new name of
the airport. The laws amended include the following:
The Act of June 29, 1940 providing for the
administration of the airport;
The Act of October 31, 1945 establishing a boundary
line between D.C. and Virginia;
Section 41714 of Title 49 dealing with slots at the
airport; and
Chapter 491 of Title 49 that authorized the transfer
of the airport to MWAA.
The section also states that any other reference to the
airport in law, map, regulation, document, paper, or other
Federal record shall be deemed to be a reference to the
``Ronald Reagan National Airport''.
Hearings
No hearings were held on the reported legislation.
Committee Consideration
On January 27, 1998, the Committee on Transportation and
Infrastructure met in open session and ordered reported H.R.
2625 with an amendment by a vote of 39 to 28 with a quorum
present. The Subcommittee on Aviation was discharged.
Rollcall Votes
Clause 2(l)(2)(B) of rule XI requires each committee report
to include the total number of votes cast for and against on
each rollcall vote on a motion to report and on any amendment
offered to the measure or matter, and the names of those
members voting for and against.
DEFAZIO AMENDMENT
This amendment would have made the name change contingent
on securing the consent of MWAA. The amendment failed by a vote
of 30 to 37 as follows:
Members Voting Aye Members Voting Nay
Barcia Bachus
Blumenauer Baker
Borski Bass
Boswell Bateman
Brown Blunt
Clement Boehlert
Clyburn Coble
Costello Cook
Cummings Cooksey
Danner Duncan
Davis Ehlers
DeFazio Emerson
Filner Ewing
Johnson of TX Fox
Lampson Fossella
Lipinski Fowler
McGovern Franks
Mascara Gilchrest
Menendez Granger
Millender-McDonald Horn
Nadler Hutchinson
Norton Kelly
Oberstar Kim
Poshard LaHood
Rahall LaTourette
Sandlin LoBiondo
Tauscher Metcalf
Taylor Mica
Traficant Moran
Wise Ney
Petri
Pickering
Pitts
Quinn
Riggs
Thune
Shuster
TAYLOR AMENDMENT
This amendment would have limited the Federal share of the
costs of carrying out the name change to 50 percent. It failed
by a vote of 28 to 38 as follows:
Members Voting Aye Members Voting Nay
Barcia Bachus
Blumenauer Baker
Borski Bass
Boswell Bateman
Brown Blunt
Clement Boehlert
Clyburn Coble
Costello Cook
Cummings Cooksey
Danner Davis
DeFazio Duncan
Filner Ehlers
Johnson of TX Emerson
Johnson of WI Ewing
Lampson Fossella
Lipinski Fowler
McGovern Fox
Menendez Franks
Mascara Gilchrest
Nadler Granger
Norton Horn
Oberstar Hutchinson
Poshard Kelly
Rahall Kim
Sandlin LaHood
Tauscher LaTourette
Taylor LoBiondo
Wise Metcalf
Mica
Moran
Ney
Petri
Pickering
Pitts
Quinn
Riggs
Thune
Shuster
motion to report
The bill, as amended, was favorably reported to the House
by a vote of 39 to 28 as follows:
Members Voting Aye Members Voting Nay
Bachus Barcia
Baker Blumenauer
Bass Borski
Bateman Boswell
Blunt Brown
Boehlert Clement
Coble Clyburn
Cook Costello
Cooksey Cummings
Davis Danner
Duncan DeFazio
Ehlers Filner
Emerson Johnson of TX
Ewing Johnson of WI
Fossella Lampson
Fowler Lipinski
Fox McGovern
Franks Mascara
Gilchrest Menendez
Granger Millender-McDonald
Horn Nadler
Hutchinson Norton
Kelly Oberstar
Kim Poshard
LaHood Rahall
LaTourette Sandlin
LoBiondo Tauscher
Metcalf Wise
Mica
Moran
Ney
Petri
Pickering
Pitts
Quinn
Riggs
Taylor
Thune
Shuster
Committee Oversight Findings
With respect to the requirements of clause 2(l)(3)(A) of
rule XI of the Rules of House of Representatives, the
Committee's oversight findings and recommendations are
reflected in this report.
Cost of the Legislation
Clause 7 of rule XIII of the Rules of the House of
Representatives does not apply where a cost estimate and
comparison prepared by the Director of the Congressional Budget
Office under section 403 of the Congressional Budget Act of
1974 has been timely submitted prior to the filing of the
report and is included in the report. Such a cost estimate is
included in this report.
Compliance With House Rule XI
1. With respect to the requirement of clause 2(l)(3)(B) of
rule XI of the Rules of the House of Representatives, and
section 308(a) of the Congressional Budget Act of 1974, the
Committee references the report of the Congressional Budget
Office included below.
2. With respect to the requirement of clause 2(l)(3)(D) of
rule XI of the Rules of the House of Representatives, the
Committee has received no report of oversight findings and
recommendations from the Committee on Government Reform and
Oversight on the subject of H.R. 2625.
3. With respect to the requirement of clause 2(l)(3)(C) of
rule XI of the Rules of the House of Representatives and
section 403 of the Congressional Budget Act of 1974, the
Committee has received the following cost estimate for H.R.
2625 from the Director of the Congressional Budget Office.
U.S. Congress,
Congressional Budget Office,
Washington, DC, January 28, 1998.
Hon. Bud Shuster,
Chairman, Committee on Transportation and Infrastructure, House of
Representatives, Washington, DC.
Dear Mr. Chairman: The Congressional Budget Office has
prepared the enclosed cost estimate (including a mandates
statement) for H.R. 2625, a bill to redesignate Washington
National Airport as ``Ronald Reagan National Airport''.
If you wish further details on this estimate, we will be
pleased to provide them. The CBO staff contacts are Clare
Doherty (for federal cost), and Kirsten Layman (for the state
and local impact).
Sincerely,
James L. Blum
(For June E. O'Neill, Director).
Enclosure.
CONGRESSIONAL BUDGET OFFICE COST ESTIMATE
H.R. 2625--A bill to redesignate Washington National Airport as
``Ronald Reagan National Airport''
CBO estimates enacting this bill would have no significant
impact on the federal budget. Because the bill would not affect
direct spending or receipts, pay-as-you-go procedures would not
apply. H.R. 2625 contains no private-sector mandates as defined
in the Unfunded Mandates Reform Act of 1995 (UMRA). The bill
contains an intergovernmental mandate as defined in UMRA but
CBO estimates that the costs of complying with this mandate
would not be significant.
H.R. 2625 contains an intergovernmental mandate because the
Metropolitan Washington Airports Authority (MWAA) would likely
have to alter signs and change references to the Washington
National Airport in flyers, guides, and the Washington National
Airport magazine. Based on discussions with staff of the MWAA,
CBO estimates that the costs of new signs would be minimal.
Changes to other materials would probably not be made until
current supplies of such items are depleted. Additional costs,
therefore, would be negligible.
Finally, it appears unlikely that the Federal Highway
Administration would require local jurisdictions to change the
current road signs that refer to ``National Airport.''
According to the Virginia Department of Transportation, if the
state chose to change these signs, costs would not exceed
$500,000.
The CBO staff contacts are Clare Doherty (for federal
costs), and Kirsten Layman (for the state and local impact).
This estimate was approved by Robert A. Sunshine, Deputy
Assistant Director for Budget Analysis.
Constitutional Authority Statement
Pursuant to clause (2)(l)(4) of rule XI of the Rules of the
House of Representatives, committee reports on a bill or joint
resolution of a public character shall include a statement
citing the specific powers granted to the Congress in the
Constitution to enact the measure. The Committee on
Transportation and Infrastructure finds that Congress has the
authority to enact this measure pursuant to its powers granted
under Article I, Section 8 of the Constitution.
Federal Mandates Statement
The Committee adopts as its own the estimate of the Federal
mandates prepared by the Director of the Congressional Budget
Office pursuant to section 423 of the Unfunded Mandates Reform
Act (Public Law 104-4).
Advisory Committee Statement
No advisory committees within the meaning of section 5(b)
of the Federal Advisory Committee Act were created by this
legislation.
Applicability to the Legislative Branch
The Committee finds that the legislation does not relate to
the terms and conditions of employment or access to public
services or accommodations within the meaning of section
102(b)(3) of the Congressional Accountability Act (Public Law
104-1).
Changes in Existing Law Made by the Bill, as Reported
In compliance with clause 3 of rule XIII of the Rules of the
House of Representatives, changes in existing law made by the
bill, as reported, are shown as follows (existing law proposed
to be omitted is enclosed in black brackets, new matter is
printed in italic, existing law in which no change is proposed
is shown in roman):
ACT OF JUNE 29, 1940
AN ACT To provide for the administration of the Washington National
Airport, and for other purposes
Be it enacted by the Senate and House of Representatives of
the United States of America in Congress assembled, That for
the purposes of this Act--
Sec. 1. (a) ``Secretary'' means the Secretary of
Transportation.
(b) ``Airport'' means the [Washington National Airport]
Ronald Reagan National Airport, which shall consist of, and
include, the tract of land, together with all structures,
improvements, and other facilities located thereon, lying
partly in the District of Columbia and partly in the State of
Virginia, particularly described as follows:
* * * * * * *
----------
ACT OF OCTOBER 31, 1945
AN ACT To establish a boundary line between the District of Columbia
and the Commonwealth of Virginia, and for other purposes
TITLE I--BOUNDARY LINE BETWEEN THE DISTRICT OF COLUMBIA AND THE
COMMONWEALTH OF VIRGINIA
* * * * * * *
Sec. 106. The provisions of sections 272 to 289, inclusive,
of the Criminal Code (U.S.C., title 18, secs. 451-468) shall be
applicable to such portions of the George Washington Memorial
Parkway and of the [Washington National Airport] Ronald Reagan
National Airport as are situated within the Commonwealth of
Virginia. Any United States commissioner specially designated
for that purpose by the District Court of the United States for
the Eastern District of Virginia shall have jurisdiction to try
and, if found guilty, to sentence persons charged with petty
offenses against the laws of the United States committed on the
above-described portions of the said parkway or airport. The
probation laws shall be applicable to persons so tried. For the
purposes of this section, the term ``petty offense'' shall be
defined as in section 335 of the Criminal Code (U.S.C., title
18, sec. 541). If any person charged with any petty offense as
a foresaid shall so elect, however, he shall be tried in the
said district court.
Sec. 107. The State of Virginia hereby consents that
exclusive jurisdiction in the [Washington National Airport]
Ronald Reagan National Airport (as described in sec. 1(b) of
the Act of June 29, 1940 (54 Stat. 686)), title to which is now
in the United States, shall be in the United States. The
conditions upon which this consent is given are the following
and none others: (1) There is hereby reserved in the
Commonwealth of Virginia the jurisdiction and power to levy a
tax on the sale of oil, gasoline, and all other motor fuels and
lubricants sold on the [Washington National Airport] Ronald
Reagan National Airport for use in over-the-road vehicles such
as trucks, busses, and automobiles, except sales to the United
States: Provided, That the Commonwealth of Virginia shall have
no jurisdiction or power to levy a tax on the sale or use of
oil, gasoline, or other motor fuels and lubricants for other
purposes; (2) there is hereby expressly reserved in the
Commonwealth of Virginia the jurisdiction and power to serve
criminal and civil process on the [Washington National Airport]
Ronald Reagan National Airport; and (3) there is hereby
reserved in the Commonwealth of Virginia the jurisdiction and
power to regulate the manufacture, sale, and use of alcoholic
beverages on the [Washington National Airport] Ronald Reagan
National Airport (as described in sec. 1(b) of the Act of June
29, 1940 (54 Stat. 686)).
Subject to the limitation on the consent of the State of
Virginia as expressed herein exclusive jurisdiction in the
[Washington National Airport] Ronald Reagan National Airport
shall be in the United States and the same is hereby accepted
by the United States.
This Act shall have no retroactive effect except that taxes
and contributions in connection with operations, sales and
property on and income derived at the [Washington National
Airport] Ronald Reagan National Airport heretofore paid either
to the Commonwealth of Virginia or the District of Columbia are
hereby declared to have been paid to the proper jurisdictions
and the Commonwealth of Virginia and the District of Columbia
each hereby waives any claim for any such taxes or
contributions heretofore assessed or assessable to the extent
of any such payment to either jurisdiction.
Any provision of law of the United States or the Commonwealth
of Virginia which is to any extent in conflict with this Act is
to the extent of such conflict hereby expressly repealed.
----------
TITLE 49, UNITED STATES CODE
* * * * * * *
SUBTITLE VII--AVIATION PROGRAMS
* * * * * * *
PART A--AIR COMMERCE AND SAFETY
* * * * * * *
SUBPART II--ECONOMIC REGULATION
* * * * * * *
CHAPTER 417--OPERATIONS OF CARRIERS
* * * * * * *
SUBCHAPTER I--REQUIREMENTS
* * * * * * *
Sec. 41714. Availability of slots
(a) Making Slots Available for Essential Air Service.--
(1) Operational authority.--If basic essential air
service under subchapter II of this chapter is to be
provided from an eligible point to a high density
airport (other than [Washington National Airport]
Ronald Reagan National Airport), the Secretary of
Transportation shall ensure that the air carrier
providing or selected to provide such service has
sufficient operational authority at the high density
airport to provide such service. The operational
authority shall allow flights at reasonable times
taking into account the needs of passengers with
connecting flights.
* * * * * * *
(b) Slots for Foreign Air Transportation.--
(1) Exemptions.--If the Secretary finds it to be in
the public interest at a high density airport (other
than [Washington National Airport] Ronald Reagan
National Airport), the Secretary may grant by order
exemptions from the requirements of subparts K and S of
part 93 of title 14, Code of Federal Regulations
(pertaining to slots at high density airports), to
enable air carriers and foreign air carriers to provide
foreign air transportation using Stage 3 aircraft.
* * * * * * *
(c) Slots for New Entrants.--
(1) In general.--If the Secretary finds it to be in
the public interest and the circumstances to be
exceptional, the Secretary may by order grant
exemptions from the requirements under subparts K and S
of part 93 of title 14, Code of Federal Regulations
(pertaining to slots at high density airports), to
enable new entrant air carriers to provide air
transportation at high density airports (other than
[Washington National Airport] Ronald Reagan National
Airport).
(2) Period of effectiveness.--Exemptions issued under
this subsection shall cease to be in effect on or after
the date on which the final rules issued under
subsection (f) become effective.
(d) Special Rules for [Washington National Airport] Ronald
Reagan National Airport.--
(1) In general.--Notwithstanding sections 49104(a)(5)
and 49111(e) of this title, or any provision of this
section, the Secretary may, only under circumstances
determined by the Secretary to be exceptional, grant by
order to an air carrier currently holding or operating
a slot at [Washington NationalAirport] Ronald Reagan
National Airport an exemption from requirements under subparts K and S
of part 93 of title 14, Code of Federal Regulations (pertaining to
slots at [Washington National Airport] Ronald Reagan National Airport),
to enable that carrier to provide air transportation with Stage 3
aircraft at [Washington National Airport] Ronald Reagan National
Airport; except that such exemption shall not--
(A) result in an increase in the total number
of slots per day at [Washington National
Airport] Ronald Reagan National Airport;
(B) result in an increase in the total number
of slots at [Washington National Airport]
Ronald Reagan National Airport from 7:00 ante
meridiem to 9:59 post meridiem;
(C) increase the number of operations at
[Washington National Airport] Ronald Reagan
National Airport in any 1-hour period by more
than 2 operations;
* * * * * * *
PART D--PUBLIC AIRPORTS
CHAPTER 491--METROPOLITAN WASHINGTON AIRPORTS
* * * * * * *
Sec. 49103. Definitions
In this chapter--
(1) * * *
* * * * * * *
(3) ``Metropolitan Washington Airports'' means
[Washington National Airport] Ronald Reagan National
Airport and Washington Dulles International Airport.
* * * * * * *
(5) ``[Washington National Airport] Ronald Reagan
National Airport'' means the airport described in the
Act of June 29, 1940 (ch. 444, 54 Stat. 686).
Sec. 49104. Lease of Metropolitan Washington Airports
(a) General.--The lease between the Secretary of
Transportation and the Metropolitan Washington Airports
Authority under section 6005(a) of the Metropolitan Washington
Airports Act of 1986 (Public Law 99-500; 100 Stat. 1783-375;
Public Law 99-591; 100 Stat. 3341-378), for the Metropolitan
Washington Airports must provide during its 50-year term at
least the following:
(1) * * *
* * * * * * *
(5)(A) * * *
* * * * * * *
(C) The Airports Authority may not increase or
decrease the number of instrument flight rule takeoffs
and landings authorized by the High Density Rule (14
CFR 93.121 et seq.) at [Washington National Airport]
Ronald Reagan National Airport on October 18, 1986, and
may not impose a limitation on the number of passengers
taking off or landing at [Washington National Airport]
Ronald Reagan National Airport.
* * * * * * *
(9) A landing fee imposed for operating an aircraft
or revenues derived from parking automobiles--
(A) at Washington Dulles International
Airport may not be used for maintenance or
operating expenses (excluding debt service,
depreciation, and amortization) at [Washington
National Airport] Ronald Reagan National
Airport; and
(B) at [Washington National Airport] Ronald
Reagan National Airport may not be used for
maintenance or operating expenses (excluding
debt service, depreciation, and amortization)
at Washington Dulles International Airport.
* * * * * * *
Sec. 49105. Capital improvements, construction, and rehabilitation
(a) Sense of Congress.--It is the sense of Congress that the
Metropolitan Washington Airports Authority--
(1) should pursue the improvement, construction, and
rehabilitation of the facilities at Washington Dulles
International Airport and [Washington National Airport]
Ronald Reagan National Airport simultaneously; and
(2) to the extent practicable, should cause the
improvement, construction, and rehabilitation proposed
by the Secretary of Transportation to be completed at
Washington Dulles International Airport and [Washington
National Airport] Ronald Reagan National Airport within
5 years after March 30, 1988.
* * * * * * *
Sec. 49109. Nonstop flights
An air carrier may not operate an aircraft nonstop in air
transportation between [Washington National Airport] Ronald
Reagan National Airport and another airport that is more than
1,250 statute miles away from [Washington National Airport]
Ronald Reagan National Airport.
* * * * * * *
Sec. 49111. Relationship to and effect of other laws
(a) * * *
* * * * * * *
(c) Police Power.--Virginia shall have concurrent police
power authority over the Metropolitan Washington Airports, and
the courts of Virginia may exercise jurisdiction over
[Washington National Airport] Ronald Reagan National Airport.
(d) Planning.--(1) The authority of the National Capital
Planning Commission under section 5 of the Act of June 6, 1924
(40 U.S.C. 71d), does not apply to the Airports Authority.
(2) The Airports Authority shall consult with--
(A) the Commission and the Advisory Council on
Historic Preservation before undertaking any major
alterations to the exterior of the main terminal at
Washington Dulles International Airport; and
(B) the Commission before undertaking development
that would alter the skyline of [Washington National
Airport] Ronald Reagan National Airport when viewed
from the opposing shoreline of the Potomac River or
from the George Washington Parkway.
(e) Operation Limitations.--The Administrator of the Federal
Aviation Administration may not increase the number of
instrument flight rule takeoffs and landings authorized for air
carriers by the High Density Rule (14 CFR 93.121 et seq.) at
[Washington National Airport] Ronald Reagan National Airport on
October 18, 1986, and may not decrease the number of those
takeoffs and landings except for reasons of safety.
* * * * * * *
DISSENTING VIEWS
Although we strongly oppose the bill to rename the
Washington National Airport after President Reagan, our
opposition should not be construed as a lack of appreciation
for President Reagan's achievements or a lack of sympathy for
his serious illness. Some of us were supporters of President
Reagan's policies, while others opposed them. We all agree that
President Reagan's service to the country should be recognized
by an appropriate naming of public facilities. However, this
does not mean we should blindly accept any proposal that is
made. Our responsibilities as Members of the Committee with
jurisdiction over the naming of public facilities require us to
evaluate these proposals on their merits. By these standards,
the proposal to rename Washington National Airport must be
rejected. The proposal is an unwarranted federal interference
with the rights of local governments and communities and is
inconsistent with long-standing Congressional policies on the
naming of public facilities.
1. Renaming Washington National Airport against the wishes of the local
government authority running the airport, and the wishes of the
communities in which the airport is located, would be contrary
to law and inconsistent with President Reagan's philosophy
In many respects the Federal Government is still operating
on the outdated, and, if I may say so, arrogant assumption that
the States can't manage their own affairs.
* * * * *
Let us renew and enrich the power and purpose of States and
local communities and let us return to the people those rights
and duties that are justly theirs.
* * * * *
The greatest threat to freedom, even in today's perilous
items, comes from no foreign force. It comes from a dangerous
habit many of our leaders fell into over several generations--
letting the power and the resources that are the basis of
freedom slip from grassroots America into the hands of a remote
central authority. Today we have the opportunity to turn that
centralization of power around.
Remarks by President Reagan, 1981-1983.
A cornerstone of President Reagan's philosophy is that the
Federal government should not carry out responsibilities which
can be handled by state and local government. He strongly
believes that, whenever possible, citizens should be governed
at the level of government which is closest to them and can
recognize their unique needs. This philosophy was embodied in
the 1986 legislation which transferred control of the only two
airports run by the federal government, Washington National and
Washington Dulles, to a local government authority. It would be
completely inconsistent with President Reagan's philosophy and
with the letter and spirit of the 1986 legislation for the
federal government to reenter the picture and unilaterally
rename Washington National Airport, against the wishes of the
local airport authority, and the wishes of the communities in
which the airport is located.
The 1986 Act made it clear that the local agency that would
run the airport under a 50 year lease (an airport authority
created by the commonwealth of Virginia and the District of
Columbia) would be given the same authority to run the airports
as is held by other airport authorities around the country. The
findings of the 1986 Act states that ``* * * all other major
air carrier airports in the United States are operated by
public entities at the state or local level'' and that ``* * *
the Secretary of Transportation had recommended a transfer of
authority from the federal to the local-state level that is
consistent with the management of major airports elsewhere in
the nation'' (Sec. 6002). The Act also stated that the purpose
of the legislation was ``* * * to achieve local control,
management, operation, and development of these important
transportation assets'' (Sec. 6003).
The 1986 legislation made it clear that the two Washington
area airports were not to be treated differently from other
airports just because the federal government retained an
interest as a landlord under the 50 year lease of the Airports
to the local authority. Sec. 6009(b) of the Act, provided that
``* * * the metropolitan airports and the airport authority
shall not be subject to the requirement of any law solely by
the reason of the retention by the United States of fee simple
title to such airports''.
The 50 year lease of the airports from the federal
government to the local authority makes it even more clear that
the Airports Authority is to have complete power to run the
airports. The lease provides the Airports Authority will have
``* * * full power and dominion over, and complete discretion
in, operation and development of the Airports'' and that the
Authority shall have the ``same proprietary powers * * * as any
other airport''.
We believe that a law and a lease which (as discussed
above) give ``full power'', ``complete discretion'' and the
``same proprietary powers as any other airport'' to operate an
airport includes control over the name of the Airport.
``Complete discretion'' to operate a business ordinarily
implies the right to select the name under which the business
operates. Under the 1986 Act, the Airport Authority was
expected to underwrite billions of dollars in bonds tomodernize
the long neglected facilities. It is only fair that a commitment of
this magnitude be accompanied by protection against an unwanted name
change.
It is clear that the name change proposed by the pending
legislation is not acceptable to the local authority running
National Airport, or to the citizens residing in the airport's
community. The Chairman of the Board of Directors of the
Airport Authority recently stated that he believed that if the
Board of Directors voted on this name change, it would be
rejected. The Committee has also received a letter from
Congressman Moran, in whose District the Airport is located,
strongly opposing the transfer. If this legislation goes
forward over his objections, it would be the first time that a
building or facility would be named by the Congress against the
wishes of the Congressman representing the district in which
the building is located. As a further indication of local
opposition to the renaming, the Committee has received letters
opposing the transfer from the County of Arlington in which the
airport is located, and the Greater Washington Board of Trade.
The desire of the supporters of this legislation to run
roughshod over local rights was emphasized by the Committee's
rejection (by a vote of 37-30 with only one Republican voting
against) of an amendment which would have required the consent
of the local Airport Authority before the name change could
take effect.
We cannot understand why supporters of this legislation
believe that it is a suitable honor for President Reagan to
change the name of a locally-run facility over the objections
of the facility itself, and the communities in which it is
located. The heavy-handed nature of this proposal was
emphasized in a discussion with Committee Counsel at the
Committee markup. Counsel's interpretation of the lease was
that the federal government could change the name of the
Airport since this was not an ``operational'' matter, but that
the federal Government could not direct the airport to change
the name in signs on the airport property, since this would be
operational. When asked whether this distinction could make a
federal legislative change of name meaningless, counsel
responded that the federal government could coerce compliance
by taking away the airport's federal funding or refusing to
allow the airport to collect locally instituted passenger
facility charges to make the airport safer and more efficient.
This assertion of federal authority should be shocking to
proponents of a limited federal government, and those who
strongly oppose unfunded federal mandates or unwarranted
federal intervention in local affairs.
2. The proposed name change is inconsistent with long-standing
congressional policy against renaming a federal facility
Washington National Airport should not be renamed because
the airport already has an appropriate name which was chosen
when the airport opened 50 years ago. The airport was named
``National'' because it serves the capital of our Nation. The
name `Washington' reflect the city the airport serves and
honors the Father of our Country. The name of the airport
should continue to reflect its service to the entire Nation. It
should not be renamed to reflect a contemporary political
agenda which many Americans do not accept. Renaming Washington
National Airport after President Reagan would be especially
divisive when the other airport that services our capital,
Washington Dulles, is already named after a Republican
official.
Renaming a public facility is contrary to long-standing
congressional policy. So far as we are aware, Congress has
never changed the name of a facility which already has a name.
This policy has been followed by Democrats and Republicans
alike. To cite just one recent example when Secretary Ron Brown
tragically died while serving his country, Democrats did not
propose changing the name of the Herbert Hoover Department of
Commerce Building to the Ron Brown Building.
Renaming National Airport after a controversial figure such
as Ronald Reagan and against the wishes of the Congressman in
whose district the airport resides would set an unwise
precedent in regard to all future naming bills. Starting down
the road of renaming could lead to a period of massive changes,
as there are shifts in the Majority in Congress and changes in
the nation's political philosophy. Presidents, whose historical
reputations rise and fall, would be particularly vulnerable to
these changes. If President Reagan's reputation declines in the
future we would not want to see the Ronald Reagan Building &
International Trade Center renamed to reflect the whim of the
moment. The same protection should be afforded to an airport
name which reflects an airport's service to the nation and
recognizes our First President.
3. It is the supporters of this legislation who are turning a bill to
name a public facility into a partisan political issues
Supporters of the bill have made it clear there is an
agenda beyond honoring an ailing former President. A leading
supporter of the proposal, former Governor George Allen
ofVirginia, ``* * * noted with relish that with the new name,
generations of lawmakers would be greeted by a memorial to a famous
opponent of federal spending * * *'' (Washington Post, November 23,
1997). Congressman Bob Barr, sponsor of the legislation to rename the
airport, supported his bill with a statement that ``* * * it is only
fitting that the gateway to the city that still enjoys the Reagan
legacy of smaller government and lower taxes be named after this
American hero'' (Associated Press, October 23, 1997).
Even more pointedly, on a recent ``This Week'' show on ABC,
conservative columnist and commentator George Will remarked
that if the renaming proposal is adopted, Washington passengers
``would fly out of two airports, one named John Foster Dulles,
and the other after Ronald Reagan, and that's an ideologically
perfect choice.'' On the same program, fellow conservative Bill
Kristol remarked that naming the airport after Ronald Reagan is
``especially worth it because it will so annoy people like
George [Stephanopoulos].'' These remarks reveal that the
renaming movement is motivated by an ``in your face'' attitude
and a desire to turn the airport into a billboard for a
political cause. In this environment, a new name for the
airport will only promote controversy and divisiveness. Is this
the way President Reagan's supporters want him to be
remembered?
4. Naming an airport after President Reagan would be controversial and
divisive because of his aviation policies
It is puzzling to us that President Reagan's supporters
have chosen an airport as the focus of their efforts to honor
him. We respectfully suggest to supporters of the legislation
that they consider the dark symbolism of naming an airport
after the President who fired 11,000 air traffic controllers
after they went on strike in 1981, and then went on to prevent
them from reapplying for their jobs far beyond any reasonable
period of punishment. These actions are widely viewed within
the aviation community as creating a controller shortage which
handicapped the aviation industry far beyond President Reagan's
term of office. When we talk to people about the proposed
renaming of the airport, they immediately note the irony of
naming the airport after the President who fired the
controllers. Is this the legacy his supporters want?
5. There are alternative ways of honoring President Reagan
Congress has not ignored the Reagan legacy. He has been
honored by naming the International Trade Center, the largest
federal building other than the Pentagon; a federal court house
in California; and the newest Nimitz-class carrier in the
Navy's fleet. These are substantial honors, particularly when
we remember that construction on George Washington's monument
did not begin until 49 years after his death; President Lincoln
was not honored with a memorial until 44 years after his
assassination, and the Jefferson and Roosevelt memorials were
not complete until 134 and 52 years after their respective
deaths.
If the purpose of this whole exercise is to honor the 40th
President of the United States, then we believe it cannot
succeed. The legitimate problems which have been raised mean
that even if the legislation is passed, it is too controversial
and divisive to achieve its purpose. Unfortunately, the
proponents have insisted on a proposal fraught with problems
and rejected suggestions to find reasonable alternatives or
make meaningful improvements and, we submit, it is only going
to get worse with consideration by the Rules Committee and the
House still to come.
Again, as we have stated, we are willing to support
reasonable alternatives. We invite our majority colleagues to
work with us to find an honor which is consistent with
President Reagan's philosophy and accomplishments, and complies
with time honored Congressional policies for naming public
facilities.
William O. Lipinski.
Eleanor H. Norton.
James E. Clyburn.
Bob Filner.
Jerrold Nadler.
Ellen Tauscher.
Jerry F. Costello.
James L. Oberstar.
Corrine Brown.
Max Sandlin.
Bill Pascrell.
Leonard L. Boswell.
Pat Danner.
James P. McGovern.
Earl Blumenauer.
Elijah E. Cummings.
Bob Borski.
Bob Wise.
Robert Menendez.
Pete DeFazio.
Glenn Poshard.
Nick Rahall.
Nick Lampson.
Bob Clement.
Frank Mascara.
Juanita Millender-McDonald.
Eddie Bernice Johnson.
Jay W. Johnson.
ADDITIONAL DISSENTING VIEWS OF JERRY F. COSTELLO
While I have a great respect for Ronald Reagan and what he
was able to accomplish during his tenure in the White House, I
strongly disagree with the proposal to rename Washington
National Airport the Ronald Reagan National Airport.
Over the years, this Committee has named many buildings and
public facilities for distinguished individuals, including the
new Ronald Reagan Trade Center in Washington, D.C. However, to
my knowledge we have never renamed a building, let alone an
airport. To replace the name given to Washington National
Airport--clearly named after the first president of our
country, George Washington--with another president sets a
terrible precedent.
There is overwhelming local opposition to renaming
Washington National Airport. To do so is contradictory to the
Republican philosophy that the federal government should stay
out of local matters. The Airport Authority, which was granted
control of Washington's two airports in 1986, does not support
this name change. Representative Jim Moran, who represents the
district in which Washington National is located, opposes the
redesignation as do many of his constituents in the airport's
community. Further, the County of Arlington and the Greater
Washington Board of Trade both oppose changing the name.
This attempt to rename Washington National Airport does not
serve Ronald Reagan well. I will not vote for this bill when it
reaches the floor of this House.
Jerry F. Costello.