69–008 

110TH CONGRESS REPORT " ! HOUSE OF REPRESENTATIVES 2d Session 110–899 

HONORING THE HERITAGE OF THE COAST GUARD 

SEPTEMBER 28, 2008.—Referred to the House Calendar and ordered to be printed 

Mr. OBERSTAR, from the Committee on Transportation and 

Infrastructure, submitted the following 

R E P O R T 

[To accompany H. Res. 1382] 

The Committee on Transportation and Infrastructure, to whom 

was referred the resolution (H. Res. 1382) honoring the heritage of 

the Coast Guard, having considered the same, report favorably 

thereon without amendment and recommend that the resolution be 

agreed to. 

PURPOSE OF THE RESOLUTION

H. Res. 1382 honors the long and proud heritage of the U.S. 

Coast Guard and the men and women that serve in the Coast 

Guard and have served in the Coast Guard and its many predecessor agencies over the past 219 years. The Committee on Transportation and Infrastructure honors the 41,873 officers and enlisted 

members in the Coast Guard and the 7,057 civilians employed by 

the Coast Guard and the proud and distinguished legacy which 

they strive to carry out the many missions established by Congress 

to protect our coast and waterways. 

BACKGROUND AND NEED FOR RESOLUTION

The heritage of the Coast Guard begins in the very first Congress 

of the United States that enacted, on August 7, 1789, an Act to promote safety and protect commerce that required, ‘‘That all expenses 

which shall accrue from and after the fifteenth day of August, one 

thousand seven hundred and eighty-nine, in the necessary support, 

maintenance and repairs of all lighthouses, beacons, buoys and 

public piers erected, placed, or sunk before the passage of this act, 

at the entrance of, or within any bay, inlet, harbor, or port of the 

United States, for rendering the navigation thereof easy and safe, 

shall be defrayed out of the treasury of the United States.’’ 1 Stat. 

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53. This federal responsibility became known as the U.S. Lighthouse Service. 

On September 1, 1789, Congress passed an act providing for the 

registering and clearing of vessels and the regulation of coastwise 

trade. Only American-built vessels could be registered—the first 

cabotage law. 1 Stat. 55. Today, this service is provided by the 

Coast Guard’s National Vessel Documentation Center. 

The next year, Secretary of the Treasury Alexander Hamilton, 

realizing that illegal importation of goods was robbing the treasury 

of its only source of revenue, urged Congress to adopt an act to create a maritime service to enforce customs laws. 1 Stat. 145, 175. 

This service was known by various names—‘‘system of cutters’’, 

‘‘Revenue Service’’, and ‘‘Revenue-Marine’’—and was finally officially named the ‘‘Revenue Cutter Service’’ in 1863. 12 Stat. 639. 

In the early 1800s, Robert Fulton designed the first commercially 

successful steamboat, the Claremont, which carried passengers on 

the Hudson River from New York City and Albany. This new mode 

of transportation would lead to speedier travel, but it was not necessarily safer. Many steam boilers failed in violent explosions taking many lives. In 1938, Congress passed an act to ‘‘provide better 

security of the lives of passengers on board of vessels propelled in 

whole or in part by steam’’ under the jurisdiction of the Justice Department giving the U.S. District Courts the authority to appoint 

inspectors of hulls and boilers. 5 Stat. 304. This ‘‘service’’, later to 

become the Steamboat Inspection Service, did not have much impact—explosions continued to increase with continued loss of life. 

It may be hard for 21st Century travelers to realize that the 

quickest and most economical way to transport anything in the 

early days of our nation was by water. Coastal packets—an early 

form of ‘‘short-sea shipping’’ carried the vast majority of raw materials, goods, and people up and down the coasts. Sailing vessels and 

later steam-ships often found themselves close to shore in violent 

storms. 

Shipwrecks were common and loss of life was great. Many private, local rescue organizations were established along the coast— 

most just provided shelters where shipwrecked sailors might find 

refuge. In 1848, Congress appropriated funds for these volunteer 

organizations to purchase equipment. 9 Stat. 321, 322. 

In 1852, to correct the inadequacies of the 1838 law, Congress reorganized the Steamboat Inspection Service and formally established it as part of the Treasury Department. The Act established 

nine districts and nine supervising inspectors who, ‘‘shall be fully 

competent to make a reliable estimate of the strength, seaworthiness, and other qualities of the hulls of steamers and their equipment, deemed essential to safety of life, when such vessels are employed in the carriage of passengers’’, and in the case of an inspector of boilers, ‘‘shall be able to form a reliable opinion of the quality 

of the material, the strength, form, workmanship, and suitableness 

of such boilers and machinery to be employed in the carriage of 

passengers, without hazard to life, from imperfections in the material workmanship, or arrangement of any part of such apparatus 

for steaming.’’ This Act also established for the first time certificates of inspection and the authority to promulgate pilot rules. 10 

Stat. 1852. 

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In that same year, Congress also established the Lighthouse 

Board to administer the nation’s lighthouse system. The Board was 

made up of two officers of the Navy, two officers of the Engineer 

Corps, and two civilians of high scientific attainments whose services were at the disposal of the President, and an officer of the 

Navy and of the Engineers as secretaries. It was empowered under 

the Secretary of the Treasury to ‘‘discharge all the administrative 

duties’’ relative to lighthouses and other aids to navigation. The 

Secretary of the Treasury was president of the Board, and the 

Board was authorized to elect a chairman and to divide the coast 

of the United States into 12 lighthouse districts, and the President 

would assign an army or navy officer as lighthouse inspector to 

each district. 32 Stat. 112. 

In 1871, Congress again amended the 1852 Act to correct the inadequacies of the Act regarding steamboat safety and provide centralized supervision of the Steamboat Inspection Service by a ‘‘Supervising Inspector General’’ under the direct supervision of the 

Secretary of the Treasury and a Board of Supervising Inspectors 

who would establish rules and regulations for the uniform administration of the inspection laws. 16 Stat. 440. 

In 1874, Congress adopted legislation establishing life-saving stations, life-boat stations, and houses of refuge ‘‘for the better preservation of life and property from shipwreck’’ at a series of locations 

along the coasts of the United States and authorized the Secretary 

of the Treasury to appoint Superintendents and keepers as necessary and to employ crews. The Act also established the life-saving medals of the first (gold) and the second (silver) class. The Secretary was authorized to adopt regulations to carry out the provisions of the Act. 43 Stat. 125. 

In 1878, Congress authorized the Secretary of the Treasury to establish life-saving stations at specific points along all of the coasts 

of the United States and further authorized the President, with the 

consent of the Senate, to appoint a General Superintendent of the 

Life-Saving Service under the immediate direction of the Secretary 

of the Treasury. Further, the Secretary of the Treasury was authorized to appoint officers of the Revenue Marine Service to act 

as inspectors and assistant inspectors of life-saving stations. Whenever a shipwreck occurred within the jurisdiction of one of the lifesaving stations, the General Superintendent was instructed to conduct an investigation of ‘‘all the circumstances connected with said 

disaster and loss of life to be made, with a view of ascertaining the 

cause of the disaster, and whether any of the officers or employees 

of the service have been guilty of neglect or misconduct in the 

premises . . .’’ Keepers of life-saving stations were paid $400 per 

year and were also empowered to be inspectors of customs, but did 

not receive any additional compensation for this additional responsibility. Members of life-boat crews were compensated at a rate of 

$8 for each rescue they participated in and $3 for each drill. 20 

Stat. 163. 

In 1884, Congress established the Bureau of Navigation as part 

of the Treasury Department. ‘‘The Commissioner of Navigation, 

under the direction of the Secretary of the Treasury, shall have 

general superintendence of all commercial marine and merchant 

seamen of the United States . . .’’ and ‘‘shall be charged with the 

supervision of the laws relating to the admeasurement of vessels, 

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and the assigning of signal letters thereto, and designating their official number . . .’’ and ‘‘shall annually prepare and publish a list 

of vessels of the United States . . . and report annually to the Secretary of the Treasury the increase in vessels of the United States. 

. . . The Commissioner of Navigation shall be appointed by the 

President . . . by and with the advise and consent of the Senate, 

and shall receive a salary of four thousand dollars per annum.’’ 23 

Stat. 118. 

In 1903, Congress established the Department of Commerce and 

Labor, ‘‘to foster, promote, and develop the foreign and domestic 

commerce, the mining, manufacturing, shipping, and fisheries industries, the labor interests, and the transportation facilities of the 

United States. The Light-House Board, the Light-House Establishment, the Steamboat Inspection Service, and the Bureau of Navigation were transferred from the Department of the Treasury to the 

new Department. 32 Stat. 25. 

In June 1904, 957 people died when the excursion steamer General Slocum burned in the East River of New York City. Reacting 

to this tragedy that killed many women and children, Congress, in 

March 1905, amended section 4405 of the Revised Statutes regarding the Steamboat Inspection Service, providing the Board of Supervising Inspectors with the authority to prescribe measures to 

prevent and extinguish fires, and determine the amount and type 

of lifesaving equipment required to be carried on board. The Secretary of Commerce and Labor was empowered to form a regulations committee with the authority to alter, amend, add to, or repeal rules and regulations made by the Board of Supervising Inspectors, with such rules and regulations to remain in effect until 

30 days after the next meeting of the Board of Supervising Inspectors. The legislation established the right of appeal by a person to 

a board of local inspectors to the supervising inspector of that district and subsequently to the Supervising Inspector General. Further, the assistant inspectors were placed under the direct supervision of the local inspectors. 33 Stat. 1022. 

Responding to the rising number of casualties and deaths involving recreational motor boats, Congress enacted the Motor Boat Act 

of 1910, which required the inspection of all steam-propelled 

‘‘motor boats’’ over 40 feet in length. The Act required certain 

motor boats to be equipped with navigation lights, fog horn, bell, 

life preservers, and fire extinguisher. The operator of motor boats 

carrying passengers for hire was required to be licensed, but no examination was required for the license, which could be revoked or 

suspended by the local board of inspectors. The Secretary was authorized to prescribe regulations to implement the Act (some of 

which are still in effect today), and the penalty for a violation of 

the Act was $100. 36 Stat. 462. 

In 1915, Congress passed the ‘‘Seamen’s Act’’ implementing many 

of the provisions of the first International Convention of the Safety 

of Life at Sea, including establishing among other provisions the 

two- and three-watch system on most vessels, payment requirements for seamen, the accommodations for seamen including bunk 

and washing spaces. The Act also established punishment for seamen who violated their employment ‘‘contract’’, but prohibited corporal punishment such as flogging. Further, the Act required that 

at least 75 percent of the seamen be able to understand their ormstockstill on PROD1PC66 with HEARING

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ders, and established minimum qualifications for able seamen on 

vessels over 100 gross tons, including decked fishing vessels, naval 

vessels and coast guard vessels on oceans and the Great Lakes. 

The Act contains detailed ‘‘regulations’’ for life-saving equipment, 

including lifeboats, their davits and equipment, embarkation arrangements, certification of lifeboat men, the manning of lifeboats, 

life jackets and life buoys. 38 Stat. 1164. 

In 1915, President Woodrow Wilson signed the ‘‘Act to Create the 

Coast Guard’’, an Act passed by Congress on January 20, 1915, 

which combined the Life-Saving Service and Revenue Cutter Service to form the U.S. Coast Guard. A major thrust of this legislation 

was to provide pension and disability benefits to the life-savers. At 

the time, there was no federal pension plan for Treasury Department employees, and Congress did not want to create one that 

would require benefits for the many tax clerks and others who 

worked for the Department. The Revenue Cutter Service had a 

pension system similar to that of the Navy. Thus, by merging the 

two organizations, life-savers and their families would be afforded 

at least minimal benefits. 38 Stat. 800. 

In 1918, Congress enacted an Act to require the numbering of all 

undocumented vessels propelled by machinery except public vessels 

and vessels of less than 16 feet in length propelled by an outboard 

motor. The numbers were to be not less than three inches and affixed to each bow in contrasting color. The same requirement prevails to this day for the display of state registration numbers required for all vessels propelled by machinery. 40 Stat. 602. 

In 1929, Congress enacted the ‘‘Load Line Act’’, requiring load 

lines on American vessels over 250 gross tons on a foreign voyage, 

except the Great Lakes. The regulations to implement the Act came 

into effect in September 1930. 45 Stat. 1492. Between May 20, and 

June 10, 1931, delegates from 30 maritime nations met in London 

to develop the International Load Line Convention, which was ratified by the United States on June 10, 1931. The requirements of 

the Convention were incorporated into the Load Line Regulations 

adopted in 1930. In 1935, Congress further required load lines on 

merchant vessels of more than 150 gross tons on a coastwise voyage, meaning ‘‘a voyage on which a vessel in the usual course of 

her employment proceeds from one port or place in the United 

States or her possessions to another port or place in the United 

States or her possessions and passes outside the line dividing inland waters from the high seas . . .’’ 49 Stat. 888. The 1935 Act 

was further amended in 1936. 49 Stat. 1543. 

The Act of June 30, 1932, ‘‘authorized and directed the Secretary 

of Commerce to consolidate and coordinate the Steamboat Inspection Service and Bureau of Navigation into the Bureau of Navigation and Steamboat Inspection’’ with all the duties and powers of 

each of the old bureaus transferred to the new bureau. The positions of Supervising Inspector General and Commissioner of Navigation were eliminated and a Director of the Bureau of Marine Inspection and Navigation was established. 47 Stat. 415. 

On June 13, 1933, Congress amended the statutes relative to inspection of vessels, extending the inspection for ‘‘steam vessels’’ to 

vessels ‘‘propelled by mechanical or electrical power’’ and further 

amended the statutes to require the promulgation of regulations regarding the testing and approval of boilers, pressure vessels and 

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the fitting thereof, including the pre-approval of the materials for 

construction. 48 Stat. 125. 

On September 8, 1934, the cruise ship Morro Castle burned off 

the coast of New Jersey resulting in the death of 124 passengers 

and crew. On January 24, 1935, the passenger vessel Mohawk collided with the Norwegian motorship Talisman, sinking the Mohawk with the loss of 14 passengers and 31 crewmembers. These 

two tragedies, plus several others, resulted in thorough Congressional investigation that sought to provide greater safety for passengers and crew. Senator Royal S. Copeland convened a technical 

committee which drafted a report on the state of maritime safety 

at the time and recommended specific safety legislation most of 

which was later adopted as regulation. S. Rept. 184. 

On May 27, 1936, Congress adopted Public Law 74–622 (49 Stat. 

1380), which reorganized and changed the name of the Bureau of 

Navigation and Steamboat Inspection to the Bureau of Marine Inspection and Navigation (‘‘BMIN’’). The number of inspection districts and supervising inspectors was reduced from 11 to seven. 

Ten principal traveling inspectors were appointed to observe conditions onboard ships at sea to assure that vessels were properly operated; crews well trained and discipline maintained; that passengers were instructed regarding lifeboat, fire, and abandon-ship 

procedures; and crew morale was maintained. 

The reorganization also established ‘‘marine boards’’ to investigate marine casualties. ‘‘A’’ boards, which investigated loss of life, 

consisted of a representative of the Department of Justice, the 

Coast Guard, and the Department of Commerce. These boards were 

required to investigate the fundamental causes of a casualty and 

fix responsibility. Other casualties were investigated by ‘‘boards’’ of 

one or two BMIN personnel depending on the severity of the casualty. 

The Act reorganizing BMIN had an important provision requiring that members of the newly established ‘‘technical division’’ be 

‘‘selected for their knowledge, skill, and practical experience in designing and supervising the construction and operation of vessels 

propelled by machinery, and shall be competent judged of the character, strength, stability and safety qualities of such vessels and 

their equipment.’’ 

In June 1936, Congress acted on several issues regarding maritime safety. On June 19, 1936, the Senate ratified the 1929 Convention for Safety of Life at Sea (‘‘SOLAS’’). The following day, 

June 20, Congress extended inspection laws to sea-going motor vessels of 300 gross tons and over. 49 Stat. 1544. On June 23, Congress passed an Act to provide that all tank vessels carrying dangerous liquid cargos in bulk subject to inspection, bringing an additional 2,500 vessels under inspection. 49 Stat. 1889. 

On June 25, 1936, Congress enacted the ‘‘Personnel Bill’’ to improve conditions on board ship and to protect seaman. The Act established the eight-hour work day and three-watch system for both 

deck and engine room departments for a majority of seagoing vessels and required that a monthly inspection of crews quarters on 

all United States vessels weighing more than 100 tons. The Act 

cancelled and required the reissue of all documents for lifeboatman 

and able seaman and required that members of the crew other 

than officers have a ‘‘continuous discharge book’’. The Act further 

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required that 75 percent of the crew—below the grade of officers— 

be United States citizens, and that U.S. citizens constitute 80 percent of the crew of government-subsidized vessels. 49 Stat. 1930. 

In addition, Congress enacted the Merchant Marine Act of 1936 

establishing the Federal Maritime Commission. 

In 1938, the President, with the advice and consent of the Senate, ratified a number of draft conventions of the International 

Labor Organization, including the Officers’ Competency Certificates 

Convention of 1936. Congress passed the act of July 17, 1939 (53 

Stat. 1049) to carry out the provisions of the Convention. Provisions of this Act requiring licensed officers on a vessel weighing 

more than 200 gross tons operating beyond the boundary line remain in force today. 46 U.S.C. 8304. 

As part of the Reorganization Act of 1939, the ‘‘Bureau of Lighthouses in the Department of Commerce and its functions are hereby transferred to and shall be consolidated with and administered 

as part of the Coast Guard in the Department of the Treasury.’’ 53 

Stat. 1432. 

On April 25, 1940, Congress adopted the Motor Boat Act of 1940 

amending and adding to the Motor Boat Act of 1910. ‘‘Motorboats’’ 

were defined in the Act as ‘‘every vessel propelled by machinery 

and not more that sixty-five feet in length except tugboats and 

towboats propelled by steam.’’ The Act established four classes of 

motorboats; prescribed requirements for navigational lights and 

sound-signaling devices; life-preservers (what today are called Personal Flotation Devices); fire extinguishers, backfire flame arrestors and bilge ventilation. The Act established licensing requirements for the operator of a motorboat carrying passengers for hire 

and specifically stated that, ‘‘No person shall operate any motorboat or any vessel in a reckless of negligent manner so as to endanger the life, limb, or property of any person.’’ 54 Stat. 163. 

In 1940, Congress amended the Revised Statutes ‘‘to provide for 

the safe carriage of explosives or other dangerous or semidangerous 

articles or substances on board vessels; to make more effective the 

provisions of the International Convention for the Safety of Life at 

Sea, 1929, relating to the carriage of dangerous goods.’’ 54 Stat. 

1023. 

In February 1942, the functions relating to safety of life at sea, 

marine inspection, seamen’s welfare and certain other maritime activities carried out by the Bureau of Marine Inspection and Navigation were temporarily transferred from the Department of Commerce to the U.S. Coast Guard (by executive order) for the duration 

of the war and until six months after the end of hostilities. The 

Coast Guard was responsible for those safety matters that had 

been regulated by BMIN: Approval of plans for merchant ships and 

their equipment; inspection of vessels to check stability, fire control 

or fireproofing, life-saving and fire-fighting equipment; administration of load line requirements; administration and enforcement of 

the laws pertaining to the numbering of motor-boats and the 

issuance of certificates of inspection; examination, licensing, and 

certification of Merchant Marine personnel—masters, pilots, engineers, staff officers; investigation of marine casualties; preparation 

and publication of rules and regulations to protect passengers, officers, and crews of American ships; Merchant Marine Council activities; and the training of merchant mariners. 

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In 1946, pursuant to Executive Order 9083 and Reorganization 

Plan No. 3, the Bureau of Marine Inspection and Navigation was 

abolished and became a permanent part of the Coast Guard under 

the Treasury Department. 

On May 10, 1956, Congress enacted the ‘‘Ray Act’’, now referred 

to as the ‘‘Small Passenger Vessel Act’’, requiring inspection of passenger vessels weighing less than 100 gross tons and carrying more 

than six passengers, to ensure that the vessel could be ‘‘operated, 

and navigated with safety to life in the proposed service and that 

all applicable requirements of marine safety statutes and regulations are faithfully complied with.’’ 70 Stat. 151. 

On September 1, 1958, Congress adopted the Federal Boating 

Act of 1958, amending the Motor Boat Act of 1940 making it applicable to all ‘‘motor boats . . . on the navigable waters of the United 

States . . .’’ and requiring the numbering of all vessels propelled 

by machinery of more than 10 horsepower and established a system whereby individual States could adopt a uniform numbering 

and certificate system. The Act further required that accidents involving numbered vessels be reported to the State in which the accident occurred and that the data collected by the States be reported to the Coast Guard. 72 Stat. 1754. In 1961, Congress extended the requirements of the Federal Boating Act of 1958 to 

Puerto Rico, the Virgin Islands, and Guam. 75 Stat. 408. 

On July 20, 1965, Congress ‘‘exempted oceanographic research 

vessels from the application of vessels inspection laws’’, and declared that ‘‘scientific personnel’’ were not ‘‘passengers’’. 79 Stat. 

424. 

In 1967, Executive Order 167–81 transferred the U.S. Coast 

Guard from the Treasury Department to the newly-formed Department of Transportation. 

On August 10, 1971, Congress enacted the Federal Boat Safety 

Act of 1971, establishing manufacturer and operator requirements 

and the National Boating Safety Council to work with the Coast 

Guard in the adoption of regulations affecting recreational boating 

safety. The Federal Boat Safety Act of 1971 granted broad authority to the Secretary to establish recreational boating safety standards that include manufacturing requirements and mandatory requirements for safety equipment. P.L. 92–75. 

In 1972, Congress enacted the Ports and Waterways Safety Act 

after finding that ‘‘navigation and vessel safety, protection of the 

marine environment, and safety and security of United States port 

and waterways matters of major national importance; that increased vessel traffic in the Nation’s ports and waterways creates 

substantial hazard to life, property, and the marine environment; 

that increased supervision of vessel and port operations is necessary; and that advanced planning is critical in determining proper and adequate protective measures for the Nation’s ports and waterways and the marine environment, with continuing consultation 

with other Federal agencies, State representatives, affected users, 

and the general public. . . .’’ The Act greatly expanded the Coast 

Guard’s authority to regulate vessel activities in the navigable waters of the United States. P.L. 95–474. 

Nineteen years ago on March 24, 1989, the Exxon Valdez grounded on Bligh Reef in Prince William Sound near Valdez, Alaska and 

released 10.8 million gallons of Prudhoe Bay crude oil. Congress 

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enacted the Oil Pollution Act of 1990 (‘‘OPA–90’’) (P.L. 101–380) in 

response to this environmental disaster. It required that all vessels 

shipping oil into the country have a detailed plan to prevent spills 

and to contain and clean up a spill should one occur. OPA–90 also 

required the phase-out of single-hull tank vessels and tank barges 

and the development of Area Contingency Plans. 

In November 2002, Congress adopted the Maritime Transportation Security Act (P.L. 107–295) to provide for enhanced security 

at the nation’s 361 ports and waterfront facilities, requiring the development and implementation of national, port and individual/facility security plans. The Act provided for port security grants to 

assist ports with physical security infrastructure needs. 

In 2003, Congress transferred the U.S. Coast Guard from the Department of Transportation to the newly-created Department of 

Homeland Security. 

SUMMARY OF THE LEGISLATION

H. Res. 1382 honors the long and proud heritage of the U.S. 

Coast Guard that begins in the very first Congress of the United 

States that enacted, on August 7, 1789, an Act establishing in the 

Treasury Department a lighthouse service to promote safety and 

protect commerce. 1 Stat. 53. This federal responsibility became 

known as the U.S. Lighthouse Service. 

Today, the U.S. Coast Guard has many responsibilities including: 

Search and Rescue; Marine Safety; Ports, Waterways, and Coastal 

Security; Illegal Drug Interdiction; Undocumented Migrant Interdiction; Defense Readiness; Marine Environmental Protection; Living Marine Resources Law Enforcement; Aids-to-Navigation and 

Waterways Management; Domestic and Polar Ice Operations; and 

other Law Enforcement responsibilities. Each day, the 41,873 officers and enlisted members in the Coast Guard and the 7,057 civilians employed by the Coast Guard carry out these missions to protect the coasts and waterways of the United States. The Committee 

honors each and every one of them and all those who were part of 

the many predecessor organizations that now make up our Coast 

Guard. 

LEGISLATIVE HISTORY AND COMMITTEE CONSIDERATION

On July 29, 2008, Chairman James L. Oberstar introduced H. 

Res. 1382 to honor all the men and women of today’s Coast Guard, 

and all of the predecessor organization that have formed its purpose of protecting the coast, protecting life and property at sea, protecting the environment, and protecting the nation’s ports and waterways. 

On July 31, 2008, the Committee on Transportation and Infrastructure met in open session to consider H. Res. 1382, and ordered 

the resolution reported favorably to the House by voice vote with 

a quorum present. 

RECORD VOTES

Clause 3(b) of rule XIII of the House of Representatives requires 

each committee report to include the total number of votes cast for 

and against on each record vote on a motion to report and on any 

amendment offered to the measure or matter, and the names of 

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those members voting for and against. There were no recorded 

votes taken in connection with consideration of H. Res. 1382 or ordering the resolution reported. A motion to order H. Res. 1382 reported favorably to the House was agreed to by voice vote with a 

quorum present. 

COMMITTEE OVERSIGHT FINDINGS

With respect to the requirements of clause 3(c)(1) of rule XIII of 

the Rules of the House of Representatives, the Committee’s oversight findings and recommendations are reflected in this report. 

COST OF LEGISLATION

With respect to the requirements of clause 3(d)(2) of rule XIII of 

the Rules of the House of Representatives, H. Res. 1382 is a resolution of the House of Representatives and therefore does not have 

the force of law. As such, there is no cost associated with this resolution for fiscal year 2008, or for any fiscal year thereafter. 

COMPLIANCE WITH HOUSE RULE XIII

1. With respect to the requirement of clause 3(c)(2) of rule XIII 

of the Rules of the House of Representatives, and 308(a) of the 

Congressional Budget Act of 1974, the Committee advises that the 

resolution contains no measure that authorizes funding, so no comparison of the total estimated funding level for the relevant programs to the appropriate levels under current law is required. 

2. With respect to the requirement of clause 3(c)(4) of rule XIII 

of the Rules of the House of Representatives, the Committee advises that the resolution contains no measure that authorizes funding, so no statement of general performance and objectives for any 

measure that authorizes funding is required. 

3. With respect to the requirement of clause 3(c)(3) of rule XIII 

of the Rules of the House of Representatives and section 402 of the 

Congressional Budget Act of 1974, the Committee advises that the 

resolution contains no measure that authorizes funding. Neither a 

cost estimate nor comparison for any measure that authorizes 

funding is required. 

COMPLIANCE WITH HOUSE RULE XXI

Pursuant to clause 9 of rule XXI of the Rules of the House of 

Representatives, H. Res. 1382 does not contain any congressional 

earmarks, limited tax benefits, or limited tariff benefits as defined 

in clause 9(d), 9(e), or 9(f) of rule XXI of the Rules of the House 

of Representatives. 

CONSTITUTIONAL AUTHORITY STATEMENT

With respect to (3)(d)(1) of rule XIII of the Rules of the House 

of Representatives, H. Res. 1382 is a resolution of the House of 

Representatives and therefore does not have the force of law. As 

such, clause (3)(d)(1) of rule XIII does not apply. 

FEDERAL MANDATES STATEMENT

H. Res. 1382 contains no Federal mandates. 

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PREEMPTION CLARIFICATION

Section 423 of the Congressional Budget Act of 1974 requires the 

report of any Committee on a bill or joint resolution to include a 

statement on the extent to which the bill or joint resolution is intended to preempt state, local, or tribal law. The Committee states 

that H. Res. 1382 does not preempt any state, local, or tribal law. 

ADVISORY COMMITTEE STATEMENT

No advisory committees within the meaning of section 5(b) of the 

Federal Advisory Committee Act are created by this resolution. 

APPLICABILITY TO THE LEGISLATIVE BRANCH

The Committee finds that the resolution 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

H. Res. 1382 makes no changes in existing law. 

Æ 

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