Jerry Costello

Mr. COSTELLO

Mr. COSTELLO. Mr. Speaker, I would ask my friend from Louisiana if he has other speakers?

Mr. COSTELLO. I reserve the balance of my time.

Mr. COSTELLO. Mr. Speaker, let me thank my friend from Louisiana and the minority for supporting this legislation. In particular I would like to thank my colleague from Illinois, Congressman Shimkus, not only for his kind words, but for cosponsoring this legislation. I urge passage of H.R. 2938, and with that I yield back the balance of my time.

Mr. COSTELLO

Mr. COSTELLO. Madam Speaker, I rise today in opposition to H.R. 2454, the American Clean Energy and Security Act of 2009. I believe that climate change is occurring, and that increased greenhouse gas emissions have profoundly impacted our climate and our resources. To combat these changes, we need to develop a sustainable energy policy that will meet our energy needs today without compromising the ability of our children and grandchildren to meet their energy needs tomorrow. For these reasons, I support a balanced energy plan that will increase our energy independence by promoting the development and deployment of 1) renewable domestic sources of energy, such as ethanol and biodiesel, and 2) technology that will use traditional fuels in a cleaner way, such as clean coal carbon capture and storage. These energy sources eventually may satisfy the needs of the entire country, but they are still being developed and expanded. We must ensure that Americans maintain access to affordable and reliable energy until these sources are broadly available. I oppose H.R. 2454 because it does not provide a bridge for coal and other fossil fuels to develop and demonstrate new technologies to provide reliable energy and meet the necessary reductions in greenhouse gas emissions. The timelines contained in this legislation do not provide sufficient time to put these technologies in place. Manufacturers and utility companies will be forced to stop using the affordable, abundant fuels they use today and transition to far more expensive energy sources. As a result, this bill will force our most affordable domestic energy source, coal, into extinction. Energy costs will skyrocket and workers will face layoffs and plant closures. American families cannot face these additional burdens during these difficult economic times. In addition, we cannot ignore the fact that climate change is a global problem and requires a global solution. We must consider the consequences of enacting this legislation when other countries, like China and India, have not taken steps to reduce their own carbon emissions. Without some measure of equity on this issue, our emissions may appear to decrease, but they will simply shift overseas, taking jobs and industries with them. Madam Speaker, I oppose H.R. 2454 because it does not do enough to bridge the transition to clean energy sources, to prevent spikes in electricity costs, to protect workers from new layoffs, or to provide a global solution to climate change. Quite simply, it is the wrong bill at the wrong time. I ask my colleagues to join me in opposing this measure.

Mr. COSTELLO

Mr. COSTELLO. You're listing the number of people who work at those facilities?

Mr. COSTELLO. Mr. Chairman, I thank Chairman Oberstar for recognizing me and thank you for all of your leadership and your support. No one knows more about aviation or transportation issues in this country than Chairman Oberstar, and I think everyone acknowledges that and respects not only his valuable input but the work that he does for this committee and on behalf of the American people. To Mr. Mica and Mr. Petri, as Mr. Mica has indicated, we have worked closely together on this legislation. As Chairman Oberstar stated, about 95 percent of what is in this bill was contained in the bill when the House passed it in September of 2007 by a vote of 267 Members passing the legislation. It truly was a bipartisan piece of legislation. The bill provides increased funding levels, as Chairman Oberstar indicated, for the Airport Improvement Program, for the facilities and equipment program, and for the FAA operations. The funds will help improve our airports, upgrade our facilities, and modernize our air traffic control system. In addition, we provide a consumer protection provision in this bill that forces airports and airlines to come up with an emergency contingency plan, and we install a consumer hotline for consumers to call the FAA for any complaints that they may have and any violations of the emergency contingency plans filed by the airports and airlines. For any violations, there are civil penalties. It does establish a process to settle a labor dispute between the FAA and the controllers, and it takes steps to move us forward in upgrading our ground-based radar system to the next generation ATC. The United States, I think we have to continue to point out, has the safest aviation system in the world; but in order to maintain that system and improve it, we need to pass this reauthorization bill. Let me make just a few comments regarding a few items that Mr. Mica mentioned. Number one, the NATCA issue with the air traffic controllers. There is a process that is moving forward now with this administration. We hope that negotiations are successful, and we hope that there is a voluntary agreement. However, this bill does not contain provisions dealing with compensation. Congress is not dictating to either the administration or to anyone what wages should be, nor do we address that in our bill at all. It has everything to do with the process, and nothing to do with salaries and benefits. Number two, it deals with in fact two fundamental principles: the rights of workers and the right to collectively bargain. So if, in fact, you believe in collective bargaining, you will support the provisions in this bill, as we did through committee and we did in 2007. Secondly, as far as two issues concerning the foreign repair stations, I think Chairman Oberstar addressed that issue, but let me just comment that I probably have more workers in my district that work in repair stations, domestic repair stations, than any other district in the country. If I thought for a moment that this was a job killer, the fact that we insist that we have two inspections per year, on ground, in person, inspections on foreign repair stations, if I thought that would jeopardize the jobs that I have in my district or any place in this country, I certainly would not be supporting the provision in the bill. It is not a job killer. We have the right in the Congress and this legislative body under the agreements that we have with the European Union and others to move forward and insist that we have inspections of these foreign repair stations so that we can protect the American people. It is a safety issue. And with that, let me just conclude by saying this is a good bill. We are 2 years behind in passing this legislation. We appreciate the support and the bipartisan relationship in working together on this bill. We look forward to passing this bill today and then working with our colleagues in the other body to get an agreement so we can get a bill on the President's desk. Mr. Chair, today is an important day for the future of our aviation system. We are considering H.R. 915, the ``FAA Reauthorization Act of 2009''. This comprehensive bill would provide approximately $70 billion to modernize our air traffic control system, fund airport development, research programs, small community service and Federal Aviation Administration, FAA, operating expenses. H.R. 915 was produced after many hearings, in-depth analysis, and a continued dialogue with the FAA, our colleagues, and stakeholders. Mr. Chair, this legislation is now almost two years behind schedule. In September 2007, the House approved a similar bill with a few additions, H.R. 2881, by a vote of 267 to 151. However, the reauthorization process has been bogged down because of inaction by the other body. Since that time we have been acting under short-term funding extensions and continuing resolutions that are delaying key Next Generation Air Transportation System, NextGen, and airport capital development projects. Although there are a few contentious issues that have marked this reauthorization process, virtually the entire aviation community-- airlines, airports, general aviation, state aviation officials--have communicated to us in a unified voice the need to get a multi-year reauthorization bill done as soon as possible. The FAA forecasts that the airlines are expected to carry more than 1 billion passengers in 2021, up from almost 760 million in 2008. To deal with this growth, strengthen our economy, and create jobs, the FAA Reauthorization Act of 2009 provides historic funding levels for FAA's capital programs. This includes $16.2 billion for the Airport Improvement Program, nearly $13.4 billion for FAA Facilities & Equipment, and $1 billion for Research, Engineering, and Development. The bill also provides $39.3 billion for FAA Operations over the next four years. These funding levels will accelerate the implementation of NextGen, enable the FAA to replace and repair existing facilities and equipment, improve airport development, and provide for the implementation of high-priority safety-related systems. H.R. 915 also changes the organizational structure of the FAA's Joint Planning and Development Office, JPDO, the body charged with planning NextGen. To increase the authority and visibility of the JPDO, H.R. 915 elevates the Director of the JPDO to the status of Associate Administrator for NextGen within the FAA, to be appointed by, and reporting directly to, the FAA Administrator. To increase accountability and coordination of NextGen planning and implementation, H.R. 915 requires the JPDO to develop a work plan that details, on a year-by-year basis, specific NextGen-related deliverables and milestones required by the FAA and its partner agencies. Like the 2007 bill, we increase the passenger facility charge cap from $4.50 to $7.00 to help airports that choose to participate in the PFC program meet their capital needs. According to the FAA, if every airport currently collecting a $4.00 or $4.50 PFC raised its PFC to $7.00, it would generate approximately $1.3 billion in additional revenue for airport development each year which strengthens our economy and creates additional jobs at a time when both are critically needed. H.R. 915 provides significant increases in AIP funding for smaller airports that rely on AIP for capital financing. The ability to raise the PFC and the increase in AIP funding provides financing for airport capital development that will help reduce delays. The bill also dramatically increases funding for and improves the Essential Air Service program and reauthorizes the Small Community Air Service Development program through 2012. To prevent another ``meltdown'' of the aviation system like what we saw during the summer of 2007, when the system was fraught with congestion, delays and poor customer service, H.R. 915 mandates that air carriers and airports create emergency contingency plans that are approved and enforced by the Department of Transportation, DOT. This legislation also requires the DOT to publicize and maintain a hotline for consumer complaints; expand consumer complaints investigated; require air carriers to report diverted and canceled flight information monthly; and create an Aviation Consumer Protection Advisory Committee. H.R. 915 also requires DOT to conduct schedule reduction meetings if aircraft operations exceed hourly capacity and are adversely affecting national or regional airspace. Finally, H.R. 915 also provides civil penalties for violations. Here at home and across the globe, more is being done to reduce energy consumption and emissions. The aviation community continues to be a leader in greening its operations. We further those efforts by establishing the CLEEN Engine and Airframe Technology Partnership and the Green Towers Program, which was modeled after what is currently being done at O'Hare International Airport. The United States has the safest air transportation system in the world; however, we must not become complacent about our past success. To keep proper oversight on safety at FAA, H.R. 915 directs the FAA to increase the number of aviation safety inspectors, initiates studies on fatigue, and requires the FAA to inspect part 145 certified foreign repair stations at least twice a year. We also provide $46 million over four years for runway incursion reduction programs; $325 million over four years for runway status lights; and require the FAA to submit a strategic runway safety plan to Congress. Combined with the tax title from Ways & Means, H.R. 915 does not impose new fees on airspace users. This concept has generated tremendous controversy and, frankly, has helped to seriously delay the reauthorization process. Instead, H.R. 915 would adjust the general aviation, GA, jet fuel tax rate from 21.8 cents per gallon to 35.9 cents per gallon, and the aviation gasoline tax rate from 19.3 cents per gallon to 24.1 cents per gallon. We believe that Airport and Airway Trust Fund revenues, coupled with additional revenue from the recommended GA fuel tax rate increases, and a reasonable General Fund contribution, will be sufficient to provide for the historic capital funding levels required to modernize the air traffic control system. There are two provisions in the H.R. 915 that I believe are necessary for improving morale at the FAA; providing fair bargaining rights to employees of the FAA and at all express carriers; and helping to maintain safety in our aviation system. The first provision requires that if the FAA and one of its bargaining units do not reach agreement during contract negotiations, the Federal Mediation and Conciliation Services are used or another agreed to alternative dispute resolution process; this process applies to the ongoing dispute between the National Air Traffic Controllers Association, NATCA, and the FAA. This legislation sends the FAA and NATCA back to the bargaining table where the FAA declared an impasse. It calls for $20 million in backpay and calls for binding arbitration if the FAA and NATCA cannot reach an agreement. These are the same provisions that were in H.R. 2881 that passed the House during the 110th Congress. I have spent many hours trying to bring both sides together to work out their differences. Chairman Oberstar and I have convened countless meetings between the FAA and NATCA in hopes of reaching a voluntary agreement. I know Mr. Mica and Mr. Petri have also spent time on this issue. Unfortunately, an agreement could not be reached and that left us with only one clear course of action--binding arbitration. I strongly believe in collective bargaining and bargaining in good faith with a fair dispute resolution process for both sides. Unfortunately, that did not happen in 2006 and we corrected that wrong in the T&I Committee by adopting the Costello amendment with a strong bipartisan vote of 53-16. This amendment is included in H.R. 915 and will ensure fair treatment of FAA employees. I am pleased Transportation Secretary Ray LaHood has appointed former Federal Aviation Administrator Jane Garvey to oversee a team of mediators to immediately address the contract dispute between the Federal Aviation Administration and National Air Traffic Controllers Association. President Obama has shown great leadership that will guide a positive way forward in which aviation safety professionals will be included as valued stakeholders. The second provision provides consistency in collective bargaining rights throughout the express carrier industry by allowing ground handling and trucking workers to organize under the National Labor Relations Act, which allows for organization at the local level. Those workers who are directly involved with the aircraft operation portion of those companies, like pilots and mechanics, would continue to be under the jurisdiction of the Railway Labor Act. This is consistent with how UPS is structured today and is identical to the provision in H.R. 2881. With that Mr. Chair, I again want to thank you for working with me on this legislation. The bottom line is we need to get the FAA reauthorized and we need to do it now. I urge my colleagues to support the bill.

Mr. COSTELLO. Mr. Mica, let me just say that when you state that Midcoast Aviation will lose 1,300-and-something jobs, you're supposing a lot of things will happen here. There is no evidence at all that any repair station in this country will lose one job. You suppose that there will be retaliation. You suppose that it will break an agreement that we have with the European Union, and, in fact, it does not, and I think Chairman Oberstar made that clear. So I think we could stand here tonight or today and say that if this airline went bankrupt or if this business went bankrupt, so many jobs would be lost, or certain action was taken toward a company, that these jobs would be lost. But there's a lot of things that have to happen before one job is lost. And as I said earlier, and I will repeat again, if I thought for a minute that either the repair station in my district, and there is more than one, or the repair stations in any district in the country would suffer as a result of this, I would not be supporting the provision.

Mr. COSTELLO. Reclaiming my time. Meaning, for every single person employed at Midcoast Aviation and for every facility on the list, if our European friends retaliate, all of those facilities are going to shut down, and everybody is going to lose their jobs? Is that what you're saying?

Mr. COSTELLO. I would ask you, Mr. Mica: In the figures that you were using from Midcoast Aviation and all of the other figures you just said, 7,000 and something jobs in Democrat districts on the Aviation Subcommittee, are you assuming that all of those facilities will close, that they will completely shut down and that every job will be lost? I yield to the gentleman.

Mr. COSTELLO. I understand.

Mr. COSTELLO. Thank you, Chairman Oberstar. I rise in support of the manager's amendment. Let me address a couple of issues that my friend, Mr. Petri, and Mr. Mica spoke about as far as the agreement that we have and the foreign repair stations--the mandate that we inspect those repair stations at least twice a year. Number one, the FAA not only has a right, but they have a responsibility to the flying public in the United States not only to inspect those repair stations when there is a problem or a complaint or an issue that is brought up, but they have a responsibility to inspect those repair stations and make sure that all of the repair stations both here in the United States and abroad are meeting the FAA regulations. I wonder if the groups and organizations who wrote letters in opposition to this read the Department of Transportation Inspector General's report where, and I quote, ``The DOT inspector general stated that foreign inspectors oftentimes do not provide the FAA with sufficient information to determine the items inspected, problems discovered, and corrective actions taken.'' The report goes on to say, ``In the files that the Department of Transportation inspector general reviewed, the inspection documents provided to the FAA were incomplete or incomprehensible 88 percent of the time, hampering the FAA's ability to verify the inspections conducted on its behalf adhered to FAA safety standards.'' So let me just say that for those who are concerned about this requirement of having two physical inspections of foreign repair stations, this is the same language that was in the bill that was passed by this House by a vote of 267 Members in favor of the legislation. It is the exact same language--to have two inspections per year of foreign repair stations. The final point that I would make is we, again, in this legislation provide additional funding to the FAA to hire additional inspectors to carry out these inspections.

Mr. COSTELLO. I thank Chairman Oberstar again. Mr. Petri, I would just finally say again that we have the Department of Transportation inspector general report. We understand that there are a number of inspections that take place by other agencies outside of the FAA. But let me again read to you from the Department of Transportation inspector general. ``In the files that the DOT IG reviewed, the inspection documentation provided to the FAA was incomplete or incomprehensible 88 percent of the time, hampering the FAA's ability to verify that inspections conducted on its behalf adhered to FAA safety standards.'' What we are simply saying is that we want the FAA to go to foreign repair stations and physically inspect them twice a year. And we are saying to our friends in Europe if they want to inspect repair stations that they are using here in the United States twice a year, or more than twice a year, they are more than welcome to do that. We believe that we have the right--not only the right, but an obligation to the flying public to require these inspections. I would also finally note we're talking about agreements that were negotiated by the past administration with our friends in Europe, and the past administration did not consult the Aviation Subcommittee or the Transportation Committee or the Congress when they negotiated these agreements. So we believe this is a reasonable thing to do. It was in the last bill that passed the Congress in September, 2007; 267 Members voted in favor of that bill with this provision in it. And we believe that it is the right thing to do and a reasonable thing to do, and it's an obligation we have to ensure the safety of the flying public.

Mr. COSTELLO. Will the gentlewoman yield?

Mr. COSTELLO. Let me say that you have made a very strong case, and we accept your amendment.

Mr. COSTELLO. I thank you for yielding, Mr. Chairman. The point that I would make about the passenger facility charges is exactly the point that Chairman Oberstar just made. It is permissive. It is up to the local airport authority. And if, in fact, there is a passenger facility charge collected, it stays there at the local airport. Mr. PAYNE: Mr. Chair, I rise in strong support of the Burgess amendment to ensure whistleblower protection for FAA employees, and I commend Dr. Burgess for offering this amendment. I have been deeply disturbed at the situation at Newark Liberty International Airport in my congressional district of Newark, New Jersey. The safety concerns raised by a number of our air traffic controllers, the professionals we rely on to get us safely to and from our destinations, have been virtually ignored. We have a situation where wrong turns caused by pilots' confusion over the FAA's new procedure have resulted in near-collisions. Yet, when the air traffic controllers have expressed alarm, the response of FAA management has been to retaliate against the employees who are trying to guard the safety of the flying public. Let me also add that I am disappointed that New Jersey communities, especially those in Essex and Union counties in my congressional district, are being forced to bear an unfair share of the noise burden under the airspace redesign plan. I hope that the new FAA administrator will address both the whistleblower protection issue and the need to reexamine the airspace redesign plan.

Mr. COSTELLO. I ask the gentleman to yield.

Mr. COSTELLO. The gentleman has made a strong case. We accept the amendment, and we will submit a statement in the Record.

Mr. COSTELLO. I claim time in opposition, although I do not intend to oppose the gentlelady's amendment.

Mr. COSTELLO. Mr. Chairman, we commend the gentlewoman on her amendment. We accept it and yield back the balance of our time.

Mr. COSTELLO

Mr. COSTELLO. Mr. Speaker, I rise today in support of H. Res. 426, a resolution that honors and celebrates National Peace Officers' Memorial Service Observance Day on May 15, 2009 and National Police Week, May 11-15, 2009. President John F. Kennedy first proclaimed May 15th as National Peace Officers' Memorial Day. Every year on this day, we celebrate the lives and honor the deaths of our fallen law enforcement officers. We also recognize the important role that our peace officers play in the daily lives of all citizens, and the responsibilities, hazards, and sacrifices of their work. As a former police officer, I salute those law enforcement officers who died in the line of duty in 2008 and continue to honor those police officers who gave their lives in past years. I join my colleagues on the Congressional Law Enforcement Caucus in urging continued support for programs, such as the Community Oriented Policing Services (COPS) program, to hire additional police officers and help law enforcement acquire the latest crime-fighting technologies. Mr. Speaker, I ask my colleagues to join me in recognizing and paying respect to our fallen heroes. In these difficult and changing times, we honor their work to protect our communities and families and promote safety and peace on our streets. I urge my colleagues to support this resolution.

Mr. COSTELLO

Mr. COSTELLO. Madam Speaker, I rise today to ask my colleagues to join me in recognizing Erwin Charles ``Red'' Becker and wishing him well a he retires as Mayor of Evansville, Illinois. Red Becker comes by public service naturally. His great uncle, Walter Becker served as Mayor of Evansville from 1923 until 1957 when he died in office. Before serving the Village of Evansville, Red served his country with a tour in Vietnam. In 1983, Red decided to become more actively involved in local government and ran for Village Trustee. This confirmed his commitment to his community and, two years later, he was elected Mayor of the Village of Hon. Evansville, a position he held through six terms and 24 years. During Red Becker's tenure as Mayor, Evansville has seen many changes, including a four-phase road project, an upgraded and expanded boat dock, a new fire house, water tower and line replacements, and new water and sewer treatment facilities. These last items were made necessary due to damage from the ``Great Flood of '93'' which displaced the Mayor from his own residence. During this disastrous time for Evansville as well as many Midwestern communities, Red Becker proved his dedication to public service by working around the clock, meeting the needs of his community, even as many of his own belongings were lost to the flood. After the devastation of the 1993 flood, Red oversaw a rebuilding of Evansville and has continued to work tirelessly for the benefit of the village and its residents. Madam Speaker, I ask my colleagues to join me in an expression of recognition and appreciation for a true public servant, Erwin Charles ``Red'' Becker, and in wishing him all the best in the future.

Mr. COSTELLO

Mr. COSTELLO. Madam Speaker, I rise today to congratulate Israel on the 61st anniversary of its founding on May 14, 1948. Israel is a true friend to the United States. For the past 61 years, Israel and the United States have been linked on many levels. We have sustained a strong partnership, sharing not only a commitment to peace and security in the Middle East, but also common democratic ideals and principles. Israel is a nation founded by people seeking refuge from religious persecution. It has developed into a thriving democracy proud of its achievements, building a strong and vibrant society committed to the rule of law and sustaining a robust economy. While Israelis continue to contribute a great deal to society, the state of Israel exists in a dangerous neighborhood. It has weathered continued attacks by Hamas and Hezbollah and faces an increasing threat from Iran. These are real obstacles to peace that threaten the safety of Israeli men, women, and children, and affect the stability of the region. Despite these challenges, Israel still works toward peace and security with its neighbors. Israel has taken meaningful, unilateral steps toward this end. It has fostered an amicable, working relationship with Egypt and Jordan, removed troops from Gaza and Lebanon, and has participated in open negotiations with the Palestinian government to work toward a productive peace agreement for both sides. While the United States will remain an active player in the Middle East peace process, true peace can only be achieved through a pragmatic and faithful approach constructed by regional authorities. Madam Speaker, Israel wants peace, and the United States must remain committed to helping its friend achieve this goal. I stand here today to affirm my commitment to the nation of Israel and to congratulate our friend and partner on its 61st anniversary.

Mr. COSTELLO

Mr. COSTELLO. Madam Speaker, I rise today to honor the memory of the victims of the Armenian genocide and ask my colleagues to support H. Res. 252, a bill to commemorate the Armenian genocide. Over 94 years ago this week, Ottoman Empire authorities arrested some 250 Armenian community and political leaders in Constantinople. This event signaled the beginning of the deliberate and systematic mass murder of 1.5 million Armenian men, women, and children. From 1915-1923, more than a million Armenians were forced to resettle in Ottoman Syria. To get there, ethnic Armenians were told to march from Turkish Armenia, many of them dying of starvation, disease, or massacre by Turkish forces. Those who survived faced continued abuse at the hands of the Turkish authorities, causing the rest of the population to perish or flee the region as refugees. This effectively eliminated the Armenian population from the Ottoman Empire. Despite facing some of the worst atrocities of the modern world, Armenians have overcome adversity and continue to prosper as an independent, democratic state. The United States and Armenia have built a long-lasting, strong relationship and we continue to stand by our friend and ally to sustain cooperation on issues of global and regional importance. As citizens of a global society, we have a solemn obligation not to ignore history or the horrific events of the past. The Armenian genocide marks the first known genocide of the 20th Century, a century only sadly to be marred by repeated offenses against humanity from the Holocaust to Darfur. To commemorate this inhumane event reminds us that ethnic conflict still plagues the modern world and is a pressing issue for the international community. As a member of the Congressional Armenian Caucus and the Tom Lantos Human Rights Commission, I remain committed to achieving a future free from unnecessary violence, hatred, and indifference. Madam Speaker, I ask my colleagues to join me in remembering and acknowledging the American genocide and the victims of its atrocities to ensure we do not repeat the mistakes of the past.

Mr. COSTELLO

Mr. COSTELLO. Madam Speaker, I rise today to ask my colleagues to join me in honoring Russell Dunham, Medal of Honor Winner, who passed away at the age of 89 on April 6, 2009. Russell Dunham was born in 1920, in East Carondelet, Illinois and grew up on a farm in Fosterburg, Illinois. With his brother, Ralph, Russell traveled to Peoria, Illinois in August, 1940 to find work. Instead of finding a job, both of them enlisted in the Army and would serve together throughout the war. Russell saw action in North Africa, Sicily, and Anzio as part of the 3rd Infantry Division. On January 8, 1945, TSgt. Russell Dunham and his platoon were stationed on a snowy hillside near Kaysersberg, in the Alsace region of France, near the German border. German machine gun nests were covering the Americans from positions at the top of the hill and American artillery units were about to begin shelling the location where Dunham and his men were situated. This prompted Dunham to take the courageous action that would earn him the Medal of Honor. With a mattress cover over his uniform to help blend into the white surroundings and carrying 12 carbine magazines and a dozen grenades, Dunham made his way up the hill toward the enemy position. When he was within 10 yards of the enemy machine guns, Dunham stood up to attack and was struck in the back by enemy fire. Despite his wounds, Dunham got to his feet to resume his attack, kicking away an enemy grenade that had landed at his feet. Dunham continued his assault, taking out the first machine gun nest, then proceeded another 50 yards where he took out a second machine nest. Finally, he made his way up the hill another 65 yards where he took out the third and final enemy location. As a direct result of Russell Dunham's single-handed charge, the lives of 150 of his fellow soldiers were saved. For this heroism, Russell Dunham was awarded the Medal of Honor at Zeppelin Stadium in Nuremberg, Germany on April 23, 1945. After returning home from the war, Russell Dunham accepted a position with the Veterans Administration where he worked for 30 years, explaining benefits to veterans. As is typical of so many who display rare acts of courage, Russell Dunham would deflect praise and insist that he did not consider himself a hero. He claimed that he was just doing his job. I am sure the 150 soldiers who survived that day because of Dunham's heroics would have a different opinion. Russell Dunham is survived by a daughter, stepdaughter, stepson, three brothers, three sisters, three grandchildren and nine great- grandchildren. Madam Speaker, I ask my colleagues to join me in an expression of honor and appreciation for a true American hero, Russell Dunham.

Mr. COSTELLO

Mr. COSTELLO. Madam Speaker, I ask unanimous consent that the gentleman from Illinois, the Honorable Mike Quigley, be permitted to take the oath of office today. His certificate of election has not arrived, but there is no contest and no question has been raised with regard to his election.