William Lipinski

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Chairman, I move to strike the last word. Mr. Chairman, I rise in support of the amendment offered by the gentleman from New York [Mr. Nadler]. The gentleman is without a doubt one of the most involved, knowledgeable, dedicated members of the Subcommittee on Railroads. The gentleman has identified a regional problem affecting freight rail service in the New York metropolitan area. Today there is only one railroad that provides freight service on Amtrak's Northeast corridor. It seems logical that an area of such economic importance as the Northeast corridor would have service from more than one single railroad. But the exclusive use agreement that was granted to Conrail gives it no competition on Amtrak's Northeast corridor. The Nadler amendment would allow other railroads the use of the Northeast corridor. Competition certainly makes sense to me, and I urge support of this amendment. Mr. Chairman, I would also like to say that I concur with the gentleman from Pennsylvania [Mr. Shuster], the chairman of the full committee, that there are no labor contracts being broken in this bill. I am quite sure that the gentleman from New York [Mr. Nadler], because of his anxiety of presenting this amendment, misspoke, and I am sure if he has another opportunity the gentleman will correct the Record in regard to that.

Mr. LIPINSKI. I yield to the gentleman from Tennessee.

Mr. LIPINSKI. I would like to say that this particular issue has been debated, discussed, negotiated upon to a great extent since we first started hearings on the Amtrak legislation. The language that exists in the bill at the present time from my perspective is a considerable improvement over what was in the bill originally. By the same token, it has always been my position that I seriously question tort reform being involved in this Amtrak reform legislation. I also think that it is to a great degree really a matter of fairness. As I mentioned earlier, since the start of the Amtrak deliberation we have gone over this issue and gone over it and gone over it, and perhaps even though we were unaware of this amendment coming to the floor today until very recently, something like 5 minutes after we started a debate on the rule for this bill, I am happy that it has come to the floor. I do support it, and I believe that it is only fitting and proper that in a democracy, that ultimately the Representatives of the people in total have an opportunity to vote on this particular, to vote on this particular issue. It should not be restricted simply to the members of the Committee on Transportation and Infrastructure. So even though I know we have debated it forever, this is another opportunity for us to debate it, but more importantly, for the other Members of the House of Representatives to have their opporutnity to vote ``yes'' or ``no'' on this type of amendment.

Mr. LIPINSKI. Mr. Chairman, I move to strike the requisite number of words, and I yield to the gentlewoman from Illinios [Mrs. Collins].

Mr. LIPINSKI. Mr. Chairman, I want to thank the gentleman from Ohio, ``Mr. Buy American,'' for yielding. Mr. Chairman, I rise in support of the amendment offered by the gentleman from Ohio [Mr. Traficant]. There may be no one in this body who is as strong a supporter of American workers as Mr. ``Buy American.'' I have consistently supported the gentleman's efforts on this issue, and today is no exception. Although Amtrak is already covered by a buy-American provision, because the so-called trackwork used by Amtrak is not produced in the United States, Amtrak is permitted to buy from a foreign manufacturer. Trackwork for freight railroads is manufactured in the United States, but these manufacturers do not presently build trackwork of the quality standards required for Amtrak's passenger trains. This amendment requires that Amtrak and the American manufacturers work together to find ways to increase the ability of the manufacturers to meet Amtrak's specifications for trackwork. Amtrak will report back to Congress within 2 years on its progress. Both Amtrak and the American trackwork manufacturers want Amtrak's trackwork to be procured from American firms. This amendment will enable them to work toward that goal. Mr. Chairman, this is a well-reasoned buy-American amendment. I commend Mr. Traficant for his leadership and urge adoption of the amendment. Mr. Chairman, I also would like to compliment him on his performance yesterday on the sports talk show that I watched on television. The gentleman is not only an outstanding legislator, but he also happens to be one of the most knowledgeable people that we have here in Congress-- not only football, which he played at the University of Pittsburgh, but also on baseball, basketball, and just about any other sport one can think of.

Mr. LIPINSKI. Mr. Chairman, will the gentleman yield?

Mr. LIPINSKI. I yield to the gentleman from California. (Mr. FILNER asked and was given permission to revise and extend his remarks.)

Mr. LIPINSKI. I yield to the gentleman from Minnesota.

Mr. LIPINSKI. Mr. Chairman, I move to strike the requisite number of words. Mr. Chairman, I rise in support of the amendment offered by my good friend from Tennessee, Bob Clement. Mr. Clement's amendment is based on legislation he has introduced, H.R. 2205, the Rail Infrastructure Preservation Act of 1995. I am an original cosponsor of this legislation, and I fully support Mr. Clement's effort to include the relevant portions of that bill in the Amtrak reauthorization. H.R. 1788 authorizes $50 million annually for loan guarantees under the program created by section 511 loan guarantee program. Although the section 511 loan program has been used principally to support rehabilitation of branch lines in rural areas, the bill expands the program for use on Amtrak's infrastructure. I strongly support inclusion of this provision in this legislation. Mr. Clement's amendment amends section 511 to make it easier for borrowers to qualify for loans. It clarifies the program's purposes to favor continuation of service on or preservation of light density rail lines. It reduces the interest rate for guaranteed railroad loans to the Treasury bond interest rate. It establishes a 15-year repayment period for the loan, but allow prepayment without penalty after 5 years. Finally, the amendment enables the Secretary of Transportation to waive collateral requirements if he thinks repayment is likely. This amendment will remove arbitrary barriers currently preventing the most effective use of the program. It takes a good program and makes it better. I urge adoption of the amendment.

Mr. LIPINSKI. Mr. Chairman, will the gentleman yield?

Mr. LIPINSKI. Mr. Chairman, I have no further requests for time, and I yield back the balance of my time.

Mr. LIPINSKI. Mr. Chairman, I yield myself such time as I may consume. Mr. Chairman, I rise in support of H.R. 1788, the Amtrak reform bill. Mr. Chairman, during my tenure as the ranking Democrat on the Railroads Subcommittee in the first 10 months of the 104th Congress, I worked with the members of the subcommittee to assure a future for passenger railroads in this Nation. As we worked toward this goal, we have been all too aware of the importance of the railroad in the history of this country and the role of the U.S. Government in the development of the railroad. The transcontinental railroad, with its golden spike driven into the ground in 1869, was a product of Government involvement and Government financing. As the transcontinental railroad was conceptualized in the 19th century, the costs were tremendous, and the prospects for recovery of those costs were far into the future. With populations in Missouri, California, and nowhere in between, no private sector business would have dared attempt such a project. It was up to the Federal Government to make the investment for the future. The same thinking led to the birth of the National Railroad Passenger Corporation--Amtrak--a century later. Saddled with a common carrier obligation to provide intercity passenger rail services the freight railroads were struggling. Eliminating the significant losses on passenger service was viewed as essential to keeping the freight railroad system financially sound. Today, the freight railroad industry in the United States is stronger than ever. While Amtrak will never see the kinds of profits the freights have, I continue to believe there is a place for Amtrak in our national transportation system. The mandate of Amtrak is to provide modern, cost-efficient, and energy-efficient intercity rail transportation between crowded urban areas and other areas of the United States. In creating Amtrak, Congress recognized the significance of passenger rail service as a component of an efficient, integrated national transportation system. It is in our national interest to have efficient, accessible passenger rail transportation in the United States. During 1994, a total of 55 million passengers depended on Amtrak to provide reliable rail passenger service. Twenty-two million of these passengers traveled on Amtrak nationwide. Amtrak connects many urban areas in the United States, serving 68 of the 75 largest metropolitan areas. In addition, Amtrak provides a vital link to the 62 million Americans who live in small towns and rural areas. Amtrak serves 33 communities which have no air service, 18 communities which have no bus service, and 9 communities which have neither. As congestion increases on our Nation's roadways and airport runways, we should look to rail to alleviate the problem. Amtrak provides an invaluable alternative in heavily urbanized regions that have crowded highways and airports. The benefits of passenger rail transportation--congestion alleviation, safety, energy-efficiency, environmental soundness and the other benefits--make a strong case for inclusion of passenger rail in our national transportation system and as a funding priority. Some argue that if Amtrak cannot be self-supporting, it should not be continued. For the long term, this may indeed be true. However, we must consider the historical Federal role in the development of other modes of transportation. Investment in passenger rail now will provide a substantial return in the future. Mr. Chairman, this compromise legislation removes Amtrak from much of the congressional micromanagement that it has faced since its establishment, and makes it more like every other business in America. Passenger rail service can have a future in the United States if the American people support it. Since Amtrak restructured and announced route eliminations and adjustments late last year, Governors across the country have come forward with funding to continue the service that is needed in their States. We are working toward an Amtrak which operates without a Federal operating subsidy, which provides quality service, and which is financially stable. Yet we also know that no intercity rail passenger service anywhere in the world operates without some degree of public sector financial support. As its operating subsidy decreases in the next few years, we have encouraged Amtrak to look for innovative approaches to financing in partnership with States and localities that rely on passenger rail service. When Congress passed ISTEA in 1991, we moved toward a multimodal transportation system in which each mode complemented the other. Railroads do not serve every area and may not be the best form of transportation for every American. Yet in our national transportation system, every mode, including rail, highway and air, should be well represented. Used together, the various modes assure a transportation system which will exceed our needs into the 21st century. As a child in Chicago, I used to watch as the Burlington Zephyr passed by my house en route to California. That was the way people traveled years ago, and it is the way many continue to travel today. Amtrak will never be the answer for every American traveler. However, it can be one of America's travel options for many years to come. Mr. Chairman, if I were to design my dream Amtrak legislation, this would not be it. But this bill is a real compromise that comes as a result of very hard work by individuals on both sides. I want to commend Chairman Shuster and Chairwoman Molinari for the manner in which they have worked with us to build legislation we can all support. Although this bill is not what any of us would have predicted or desired when we began hearings on Amtrak in February, it is a true compromise product which protects the interests of Amtrak management and labor. I also want to thank the new ranking member of the full committee, my good friend Jim Oberstar, and the new ranking member of the Railroads Subcommittee, Bob Wise, for their involvement on this bill. Mr. Chairman, as a result of blood, sweat, tears, and the willingness of all parties to compromise, this is a bill we can all support. I urge its adoption. Mr. Chairman, I reserve the balance of my time.

Mr. LIPINSKI. Mr. Speaker, I thank the gentleman for yielding me this time. I rise in strong support of the rule for H.R. 1788, the Amtrak Reform and Privatization Act of 1995. The open rule is appropriate for the compromise legislation that will be considered today. I plan to support the rule and urge its adoption.

Mr. LIPINSKI. Mr. Chairman, I yield 3 minutes to the gentleman from Tennessee [Mr. Clement], successor of Davey Crockett, Andrew Jackson, and Sam Houston. (Mr. CLEMENT asked and was given permission to revise and extend his remarks.)

Mr. LIPINSKI. Mr. Chairman, I yield 4 minutes to the gentleman from West Virginia [Mr. Wise], the present ranking member of the Subcommittee on Railroads.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today with great sadness at the recent passing of John R. Radek at the age of 77. I, along with the Chicago City Council, have been informed of his passing by Alderman Edward M. Burke. The president of the family-owned Ready Metal Manufacturing Co. until his retirement a few years ago, John was an engineer and the holder of several patents. He founded his company in his parents' garage on South Knox Avenue, developing sales by walking door to door. Ready Metal eventually grew from a one-man operation, to one employing 500 people. Working with the McDonald's Corp., John developed the first modern drive-in window, founding Ready Access, a corporate subsidiary of Ready Metal. Through working with Sears & Roebuck, John also designed and patented product-display fixtures and accessories and was honored by Sears several times with its Symbol of Excellence Award for Outstanding Service. John served as a board member of the Standard Federal Bank. He was also a member of the St. Vincent DePaul Society, the Archbishop Weber Council Knights of Columbus, and the 4th Degree Club. Mr. Speaker, I extend my condolences to his devoted wife of 55 years, Rose, his daughters, Diana Cicora and Bernadette Arnott, his son, Rick, his brother, Edward, his sister, Bernice Budris, and his 10 grandchildren.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay tribute to 21 businesses located in Cicero, IL, which were honored for longevity at the Cicero Chamber of Commerce and Industry's ninth annual dinner on November 8, 1995. Illinois Lt. Gov. Bob Kustra was the guest speaker, and Betty Loren-Maltese, town president, was honored for her contributions to the community. Establishments passing the 100 year mark were Chas. Fingerhut Bakeries, 5537 Cermak Road; Cermak Home for Funerals, 5844 Cermak Road; Central Federal Savings and Loan Association, formerly Vypomocny Spolek Jungman, 5959 Cermak Road; and Cicero Bible Church, formerly the Morton Park Congregational Church, 1230 Laramie Avenue. Marking 75 years in business were Ida Florists, formerly John Ida Florist, 4928 W. 31st St.; Family Federal Savings of Illinois, formerly Morton Park Savings, 5225 W. 25th St.; Pinnacle Bank of Cicero, formerly First National Bank of Cicero, 6000 Cermak Road; Rosicky's National Cleaners, 5818 Cermak Road; Edward's Market, 2933 S. 49th Ave.; ComEd, formerly the Edison Co. for Isolated Lighting; and Family Service and Mental Health Center of Cicero, formerly the Cicero Welfare Center, 5341 Cermak Road. Honored for 50 years were Walter M. Vlodek, attorney at law, formerly Miles Vlodek, 5814 Cermak Road; Prater Industries, formerly Prater Pulverizer, 1515 S. 55th Court; Chicago Extruded Metals Co., 1601 S. 16th St.; Walgreen Drug Store, 5958 Cermak Road; Manor Bakery, formerly Chester and Emily Matiask Bakery, 5906 W. 35th St.; St. Anthony Federal Savings Bank, formerly St. Anthony Savings and Loan Association; 1447 S. 49th Court; West Town Savings Bank, formerly West Town Saving and Loan Association, 4852 W. 30th St.; Frank F. Kucera Co., 1800 Laramie Ave.; and MidAmerica Federal Savings Bank, 5900 Cermak Road. Mr. Speaker, I congratulate these businesses for the many years they have provided services to their community and wish them the very best in the years yet to come.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Chairman, I thank the ranking member for yielding time to me. Mr. Chairman, I simply want to say that this manager's amendment is a product of outstanding cooperation and bipartisanship between the gentleman from Pennsylvania [Mr. Shuster], the gentleman from Minnesota [Mr. Oberstar], the gentleman from Wisconsin [Mr. Petri], the gentleman from West Virginia [Mr. Rahall], and the gentlewoman from New York [Ms. Molinari], and it is in the true spirit of the committee that all of us have served on for a long period of time. It is very nice to see that in this day and age, with the hostility that sometimes exists here between the majority and the minority, that we have managed to supersede that on our committee. I have always felt our committee has a special bipartisan flavor to it, and I compliment all the parties involved for working out this manager's amendment. I particularly salute the chairman and the ranking minority member for working this out, because I know they have worked on numerous problems like this over the course of many years on the Committee on Transportation and Infrastructure.

Mr. LIPINSKI. Mr. Chairman, I move to strike the last word. Mr. Chairman, I rise to express my very, very strong support for the amendment offered by the gentleman from Kentucky. This amendment is a very reasonable compromise--in fact, as far as I am concerned, it is probably far too reasonable--to the contentious issues surrounding labor protection for rail employees. As reported by the Committee on Transportation and Infrastructure, H.R. 2539 contains a provision which wipes out statutory safeguards for rail employees who are affected by mergers, acquisitions, and other transactions. The provision applies to employees of class 2 railroads, that is, railroads with annual revenues up to $250 million. I repeat that. These are class 2 railroads that have annual revenues up to $250 million. Instead of completely wiping out the labor protection currently afforded these employees, the Whitfield amendment provides 1 year of severance for those with years of employment on midsize railroads. This 1 year of severance is a dramatic reduction from the current 6-year requirement. Mr. Chairman, many times in the past I have stood in this well and advocated maintaining or increasing the good benefits provided for union members in this country. I am not doing that today. Instead, I propose that we slash the severance benefits given to class 2 railroad employees from 6 years to 1 year. I know that is a big cut, but I am willing to support it in order to pass this bill and to protect the American working man and woman in class 2 railroads. After passage of this amendment, this legislation will provide 1 year of severance for class 2 railroads and essentially eliminate severance for class 3 carriers, those with annual revenues less than $20 million. That is because the short line and the regional railroads do not have the same financial resources that the big class 2 carriers do. But those who oppose this amendment will say that even the limited benefits provided in this amendment are too much. They will say that class 2 railroads simply cannot afford them. [[Page H 12299]] Let me tell Members about one class 2 railroad that runs through my congressional district, the Wisconsin Central Railroad, a class 2 railroad that made BusinessWeek's list of 1,000 largest companies in the United States. Wisconsin Central's stock value is $800 million. That is higher than J.B. Hunt. I can tell you, Wisconsin Central can afford 1 year of severance for its employees. The Chicago Tribune recently reported that the middle-class Americans are having a tough time getting by, that their money does not go as far and they are facing layoffs, they are facing cutbacks in their benefits and skyrocketing college tuition for their children. These are the same people this bill has targeted, pulling the rug out from under their feet. I am not suggesting the status quo. I am not advocating 6 years of labor protection. I stand in support of the gentleman's amendment because it is very, very, very reasonable. I expect this amendment to pass today. If it does not, though, I expect H.R. 2539 to be defeated. Pass the amendment and then pass the bill. It is the right thing to do for all Americans.

Mr. LIPINSKI. Mr. Chairman, H.R. 2539 will eliminate the Interstate Commerce Commission, the Nation's oldest independent Federal agency. I think we can all agree this is consistent with the direction Congress has been moving with substantial deregulation of the railroad and motor carrier industries in the past 15 years. Although many Members, including me, have opposed elimination of the ICC in years past, we recognize that the time has come to take this action. As the ranking member of the Subcommittee on Railroads, a position which I held for the first 10 months of this Congress, I had the opportunity to consider the functions of the ICC in great detail through hearings our subcommittee held last winter. On the majority of issues contained in this legislation, both the Republicans and the Democrats worked together to craft legislation we can all support. I want to commend Chairman Shuster and Chairwoman Molinari and their staffs for the bipartisan manner in which we began the drafting of this measure and for their attempts resolve the remaining issues of difference. However, despite our best cooperative efforts, there is one provision currently contained in H.R. 2539 which prevents me from supporting the legislation in its current form. In its present form, H.R. 2539 contains a hostile provision that destroys the long-standing rights of certain rail workers. I understand that our colleague from Kentucky, Mr. Whitfield, will be offering an amendment to correct this injustice. I urge support of that amendment. Elimination of the Interstate Commerce Commission is something we should all support. Abrogating contracts between railroads and their employees is something we should not. Vote for the Whitfield amendment, and if it passes, vote for this bill. If the amendment fails, I urge every Member of this body to oppose H.R. 2539, and stand up for the American working men and women.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise to pay tribute to the memory of the distinguished Prime Minister of Israel, Yitzhak Rabin. His assassination on Saturday night following a peace rally in Tel Aviv was a tragedy for the citizens of Israel and people around the world. [[Page H 11850]] We often speak of great leaders here, and I can think of none greater than Yitzhak Rabin. He was the essence of all that is good about Israel. Born in Jerusalem in 1922, Rabin was a military hero from the first days of Israel's existence. He fought in the 1948 siege of Jerusalem in an elite military unit, and served as Army Chief of Staff in the 1967 Six-Day War. Many say that it was because of Rabin's distinguished military career that he was able to move Israel so strongly toward peace. Since he began his second term as Prime Minister in 1992, Rabin has led Israel toward a new era of Middle East peace. The Nobel Peace Prize he shared with PLO Chairman Yasser Arafat and Israeli Foreign Minister Shimon Peres in 1994 recognized the first important step toward achieving comprehensive peace, the 1993 agreement Rabin and Peres signed with the PLO. The next momentous occasion was the peace agreement between Israel and Jordan. Other milestones and honors for Rabin surely would have followed if not for this tragic event. Yitzhak Rabin was a courageous man who built on his experience as a warrior to become a great peacemaker. I am optimistic that the other participants in the peace process will continue to work toward their goal. When Middle East peace comes, it will be a result of the legacy of Yitzhak Rabin. It is traditional that when Jews mention the name of someone who has passed away, the name is following by an acronym representing the words ``may his memory be a blessing.'' I have no doubt that Yitzhak Rabin's memory will indeed be a blessing. Mr. Speaker, Yitzhak Rabin was a great man who will be missed. We can all learn from his life, all that he accomplished, and all that he would have if his life had not been suddenly cut short.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay tribute to two outstanding resident in my district--Mr. John Kravcik and Ms. Joyce Person--the Western Springs Man and Woman of the Year. These two people represent the volunteer spirit that has not only helped make their community great, but out entire nation as well. They will be honored for their efforts to better their village on Saturday, November 4 at the Western Springs Grand Ball. Ms. Person, a 27-year resident of Western Springs, has combined her love of natural beauty with her love of her community. In addition to her long service to the village's Garden Club as president, she was also the secretary of the Village Party Caucus for 10 years, a volunteer organization that helps select qualified candidates for village offices. She is also a dedicated volunteer at La Grange Memorial Hospital. Yet, Ms. Person understands that true community service extends far beyond the bounds of one's village. In that regard, she organized the Hostage Remembrance Day to honor the Americans held in Iran in 1979 and 1980. Mr. Kravcik, a resident for 33 years, has been active in government, professional, and religious organizations. He served on the Western Springs Planning and Zoning Commission from 1983 to 1991, when he was elected to a 4-year term to the Board of Trustees. He has been involved in leadership roles at his church, St. John of the Cross, and Nazareth Academy, a local high school. Mr. Kravcik and his wife, Joan, were co- chairmen of a Vietnamese refugee settlement committee, helping to find housing, employment, and other necessities for eight families who came to Western Springs. Mr. Speaker, I salute these two outstanding Americans for their tireless efforts for Western Springs, and I hope they are able to enjoy many more years of service to their community.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay tribute to 12 outstanding Americans who made their start in my congressional district. These individuals, John Armstrong II, Phillip Ault, Judith Polivka Betts, Bruce Campbell, Carol Evans, Paul Hoffman, Laurie Thompson Lawlor, Douglas McKeag, Herbert Morse, Edwin Munger, William Sharpless, and William Smithburg, have distinguished themselves in fields ranging from medicine to athletics, business to diplomacy. Besides greatness, they also all have two things in common--they are graduates of one of the finest high schools in Illinois, Lyons Township, and they will all be inducted into the High School's Hall of Fame on November 3. John Armstrong II, a 1956 graduate, is a physician and professor at the University of Colorado. An international authority on radiology and the detection of lung and chest diseases, he is also an expert on medical ethics. Phillip Ault, class of 1931, is a renowned journalist who served as correspondent for United Press during World War II. After the war, he helped establish the Los Angeles Times-Mirror and served as an editorial executive for other newspapers throughout the country. Mr. Ault is also an educator, whose textbook, ``Introduction to Mass Communication,'' has been read by millions of college students. Judith Polivka Betts, a 1954 graduate, is an internationally recognized watercolor artist and art educator. She has received hundreds of honors for her work and written the award winning book ``Watercolor . . . Let's Think About It!'' The late Bruce Campbell, class of 1927, was among the best major league outfielders of his era, the 1930's. Mr. Campbell finished his career with a .290 batting average and 106 home runs, playing for the Chicago White Sox, the St. Louis Browns, the Detroit Tigers, the Cleveland Indians, and the Washington Senators. However, perhaps the most impressive thing about his playing career was that he overcame three bouts of spinal meningitis, a usually fatal disease in the 1930's. Carol Evans, class of 1970, has made her mark in publishing, having served as president and publisher of Stagebill magazine, the largest special events program publisher in the United States. At 32, she was the youngest person ever to be named a vice president at McCall's publishing. The late Paul Hoffman, class of 1909, made an indelible mark in the fields of commerce, government, diplomacy, and philanthropy. Starting as an auto mechanic and salesman, he worked his way up the ladder to become chairman of the board of the Studebaker Corp. at age 44. He left Studebaker to serve on the War Production Board during World War II. After the war, he was the U.S. Administrator for the Marshall plan that helped rebuild Europe in the wake of World War II. Mr. Hoffman also served as Assistant Secretary of Defense, Chairman of the Commission on Economic Development, U.S. delegate to the United Nations, and head of the U.N.'s Development Program. Laurie Thompson Lawlor, a 1971 graduate, is the author of numerous children's books. Her work has been named to the Rebecca Caudill Young Readers Award list and she has won the prestigious Golden Kite Honor Award for Nonfiction from the Society of Children's Book Writers and Illustrators. Douglas McKeag, class of 1963, is a sports medicine expert and founder and president of the American Medical Society for Sports Medicine. A professor at the University of Pittsburgh School of Medicine, Dr. McKeag also serves as vice chairman of the Department of Family Medicine and Orthopedics and director of Primary Care Sports Medicine. Herbert Morse III, class of 1961, has distinguished himself in the field of immunology. He has studied the AIDS virus and related diseases extensively, winning the U.S. Public Health Service Commendation Award and Outstanding Service Award for his research. Edwin Munger, a 1939 graduate, is a world-renowned authority on Africa. A professor of african history and politics at the California Institute of Technology, he has traveled to the continent 86 times in the last 50 years. Professor Munger has worked to expand educational and cultural opportunities for students in Africa and has written 12 books about his experiences there. The late William Sharpless, class of 1965, distinguished himself in the field of international affairs. He was active with many foreign relations organizations, including the Foreign Policy Association of the United States and the United Nations Association. He was also founder and director of the Council of American Ambassadors as well as the United States-New Zealand Friendship Council. William Smithburg, a 1956 graduate, serves as chairman and chief executive officer of the Quaker Oats Co., a $6 billion company based in Chicago. A marketing visionary, he has acquired many brands for the company including Gatorade, which has become one of the most recognizable brands in the world. Mr. Smithburg is also active in many charitable and civic causes, including the host committees for the 1994 World Cup and the 1996 Democratic National Convention. Mr. Speaker, I salute these great Americans on their achievements, and I hope they serve as an inspiration for generations of graduates, not only from Lyons Township, but all high schools

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today with great sadness at the recent passing of one of my district's leading citizens--Charles J. Slezak. Charlie was known as ``Mr. Republican,'' serving as GOP Committeeman for Berwyn Township, but his legacy goes far above and beyond his involvement in party politics. Charlie spent most of his adult life working to improve the community he was born in, Berwyn, IL, and its neighbor, Cicero. After serving in the South Pacific with the Navy in World War II, Charlie, a Morton East High School graduate, returned home to his job with Continental Can. More importantly, he married the former Mildred Hurt on June 8, 1946, forming a partnership of love that lasted nearly half a century. In 1959, Charlie and Millie purchased a hardware store in Cicero. Not only did they expand the business threefold in the 20 years they owned it, but he used it as a springboard for charitable and civic work. The list of organizations Charlie lent his leadership and organizational abilities to is long indeed. He served as parade chairman of the South Cicero Boys Baseball Association, chairman of the Illinois Junior Miss Pageant, chairman of the Cicero [[Page E 2090]] Progress Committee, president of the Cicero Rotary Club, chairman of the Cicero Chamber of Commerce and Industry, and finance chairman of the Cicero Boy Scout Council, to name just a few. In addition, Charlie served as an elected trustee of Morton Junior College from 1976 until he was appointed Berwyn Republican Committeeman in 1981, a post he was reelected to four times. He also worked as an aide to State Representative Judy Baar Topinka, and for the last 12 years, served the Illinois Secretary of State's office, most recently as the director of a driver's license examination facility. Charlie was noted for his ability to make what is often a less than pleasant experience almost enjoyable for many an Illinois motorist. Charlie won numerous awards for his civic and business achievements. The Albert Gallatin Business Award for Outstanding Achievement, the Friends of Berwyn and Cicero Citizen of the Year, and the John F. Kubik Humanitarian of the Year Award are just a few of his many honors. And, for good measure, Charlie qualified for and completed a Boston Marathon in 1978, finishing in less than 4 hours. But perhaps the achievement of which Charlie was the proudest was his work in establishing a permanent home for the Berwyn-Cicero Council on Aging when he served as president of the council in the 1970's. He put together a consortium of banks and saving and loans that provided a mortgage to purchase a building for the council. It is this building that will serve as a permanent memorial to Charlie Slezak when it is renamed in his honor. Mr. Speaker, I extend my condolences to Mrs. Slezak, Charlie's two daughters, Diane and Charlene, his granddaughter and ``little shining star'' Carly Ann, and all of his relatives and countless friends. Charlie is gone, but his legacy of community involvement and caring will live on for many years to come.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today in support of H.R. 1833, the ban on partial-birth abortions. To me, there are two amazing observations surrounding this issue: one that it is legal and two, that there are people who are willing to stand up and defend it. I was shocked, as I am sure many of my colleagues were, to find out that in this country it is legal to partially deliver a baby, insert scissors at the base of its head and suction out the brains. Some suggest that the baby is already dead during the procedure, but I submit to you the following interview between the American Medical News [AMN] and abortionist, Dr. Martin Haskell: AMN. Let's talk first about whether or not the fetus is dead beforehand . . . Haskell. No it's not. No, it's really not. This bill has the support of the 12 member American Medical Association's legislative council who unanimously agreed that this form of abortion should be abolished. One legislative council representative called the procedure basically repulsive, saying that it was not a recognized medical technique. And lest we forget what the American public has to say, I remind you that an overwhelming majority reject any type of late-term abortions. Unbelievably, there are a small number of people who defend this procedure by stating that it is necessary to provide the option to end the life of babies with severe abnormalities or to protect the life of the mother. What do you consider an abnormality? One abortionist has admitted performing this procedure on babies because they had a cleft lip. Dr. Haskell has stated, ``I'll be quite frank: most of my abortions are elective in that 20-24 week range . . . In my particular case, probably 20 percent are for genetic reasons. And the other 80 percent are purely elective.'' With respect to a woman's health, no doctor is going to perform a 3-day procedure on a woman whose life is in danger. There are many other procedures available to a doctor to protect the life of the mother without killing her baby. [[Page H 11433]] Mr. Speaker, I am amazed. I thought that pro-life and pro-abortion advocates would finally be able to find some common ground in this contentious debate. I thought that no one would be able to defend such an abhorrent procedure. Sadly, I was wrong. Luckily, there is still time to review the facts, and I urge my colleagues to do just that. Read over the procedure. Read over the AMA legislative counsel's unanimous decision. Read over the polls on America's view on late term abortions. Then do the only thing you can do and vote for the ban on partial-birth abortions. Thank you.