William Lipinski

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Chairman, I yield myself the balance of my time.

Mr. LIPINSKI. Mr. Chairman, there was a speaker up here not too long ago who said something to the effect if we are not going to do this or not going to do that, if we are going to pass the Oberstar amendment, maybe we should not pass any bill at all. Well, probably the wisest thing in regard to this particular situation would have been to wait until next year when we reauthorize the Aviation Trust Fund. Then we could have dealt with many, many of the concerns that have been raised here on the floor not only by our side, but also by the other side. But getting back to the Oberstar amendment, first of all, we have a signed contract, a legal document, saying that we are going to a build a tower if you will staff it for us. No one was blindsided. These small airports agreed to that, beyond a shadow of a doubt. They had to sign a contract to that effect. They did so. They moved ahead, built a tower, and the Federal Government has been staffing it with contract controllers. Support the Oberstar amendment.

Mr. LIPINSKI. Mr. Chairman, I move to strike the requisite number of words. Mr. Chairman, a Republican mentioned earlier that perhaps these issues should have been dealt with in the reauthorization of the Aviation Trust Fund next year. Those probably were some of the wisest words that we have had on the floor here today. We should not be dealing with these aviation issues in such a piecemeal fashion. Everybody agrees that we have a solemn, sacred contract signed by the local airport authority and the FAA. Now we have the Federal Government, the big, bad Federal Government, stepping in and breaking that contract between the FAA and the local airport authority. It has been mentioned that safety will be compromised unless the Oberstar amendment is defeated. These towers have already been built for safety purposes. This amendment has nothing to do in reality with the safety at those particular airports, because those airports have already got their towers up. They have already get their air traffic controllers in place. I want to get back to the point, the fact that there is a $250 million request for future safety and security needs at these airports. I asked the question, where is that money going to come from to finance those safety and security needs when, because of the retroactivity in this bill, the vast majority, if not all, of these airports are going to be utilizing their $150,000 a year to pay for these towers that have already been built, that they knew were not going to be reimbursed for? It seems to me if we are going to be fair to the entire aviation system that we have in place in this Nation, and we are going to be fair to all these small airports, we have to support the Oberstar amendment. This bill, even though it should have been put off until the Aviation Trust Fund next year, would not be a controversial bill, other than the fact that we are doing something that is almost unprecedented; that is, the retroactivity of this bill. So I say to Members, if they want to be fair to everybody, support the Oberstar amendment.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, Gene Sullivan, a gifted basketball coach and thoughtful social steward passed away February 21st in Chicago at the age of 70. He will certainly be known for his coaching accomplishments. As the coach of Loyola University Chicago's basketball team during the 1980's, he led the Ramblers back to the NCAA tournament after a 20-year absence in 1984-1985. The Ramblers won twice before losing to the national champion Georgetown Hoyas in the Sweet 16 that year. Coach Sullivan was rightly named the Midwestern Collegiate Conference Coach of the Year in 1983 and 1985, and retired with a 149- 114 record. Fortunately, Gene Sullivan extended his reach beyond his tremendous college basketball career. He cared about people and communities. Gene motivated thousands of student athletes by urging them to make responsible life decisions. More than 5,000 coaches and 55,000 athletes have taken his ``Stay'' pledge to remain committed to school and keep a positive outlook. After his retirement from coaching, Gene served as Deputy Chief of the Chicago Park District. He used his tremendous abilities and celebrity to greatly boost youth sports. During his tenure with the park district, Deputy Chief Sullivan repaired 140 city basketball courts and attracted thousands of Chicago youngsters to summer baseball leagues. Thankfully, Coach Sullivan's legacy will be remembered for many years to come. Tomorrow, the first annual Sullivan Awards Night for Coaches will take place at Hawthorne Race Course in my Congressional District. At the ceremony, seven Chicagoland coaches will be honored for their great work. Among them, Robert W. Foster of Leo High School will be honored with the Sullivan Award For Lifetime Achievement. Patricia Nolan Ryan, principal of Queen of Peace High School in Burbank, will be honored for her tremendous dedication. Mr. Speaker, I knew Gene Sullivan, and he was truly a great human being and a very good basketball coach. I salute all the participants and would like to submit Chicago Sun-Times columnist Steve Neal's story on this event for the Congressional Record. [From the Chicago Sun-Times, June 19, 2002]- Awards Honor Coach's Legacy (By Steve Neal) Gene Sullivan, who died much too soon, should be long remembered as a great basketball coach and very good man. On Thursday night, legions of his friends are gathering to celebrate his legacy. Bears Coach Dick Jauron and State's Attorney Richard Devine, who played high school basketball for Sullivan, are among those scheduled to speak. The first annual Sullivan Awards Night for Coaches will start at 6 p.m. in the Turf Room at Hawthorne Race Course. Sullivan, who devoted his life to basketball, never lost his love of the game or his determination to help others. For the last four years, he enlisted coaches throughout the Chicago area in his crusade against drugs, gang activity, gun possession and hateful remarks. The Stay program, which Sullivan kept alive, urged students and athletes to stay in school, stay involved, stay out of gangs and stay positive. ``We coaches tend to get too wrapped up in our own little world of wins and losses while the outside world is failing apart,'' Sullivan told Sun-Times columnist Raymond Coffey in 1998. ``It's time for coaches to stand up and be counted on these issues of keeping kids out of trouble.'' Under Sullivan's direction and the sponsorship of the state's attorney's office, this program has been a huge success. More than 5,000 coaches and 55,000 athletes representing 185 high schools in Cook County have taken the Stay pledge and have participated in camps, clinics and tournaments. By launching the Sullivan awards as a new tradition, the Stay program seeks to extend Sullivan's legacy. The coach had an extraordinary run. He played basketball for Notre Dame and later served as first assistant coach for the Irish. As a prep coach, he won championships for Loyola Academy. In the 1980s, he coached Loyola University's basketball team and brought the Ramblers back to national prominence. In 1985, his team won two NCAA tournament victories and made it to the Sweet 16 before losing to No. 1 Georgetown. The hardworking and dedicated Sullivan also did a stint as DePaul University's athletic director. In the early 1990s, he served as deputy chief of the Chicago Park District. He developed citywide summer baseball programs that attracted thousands of youngsters. Sullivan also took the lead in rehabbing 140 basketball courts in city parks. He brought college football back to Soldier Field for the first time since the 1940s. Taking advantage of his contacts, Sullivan booked Notre Dame, Northwestern and Illinois for Soldier Field. On Thursday night, Leo High School's president and veteran football coach Robert W. Foster will be honored with the Sullivan award for lifetime achievement. Foster, who is already in the Chicago Catholic League and Illinois Coaches Hall of Fame, shares Sullivan's determination to help others. Patricia Nolan Ryan, principal of Queen of Peace High School in Burbank, is being honored with the Father John Smyth Award for dedication. George Pruitt, athletic director at Robeson High School, is getting the Bill ``Moose'' Skowron Award for fortitude. Dorothy Gaters of Marshall High School, the most successful girl's basketball coach in local history, is receiving the Willye White award for commitment. White is a former five- time Olympian. Frank Lenti, whose Mount Carmel football teams have won four state titles in the last six years, is getting the Johnny Lattner Award for excellence. Bob Naughton of New Trier High School and Tom Powers of Evanston High are receiving the George Connor loyalty award. Connor is a member of the Pro Football Hall of Fame. St. Joseph High School basketball coach Gene Pingatore is being honored with the Johnny ``Red'' Kerr award for determination.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to state my enthusiastic support of H.R. 3694, the Highway Funding Restoration Act. First of all, I would like to salute the Chairman of the full Committee, the gentleman from Alaska (Mr. Young), and the Chairman of the Subcommittee on Highways & Transit, the gentleman from Wisconsin (Mr. Petri). Just as importantly, the leadership abilities of the ranking member of the full Committee, the gentleman from Minnesota (Mr. Oberstar), and the ranking member of the Subcommittee, the gentleman from Pennsylvania (Mr. Borski), were important components in this entire process. I have been a member of the Transportation and Infrastructure Committee since my first term, and things are no different now than in 1983. Smart investments in our nation's infrastructure brings about national economic benefits. It's estimated that every dollar invested in our highway system yield $2.60 in economic benefits. As many of my colleagues in this body may know, the Administration's FY 2003 budget request would have reduced Federal-Aid highway funding to $23 billion down, which represents a dramatic decrease from FY 2002 funding levels. Many of my colleagues were rightfully concerned at this funding request, and I shared those concerns. While $23 billion may sound like a lot of money and more than sufficient, the reality is much different. The real funding needs for our infrastructure already exceeds current funding levels by billions and billions. Needless to say, the proposed decrease would have caused potential transportation funding problems in every state and in every congressional district. For my home state of Illinois, under the proposed budget, we would have seen a decrease of $236 million in highway funds in FY 2003, and there would have been serious ramifications across Illinois. Highway and road projects across Illinois would have been adversely impacted. Just as importantly, it could have also meant the loss of 10,000 jobs-- jobs that we can ill afford to lose. By restoring the highway funds to the levels authorized under TEA 21, Illinois would have nearly $139 million restored, and by funding our transportation needs in a fiscally responsible fashion, we all win. I'm proud to be an original cosponsor of H.R. 3694. With nearly 320 cosponsors, it's clear to see that there is broad, bipartisan support for this bill. I urge all of my colleagues to vote for this important piece of legislation. Mr. UDALL of New Mexico, Mr. Speaker, I rise today in strong support of H.R. 3694, the Highway Funding Restoration Act. This important legislation restores critical funding for the Federal-Aid Highway Program. Upon enactment of TEA 21 in 1998, funding for the Federal-aid highway program was linked to highway user fee revenues deposited into the Highway Trust Fund. This was done partially by including a budgetary mechanism included in TEA 21 called Revenue Aligned Budget Authority (RABA), which adjusts the guaranteed amount of highway funding available to reflect the most recent estimates of Highway Trust Fund revenues. An unexpected downturn in highway revenues caused by the RABA provision of TEA 21 resulted in a decrease of an $8.6 billion or 27 percent cut in highway funding in the President's FY 2003 budget proposal. H.R. 3694 restores billions of critical dollars for our state departments of transportation as they cannot be expected to absorb a cut of this magnitude in one year, especially at a time when State revenues are also declining. The 27 percent cut in highway funds proposed in the president's Budget will decimate State transportation programs, delay efforts to decrease road congestion and deny the traveling public all of the benefits that would result from reduced congestion-- shortened travel times, increased productivity and economic growth, and improved safety. This shortfall will have a severe negative impact on New Mexico and will result in a decrease of $69 million for the New Mexico State Highway and Transportation Department. For many in the Intermountain West, it is not unheard of for people to commute 70 miles to and from work. As a result, the transportation on our roadways is absolutely crucial. A loss of $69 million will cause the postponement of several important highway construction projects, as well as reductions in money spent on road maintenance. In addition, it is projected that New Mexico will lose an estimated 2,700 jobs as a result of the shortfall. I am sure many other states will face similar funding and job losses if these monies are not restored for FY 03. Therefore, I urge my colleagues to join me in support of H.R. 3694 and avoid a devastating shortfall in state transportation budgets.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to extend my heartiest wishes on the observance of the 51st National Day of Prayer. The National Day of Prayer has been an occasion for countless Americans to give thanks for their blessings and ask for God's support. As our service men and women defend the United States in distant lands and families continue to heal from the tragedies of September 11, 2001, this National Day of Prayer is certainly an occasion worthy of special recognition. In 1952, an act of Congress created The National Day of Prayer. With hard work, this occasion has been celebrated annually since its introduction. In 1988, the National Day of Prayer was set on the first Thursday of each May. The theme of the 51st National Day of Prayer is ``America United Under God.'' As our nation continues to rebuild its faith and commitment to each other, the theme ``America United Under God'' encourages a renewed spirit of patriotism in our great nation. Hopefully, you will unite in a special prayer for those unfortunately suffering throughout the world--in birth, life and death. Mr. Speaker, as May 2, 2002 has been designated as The National Day of Prayer, I would ask that my colleagues join me in offering a special prayer for our service men and women as well as all those unfortunately suffering throughout the world.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay special tribute to John McCormick, winner of the American Society of Newspaper Editors (ASNE) 2002 Distinguished Writing Award for Editorial Writing. John McCormick is the deputy editorial page editor of the Chicago Tribune. He joined the Chicago Tribune editorial board in 2000 and was promoted to deputy editor the following year. Prior to joining the Tribune, John worked for several years as the Chicago bureau chief for Newsweek magazine. On April 12, 2002, John was awarded the 2002 Distinguished Writing Award for Editorial Writing at the ASNE annual convention in Washington, D.C. John has proven his astute writing abilities in various editorials for the Tribune including topics ranging from the September 11th attacks to the poignant circumstances surrounding the death of a Chicago police officer. ASNE judges stated the following comment on John's abilities as a writer by saying, ``he won the editorial writing award for his eloquent commentary on topics including September 11th as well as veteran sacrifices that would be cheapened by efforts to sell the naming rights to a renovated Soldier Field. In a classic editorial writing style, McCormick is a strong advocate without being preachy.'' John is joined in this recognition by his wife Dawn and their two sons, who reside in LaGrange Park, Illinois. Mr. Speaker, I ask that my colleagues join me in honoring John McCormick on his achievements and wish John many years of future success.

Mr. LIPINSKI

Mr. LIPINSKI. Madam Speaker, I rise tonight to speak about the National Aviation Capacity Expansion Act, a bill that will help end 20 years of aviation gridlock at the most important crossroads of American aviation. This measure would codify a historical agreement between Mayor Daley and Governor Ryan that will expand and modernize O'Hare International Airport, take steps to construct a new south suburban airport, and keep Chicago's downtown general aviation airport open for 25 years. It is necessary to codify this agreement into Federal law because the city and the State do not want to move forward with this $6 billion project only to have a future governor rescind the agreement, thereby throwing billions of dollars down the drain. The agreement reached December 5 by the Governor and Mayor is good news for our national aviation transportation system and for air travelers. O'Hare modernization is perhaps the most important action Congress and the Federal Government can take to alleviate system-wide congestion. Chicago O'Hare is a vital economic engine in Chicago, the State of Illinois, the Midwest, and the entire Nation. It is among the world's busiest airports and serves as the only dual hub with United and American Airlines basing significant equipment, employees, and assets at the facility. O'Hare serves more than 190,000 travelers per day, nearly 73 million in the year 2000. This is the Nation's busiest airport in number of passengers. Forty-eight States have direct access to O'Hare, as it serves communities large and small. But O'Hare needs to be redesigned to meet the demands of today's marketplace. Designed in the 1950s, the airport has intersecting runways and a layout designed for smaller aircraft. By simply reconfiguring the airport layout, many weather-related delays could be avoided. By replacing old runways with safer, parallel configurations, delays and cancellations would be greatly reduced, eliminating delays that often ripple throughout the entire Nation. Ninety percent of O'Hare's modernization will be paid for by airline and airport guaranteed funds, including passenger facility charges, landing fees, concessions, and bonds. The rest of the funds will come through the regular FAA process for airport construction, and my legislation is very clear on this issue. This agreement also moves forward with a south suburban airport near Peotone. Common sense dictates that we need the capacity in the near future, and with this airport at Peotone we will have it. But just expanding O'Hare does not eliminate the need for a third airport, as I mentioned before. Building Peotone will not replace O'Hare modernization. They are not mutually exclusive. Both are needed to address serious aviation capacity problems in the region and the Nation. This agreement also addresses traffic congestion along O'Hare's northwest corridor, including western airport access, and maintains the quality of life for residents near these airports. Clearly, the environment and airport noise should not be afterthoughts, as this agreement will reduce by half the number of people impacted by noise, and it includes $450 million in funds for soundproofing. In addition, as the U.S. aviation system completes its move to quieter Stage 4 aircraft, airport noise will be reduced. The FAA is and will continue to be the final arbiter of safety. Safety is our number one priority, and the legislation maintains the FAA's safety role. Some might call my legislation unprecedented, but it is clear that the Chicago situation is unprecedented and unique. When the House Subcommittee on Aviation held a hearing on the issue in August, no other similar situation could be found where a State has an arbitrary veto power over a city's airport or runways. In addition, since Chicago is the crossroads of aviation, it is vitally important to codify this agreement into Federal law. In closing, Madam Speaker, I urge all of my colleagues to cosponsor H.R. 3479, the Aviation Capacity Expansion Act. No other bill in this Congress will do more to end the aviation gridlock that plagues the American flying public.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise tonight to introduce the National Aviation Capacity Expansion Act. This measure will codify into Federal law a historical agreement reached between Illinois Governor George Ryan and Chicago's Mayor Richard Daley that would benefit not only the Chicago area, but the entire Nation. This agreement and legislation will modernize O'Hare International Airport by constructing new runways and reconfiguring old intersecting runways. It will also address automobile traffic congestion near O'Hare that will include western airport access, and it will maintain the quality of life for residents near O'Hare by committing $450 million in funds for soundproofing. In addition, this agreement will construct a new south suburban airport near Peotone and continue the operations of Meigs Field on Chicago's lakefront. Because O'Hare is the epicenter of the Nation's aviation community, this agreement is great news for airline passengers across the Nation. O'Hare is one of the world's largest airports and is the only dual-hub airport in the Nation, as both United and American Airlines base a significant amount of their employees, equipment and activities at O'Hare. O'Hare serves more than 190,000 travelers per day, with 2,700 daily flights. Communities big and small are served by O'Hare. Forty-eight States in this union have direct access to O'Hare International Airport. O'Hare is badly in need of an upgrade to meet the demands of the 21st century because the airport design was developed in the 1950s. By replacing old runways with a safe and more modern design, weather delays and cancellations will be greatly reduced, eliminating delays that often make the rest of the Nation shudder. In addition, my bill ensures that O'Hare modernization will be paid for primarily through airline and airport generated-funds, such as the passenger facility charge, landing fees, concessions and bonds. Contrary to what the few opponents of this measure say, this bill does not put the Federal Government on the hook for the cost of this project. This bill also moves ahead with a south suburban airport near Peotone, Illinois. While some of those few opponents argue that expanding and reconfiguring O'Hare will put a stop to the State of Illinois' plans to build an airport at Peotone, nothing could be further from the truth. As the Chicago Sun Times wrote yesterday in their lead editorial: ``The road to an airport in Peotone runs through a revitalized O'Hare. The two are linked. Demand for air travel is a key ingredient of the economic vitality of Chicago, our region and the country. A crowded, overwhelmed O'Hare, delays air traffic nationwide, and costs uncalculated billions every year. Another 2 decades of a decaying O'Hare, and a lot of people won't want to fly into Peotone or anywhere else.'' I applaud Governor Ryan and Mayor Daley for their courage, tenacity and resolve that made sure that this agreement was done. But for this agreement to become reality in the long run, we must codify it so that no future Governor may rescind the agreement, and that is what my legislation will do. I urge all of my colleagues to cosponsor this legislation that will do more than any other measure in Congress to meet the aviation demands of the 21st century.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, trade is clearly an important component of our national economy. Accordingly, I strongly support fair trade laws that ensure a competitive foundation for American exports by promoting American values. Fair trade laws ensure that workers and the environment do not get exploited for shortsighted profits; free and unfettered trade agreements trade away American jobs. The language in H.R. 3005 provides hollow promises to the environment and American workers. For years, supporters of these agreements have argued that trade is the cure-all for the American economy. To the contrary, the U.S. economy has been struggling for some time now, and we have empty trade accords to thank for it. We simply cannot have free trade at any cost. Clearly, now is not the time to pass fast-track authority. In the third quarter of this year, economic activity fell 1.1%; there is virtual agreement that the United States economy is in recession. Last year, the U.S. trade deficit reached a record $435 billion. Including interest payments, the United State's net foreign debt is 22% of the gross domestic product. Not surprisingly, personal bankruptcies hit an all-time high of 1.4 million this year. The unemployment rate has been rising steadily, and the number of laid-off workers receiving unemployment benefits rose to 3.8 million last month, the highest level since I came to Congress. But there's more: Industrial construction is at its lowest level in 7 years. Since last July, 1.5 million U.S. manufacturing jobs have been lost, and 26 steel companies have gone bankrupt. These conditions hit too close to home for my constituents. In my home state of Illinois, the fourth-largest economy in the union, economic activity has fallen for seven straight months. Output at factories in the Chicago area has contracted for 14 straight months. Last month, a Clorox plant in my district closed and laid off 95 workers. Furthermore, a 3M tape production facility announced it would be shutting down as well, displacing 270 hard- working Chicagoans. Both companies cited the global economic downturn as the reason for these closures. Mr. Speaker, given a fair environment, our workers will out-perform any competitors. But we cannot compete with countries that subjugate their environment and pay their workers 90 cents per day. Now, in the midst of a recession, we are asked to vote to further these problems. I urge a ``no'' vote on H.R. 3005. Now is definitely not the time for fast track authority.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I yield myself such time as I may consume. Mr. Speaker, I am very proud and privileged to rise today to support this resolution. These American heroes launched the first offensive action of the United States of America's war on terrorism. They truly are American heroes. They knew the odds were overwhelmingly against them; yet motivated by patriotism, love of God, family, and country, they attacked the terrorists to protect other Americans in America. Someone once said, ``Responsibility is a wine press that brings forth strange juices.'' The juices that came from these passengers on United Flight 93 were unbelievable strength and unlimited courage. Like those Americans on Bataan, Corregidor, and Wake Island, these Americans sacrificed for their country and their families. No American should ever forget what they accomplished. Mr. Speaker, I reserve the balance of my time.

Mr. LIPINSKI. Mr. Speaker, I yield 2 minutes to the gentlewoman from Hawaii (Mrs. Mink).

Mr. LIPINSKI. Mr. Speaker, I yield 4 minutes to the gentleman from Pennsylvania (Mr. Mascara).

Mr. LIPINSKI. Mr. Speaker, I yield myself the balance of my time. In conclusion, I once again would like to salute the crew and the passengers of United Airlines Flight 93 and express my personal condolences to all their family members. I would also, though, like to refer to some references that an earlier speaker made here. Since this tragedy on September 11, the United States Government has voted $5 billion to airlines in this country. We have voted $10 billion in loan guarantees to airlines in this country, and we have passed an extremely strong aviation security bill in this country. I believe all of those efforts are to improve not only the safety and security of American aviation but to get people back into the air, get people back flying. I also believe that in the security bill that we passed we spent a considerable amount of time talking about the training on terrorist attacks that crews should receive. So I think that since this horrendous terrorist attack on September 11 we in the House and the Senate and the executive branch of government have done a great, great deal to improve aviation security and safety and, also, as I said earlier, to get Americans back into the air. Let us hope and pray and work towards the day when American aviation will be perfectly secure and no one will have any hesitation about flying. Once again, my sincere condolences to the family of United Flight 93, the passengers, the crew; and, once again, I salute those courageous American heroes who tried to retake that flight and perished in their attempt. I thank them.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, since 1998, foreign governments have been masterfully propping up their inefficient domestic steel producers. The result to the United States has been disastrous. In three years, 26 domestic steel companies have either been forced into bankruptcy proceedings or shut down altogether, amounting to 40 percent of America's former steel production capacity. The number of American workers who have lost their jobs, due to no fault of their own, stand at 28,000 and rising. Currently, foreign steel making corporations produce 300 million metric tons per year--nearly double the annual U.S. consumption. Unfortunately, this problem is nothing new. Ever since the United States began to abandon its protective anti-dumping laws, American steel and steelworkers have been hung out to dry. In 1980, there were 547,500 American steelworkers; today there are 211,300. This problem hits too close to home for the residents of my Congressional district. For example, last week, LTV Corporation petitioned a federal bankruptcy judge to close its coke plant at 11600 S. Burley in Chicago. This closing alone will send 3,500 employees in the Chicago area a pink slip just in time for Christmas. Last month, Acme metals of Riverdale shut down and resulted in 1,100 unemployed steelworkers. Perhaps more damaging to my district is the fact that retired pensioners risk losing their negotiated benefits and health insurance. In 1993, when U.S. Steel closed its Southworks plant on 89th Street in Chicago, hundreds of my constituents were forced into early retirement. Today, they worry their retirement pensions will not be subject to another broken promise. Locally, 4,600 former LTV and Acme employees will join their ranks, hoping that their struggling former companies will at least be able to pay out health and pension annuities. I would like to thank Congressman Visclosky from my neighboring state of Indiana for bringing forth his Steel Industry Relief legislation to the floor of the House today. As numerous steel companies begin to move from Chapter 11 to Chapter 7 bankruptcy, it is becoming obvious that pension and health commitments will fall with the corporations. His amendment will address the needs of retired workers and allow steel companies to merge and restructure to survive in the predatory world steel market of the 21st century. Mr. Speaker, the Steel Industry Relief legislation will only begin to address the amount of assistance Congress needs to give to the vital domestic steel industry. But it is a good start. Again, I would like to thank my colleague from my neighboring state of Indiana, Mr. Visclosky, for his thoughtful amendment. His northwest Indiana district may be the most affected congressional district in the nation as a result of closing steel mills. Some congressional districts like mine will be substantially affected by these problems. But in time, all of America will surely suffer if these troubling trends continue. We must protect and support American steel.

Mr. LIPINSKI

Mr. LIPINSKI. I have another point of order, Mr. Chairman.

Mr. LIPINSKI. Mr. Chairman, I raise a point of order against the language to be derived from the Airport and Airway Trust Fund, and on page 183, lines 24 and 25, the language constitutes an unauthorized appropriation and is a violation of clause 2(a) of rule XXI. Parliamentary Inquiry

Mr. LIPINSKI. I am raising a point of order on that point, saying that we are legislating on an appropriations bill. I am prepared to hear what the gentleman from Alaska (Mr. Young) has to say and the gentleman from Florida (Mr. Young) has to say, but I reserve my ability to object to this portion of the bill.

Mr. LIPINSKI. I want to hear what he is going to say, because I am prepared to object, or I intend to object to what he wants to do. I intend to object to another portion of the bill, also. I am prepared to make my two points of order at the present time.

Mr. LIPINSKI. Mr. Chairman, I have two points of order to make against the bill.

Mr. LIPINSKI. Yes, I do, Mr. Chairman.

Mr. LIPINSKI. Mr. Chairman, I have a point of order against the bill. Mr. Chairman, I raise a point of order against the language ``to be derived from the Airport and Airway Trust Fund'' on page 184, lines 7 and 8. The language constitutes an unauthorized appropriation. It is in violation of clause 2(a) of rule XXI.

Mr. LIPINSKI. Mr. Chairman, I thank the ranking member of the full committee for yielding. Mr. Chairman, I simply want to say first of all that I was not party to any agreement. I was aware of the situation in this bill. I felt it was inappropriate and against the rules to take this money out of the Highway Trust Fund. I want everyone to know here that any agreements they had I was not party to. I also want everyone to know that this was my initiative and my initiative alone. I felt very strongly about it. If I have ruffled any feathers and upset any agreements over here, that is unfortunate; but nevertheless, I felt very strongly about it so I moved in that direction. Mr. Chairman, I thank the gentleman for yielding to me.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise now to bring attention to an article written by my friend and former colleague, the Honorable Senator Alan Dixon while he was co-chair of the Anti-Terrorism caucus. His article, entitled ``The Terror Next Time,'' is a fascinating prediction that causes us to reflect on our current situation, and gives us insights that are valuable in the war on terrorism. Senator Dixon's advice on combating both international and domestic terrorism was truly visionary. This is apparent by the fact that more than fifteen years after articulating a plan of action for preventing terrorism, Senator Dixon's blue-print is identical in many ways to the one that is currently being employed. As Dixon wrote, we should, ``convene an International Congress of Terrorism to develop cooperative, multinational programs for locating, apprehending, and bringing to justice those responsible for the deaths of thousands of innocent people. On a broader level, America must develop with its allies strategies to isolate state sponsors of terrorism, strategies to our financial and commercial ties with terrorist regimes.'' He continued by advocating detailed measures that need to be taken, such as suspending arms exports to nations that support terrorism, improving extradition procedures, tightening immigration laws, promoting multilateral cooperation among police and security organizations, and creating awareness, confidence, and determination amongst our citizenry. These measures, Dixon said, would preserve and protect our democracy. Mr. Speaker, while we cannot turn back the clock to avert the tragedy of September 11th, 2001, we can take comfort in the fact that Senator Dixon's warnings and advice are currently being heeded. I pray that such wise words are never left by the wayside again, and that the good judgment, determination, and foresight of men such as Senator Dixon guide our nation, to victory over the cowardly forces that promulgate terror. If anyone is interested in reading the full article, please feel free to call my staff at 225-5701.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise tonight to recommend a new book by Chicago Sun Times political editor Steve Neal, entitled Harry & Ike The Partnership That Remade the Postwar World. Mr. Neal is a trained historian and an experienced political journalist. Mr. Neal's fascinating insight and careful attention to detail bring these two extraordinary figures in American history, Presidents Harry S. Truman and Dwight D. Eisenhower, to life. I found this book to be a highly readable history of the relationship of two great Americans. Dr. Henry Kissinger said, ``Harry & Ike sheds important new light on a relationship founded on friendship and a similar heritage, bitterly shattered by politics and reknit by mutual respect at the end of their lives. Drawing on their letters, diaries and memoirs and on personal recollections of associates, Neal gives us fascinating insights into these two `giants that saved the West.''' Former Senator Bob Dole stated that, ``Harry & Ike is a fair, balanced, and compelling study of two great American presidents. Steve Neal brings both men vividly to life and does justice to his subjects.'' This is a book that you will find interesting, informative and enjoyable. Read it, Harry & Ike, by Steve Neal. You won't be sorry; you'd be educated.