William Lipinski

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise in support of H.R. 2626, a bill making clarifications to the Pilots Records Improvement Act. The act, which was passed last year, required airlines hiring pilots to obtain pertinent safety information from the Federal Aviation Administration, the National Drivers Registry, and former airline employers. Ensuring that potential employers had access to this type of information enhanced safety and that airlines could make more informed hiring decisions. The modifications contained in this bill clarify certain provisions in last year's legislation. In addition, it permits carriers to hire and train pilots prior to receiving records but would still require that they could not operate commercial flights until the records were received and reviewed. The House passed a version of this bill last year that contained this provision, but it was modified in conference. Finally, it recognizes that air taxis are a unique segment of the aviation industry and one that has been disproportionately impacted by last year's legislation. Typically air taxis are small businesses. Although there is a legislative requirement that a requesting carrier be forwarded pertinent records within 30 days, we recognize that this is frequently not happening. Carriers sometimes wait for several months before receiving requested records. This delay, while troubling, is not a significant problem for major carriers with a large pilot work force. However, when a single pilot represents 20 to 25 percent of the work force, the company's finances are severely affected. While I do not condone the failure of various entities to comply with the statutory requirement to provide pilot records within 30 days, I recognize that this failure threatens to put many air taxis out of business. Consequently, this bill would allow air taxis to permit pilots to begin to fly commercial operations for up to 90 days while waiting for required records. I believe the provision's limited applicability does not undermine the intent of the original legislation. I urge the FAA to enforce this existing requirement that records be provided within 30 days and take whatever enforcement action may be necessary to ensure that records are forwarded within this time frame. Mr. Speaker, both last year's legislation on this matter and the bill before us today have broad bipartisan support. I commend the gentleman from Tennessee, [Mr. Duncan], for his leadership on this bill. The bipartisan manner in which he guides the subcommittee strongly enhances our ability to improve aviation safety. I also recognize the help and support of the chairman and ranking member of the committee, the gentleman from Pennsylvania [Chairman Shuster], and the gentleman from Minnesota, the ranking member [Mr. Oberstar]. I urge my colleagues to join me in supporting this important legislation. Mr. Speaker, I yield back the balance of my time.

Mr. LIPINSKI. Mr. Speaker, I yield myself such time as I may consume. (Mr. LIPINSKI asked and was given permission to revise and extend his remarks.)

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I yield back the balance of my time.

Mr. LIPINSKI. Mr. Speaker, I yield such time as he may consume to the gentleman from Cleveland, OH [Mr. Kucinich].

Mr. LIPINSKI. Mr. Speaker, I yield myself as much time as I may consume. Mr. Speaker, I rise in support of S. 1347, a bill which would remove a deed restriction and permit land to be transferred from Cleveland Hopkins International Airport to the city of Brook Park, OH. For several years the cities of Brook Park and Cleveland have been trying to reach agreement on an airport project which necessities the transfer of land between the two cities. An agreement has now been reached. Eighty-five acres of land currently belonging to the airport will be transferred to Brook Park in exchange for approximately 300 acres which are needed for the runway project. This legislation is not controversial. It is supported by both local Congressmen, the gentleman from Ohio [Mr. LaTourette] and the gentleman from Ohio [Mr. Kucinich]. The administration does not object. It has already passed the Senate. Economic development in the Cleveland area will benefit from the passage of this legislation. I urge my colleagues to join me in passing S. 1347. Mr. Speaker, I reserve the balance of my time.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to oppose an agreement that was recently made between the tobacco industry and the FDA. The settlement addresses several issues, including the FDA's authority to regulate tobacco, advertising and promotion, youth access to tobacco products, environmental tobacco smoke, and immunity for the tobacco industry from future law suits. Mr. Speaker, I am hesitant to enact legislation that will restrict the FDA's authority to regulate tobacco. More importantly, this enactment concerns me because it would give the tobacco industry a bailout from future liability. I cannot support legislation that does not include stringent safeguards aimed at protecting our Nation's youngsters from becoming addicted to nicotine; protecting our children should be our main concern. I would like to enter into the Record a resolution adopted by the City Council of the City of Chicago, forwarded to me by the Honorable Edward M. Burke from the State of Illinois: Whereas, The United States Congress will vote on a $385.5 billion proposed nationwide tobacco accord; and Whereas, The Chicago City Council has been informed of this event by Alderman Edward M. Burke; and Whereas, Cigarette makers and 40 state attorneys general agreed to a proposed accord aimed at helping to protect young people from the dangers of smoking in June of 1997; and Whereas, Under the proposed settlement, cigarette companies would pay annual fines of $80 million for every percentage point that smoking by young people failed to drop below 30 percent over a five-year period, 50 percent over seven years and 60 percent over 10 years; and Whereas, Annual payments would be capped at $2 billion under the proposed agreement; and Whereas, Along with paying penalties for smoking by young people, tobacco companies under the proposal agreed to settle lawsuits by states and smokers and to impose broad restrictions on tobacco advertising; and Whereas, In return, the plan which requires approval by the United States Congress, would provide the industry protection against certain types of lawsuits and punitive damages; and Whereas, The members of the Illinois Congressional Delegation must vote on the proposed nationwide tobacco accord; and Whereas, Critics of the proposed accord, including members of Congress and public health experts, have objected to the proposed settlements as a bailout of an outlaw industry that does not go far enough toward reducing addiction to nicotine; now, therefore Be it Resolved, That we, the Major and members of the Chicago City Council assembled this tenth day of September, 1997, do hereby call upon the Illinois Congressional Delegation to vote against the proposed nationwide tobacco accord; and Be it Further Resolved, That a suitable copy of this resolution be presented to the members of the Illinois Congressional Delegation.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay tribute to the memory of an outstanding civic leader from the city of Chicago. Mr. Benjamin S. Adamowski, a Chicago native and former political leader in Illinois, dedicated his life to serving the citizens of the land of Lincoln. Mr. Adamowski began his political career in 1930 as the Democratic candidate for the 25th senatorial district in Illinois. He represented the largest senatorial district in the State of Illinois for five consecutive terms. Mr. Adamowski forged a close relationship with the late Mayor Richard J. Daley and Federal Judge Abraham Lincoln Marovitz. This triumvirate from Chicago emerged in the 1950's as the most powerful and respected leaders in Illinois. However, the relationship between Daley and Adamowski soured in 1955. Mr. Adamowski severed ties with the Democratic Party and its leader over differences of opinion on their slate of candidates. Consequently, Adamowski switched political parties and won election as Cook County States Attorney. He served only one term but remained a fixture in Chicago politics and the Policy-American community. Later, Mr. Adamowski renewed ties with Richard J. Daley and served as an confidant to the late mayor. Throughout his life, Ben Adamowski was a voracious reader, a student of history, and most importantly a dignified leader. The Policy- American statesman from the Northwest side was a crusader for preserving the history of illinois including an extensive collection of Abraham Lincoln memorabilia that recently was donated to the Chicago Public Library. It is only fitting that a man who helped to shape Chicago history be recognized and honored. The political career of Mr. Adamowski is a fine example of an extraordinary civic leader. Mr. Speaker, I salute Benjamin S. Adamowski for his profound influence in the city of Chicago. I hope that Adamowski's passion for history, political prestige, and civil leadership will forever linger in the minds of Chicago politicians in the years to come.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise tonight in opposition to fast track. There are many, many, many reasons to oppose fast track. Certainly one reason you could oppose it is because of the hypocrisy of President Clinton and Vice President Gore when they spoke about pressure being put on individuals to oppose fast track. The hypocrisy is that it has been the President, the Vice President, and the Republican leadership that have been putting pressure on individuals in this body to support fast track. That is where the pressure has been coming from, that is where the intimidation has been coming from, and, as I say, that would be one reason to vote against fast track right off the bat, the hypocrisy of the Clinton administration. You could also vote against fast track because none of our trade policies over the last 15 to 20 years have done anything whatsoever to improve the standard of living or the working conditions of foreign workers. Our trade policy has done nothing to improve the environmental conditions in foreign nations where we have signed trade agreements. Those would be more reasons for voting against fast track. But to me, the most important reason for voting against fast track is the fact that it will continue the downward slide of the standard of living of all American working people. Twenty years ago, the standard of living of the American working man and woman was tops in the world. Because of the trade policy that we have followed in these 20 years, there has been an erosion in that standard of living. NAFTA accelerated that erosion considerably. If we support fast track tomorrow or on Sunday in this House of Representatives, we simply are saying to the American working man and woman that we do not care about your standard of living. We do not care if your standard of living falls down by 25 percent, 50 percent, 75 percent. All we care about is what profits the corporations in this Nation and in other nations of the world can make at the expense of American working men and women. With the economy that we have in this country, the large economy, the strong economy, the prosperous economy, every nation in the world wants to get into this economy, wants to trade with this economy. Because of that, we should be in a position to negotiate trade agreements that are totally and completely advantageous to the American working man and woman. That is what we should be doing. That is what we could be doing. And if we can defeat fast track in this body this weekend, then we can start to turn things around and start rebuilding the American dream for the American working man and woman.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay tribute to a very good friend from Chicago, IL, who is celebrating a special birthday on November 2. Mr. John T. Mooney has lived a remarkable and fulfilling life. He served admirably as a soldier during World War II in the 2d Armored Cavalry Division and was part of the wave of brave Allied soldiers that participated in the successful invasion of Normandy. For the injuries he sustained during the treacherous and fierce fighting at Normandy, Mr. Mooney was awarded the Purple Heart. He was also awarded three overseas service bars, the American Campaign Medal, the European- African-Middle Eastern Ribbon with one silver star, the Good Conduct Medal, and World War II Medal for his participation in three other campaigns. Recently, Mr. Mooney and thousands of his comrades have been honored by the Regional Council of Normandy with the Jubile de la Liberte Medal, a decoration commemorating the 50th anniversary of the Battle of Normandy. In addition to his patriotic service during World War II, Mr. Mooney has spent his entire life working to make his community a better place to live. He worked as a glazier in the private sector for 20 years and another 15 years in the same capacity with the Chicago Park District. Mr. Mooney first became involved in local politics as a precinct captain. In my capacity as an alderman and the committeeman of the 23d ward, he has assisted me as a district leader, community leader, and later as deputy committeeman of the 23d Ward Democratic Organization. When I first entered Congress, Mr. Mooney served as my administrative assistant and then my chief of staff. I was fortunate to have him assist me in opening a district office, setting up a Washington office, and assembling a staff. As an original member of my staff, I will be forever thankful for his hard work, dedication, and integrity. Today, Mr. Mooney remains an important part of the success of the 23d ward Democratic Organization by serving as its treasurer. Most importantly, John Mooney is a dedicated family man and churchgoer. He was married to the late Gladyce for 47 fulfilling years. They have one daughter, Pamela, and a son-in-law, Tim Dryden. Mr. Mooney also extends his time and assistance to the various endeavors of St. Daniel the Prophet Catholic Church. Mr. Mooney and his family have been life-long residents of the southwest side of Chicago. Mr. Speaker, I salute John Mooney for a truly remarkable life. I congratulate him on achieving this great milestone, and I extend to him my best wishes for many more healthy and happy years to be shared by his family and friends. He has a spirit that will never grow old. May this special day remain with him throughout the coming year.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise today to pay tribute to an outstanding scout, David B. Burke, in achieving the rank of Eagle Scout. The Boy Scouts of America, Troop 358, will present David B. Burke with the Eagle Scout Award at St. Christopher's Gym in Midlothian, IL, on Sunday, November 2, 1997, in the presence of his fellow troop members, his parents, family, and friends. The Eagle Scout Award stands for honor, which is the foundation of all character. It stands for loyalty and without loyalty, all character lacks direction. Finally, the award displays courage, which gives character force and strength. Mr. Speaker, I congratulate David and his parents for the many years of participating in the Scouting Program that has proven to develop a solid foundation for many of our youths, all over this fine country of the United States.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Chairman, during consideration today of H.R. 2204, the Coast Guard Authorization Act, Members spoke on the floor about a need for a study to determine the best location for the seasonal Coast Guard air search and rescue facility for Southern Lake Michigan. There is some controversy surrounding the recent relocation of the facility from just north of Chicago to Muskegon, MI. I would like to take this opportunity to enter into the record a letter from my good friend, Chicago Alderman Ed Burke, on this subject. In his letter, he refers to a recent article from the Chicago Sun-Times, which I would also like to include in the record. I encourage my colleagues to consider Alderman Burke's comments in the context of today's debate. City of Chicago, Committee on Finance, Chicago, IL, September 22, 1997. Hon. William O. Lipinski, Longworth House Office Building, Washington, DC. Dear Congressman Lipinski: The Chicago Sun-Times recently published an article which reported a steep increase in the number of deaths in southern Lake Michigan or connecting rivers over the past year. I have enclosed for your perusal a letter that I have forwarded to Rear Admiral J.F. McGowan of the United States Coast Guard, detailing my continuing and growing concerns regarding the controversial relocation of an emergency helicopter unit to Muskegon, Michigan. Any assistance that you could provide in helping to convince the U.S. Coast Guard to restore the ``rescue'' helicopter unit to a site closer to the Chicago Metropolitan Area would be greatly appreciated. Yours truly, Edward M. Burke, Chairman.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Chairman, I thank the gentleman from North Carolina [Mr. Taylor] for yielding me the time. I am very disappointed that I have to stand on this side of the House of Representatives to talk on behalf of this voucher bill. I first became interested in choice vouchers, scholarships, whatever we want to call them, back in 1979, when I became the chairman of the education committee in the Chicago City Council. At that time, a number of minority aldermen came to my meeting that I was having on education, and they are the ones that brought choice to my attention. Since that time, it is something I have been very much supportive of. Over the course of the 15 years that I have been in the United States House of Representatives, there are several bills that have I put in dealing with voucher choice programs. Unfortunately, they never went anyplace. So today I find myself on the other side of the aisle speaking on behalf of a program I do support. And I support it because there are two other locations in this country where this type of program is going on. One is in Cleveland; one is in Milwaukee. In both of those communities, choice has improved, the reading level, the math level of the students in the choice voucher program. The program that is going to be established here in Washington, D.C., is a small program, but I believe it is a step in the right direction for these students. I think choice is not going to do away with the public school system. I certainly do not want to do away with the public school system, but I do sincerely believe that the competition that choice will provide will motivate the public school system to do a better job across the board.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I would like to pay tribute to an outstanding public servant who serves some of the same constituents I do--State Representative Jack L. Kubik of Illinois. After nearly 14 years of service in the general assembly Representative Kubik recently announced he was retiring at the end of his current term in 1998. He will be difficult to replace. Representative Kubik was first elected in 1984 at the age of 28, bringing a youthful perspective to the Illinois House of Representatives. He quickly proved to be a true leader in the legislature as he worked to represent the needs of his constituents while reaching out to all of his colleagues, regardless of party, for the betterment of Illinois. Representative Kubik has been a leader in the area of property tax reform, senior issues, judicial reform, and the rights of the disabled. He has sponsored legislation to increase penalties for car-jacking; limit property taxes; assist those seeking hospice care; crack down on gangs; and help the deaf and hearing impaired. He sponsored one of the most comprehensive stalking laws in the United States and has been a leader in working to improve the backlog of child support collection in Illinois. Representative Kubik's leadership and political abilities have been recognized by his colleagues. He currently serves as an assistant house minority leader and chaired the house Republican campaign committee in 1994 that helped bring his party a majority in the legislature for the first time in more than a decade. Representative Kubik, whose family has a long tradition of public service, has been recognized by numerous organizations for his efforts to improve his community and his State. These honors include the Suburban Area on Aging's Legislator of the Year Award; VietNow President's Award; the Illinois Press Association's Legislative Service Award; and the Illinois Hearing Aid Society Award. Representative Kubik's retirement will afford him the opportunity to spend more time with his new bride, Aggie, and pursue his work in the public relations field and the family business, Life Newspapers. Mr. Speaker, I salute Representative Kubik on his 14 years of public service and give he and Mrs. Kubik my best wishes for the future.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I rise in support of the Conference Report on the FY 1998 Energy and Water Development Appropriations bill. This legislation is very important in that it funds a number of vitally important flood control projects across the nation. I thank Chairman McDade, the ranking Democrat, Mr. Fazio, and the other conferees on all the hard work they put into crafting this important of legislation. In particular, I would especially like to thank them for funding two Army Corps flood control projects in my district. This legislation provides $250,000 for a feasibility study of Stoney Creek and $200,000 for a study of Tinley Creek. I strongly believe that this is a prudent allocation of federal funds. Funding the feasibility studies for these Army Corps projects is an important step in eliminating the flooding problems. The flooding problems attributable to these creeks affect a number of communities in my district: Oak Lawn, Crestwood, Alsip, and the unincorporated Bluecrest subdivision of Worth Township. I have visited these communities in the aftermath of heavy rains and flooding, and I have seen firsthand the structural damages caused by the floods. It is estimated that average annual damages resulting from these floods total over one million dollars, and this does not even begin to take into account all of the heartache and grief experienced by the residents of the affected communities. Mr. Speaker, I urge my colleagues to support this measure. We need to pass this important piece legislation to bring much needed funds for communities that live under the constant threat of floods.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, it may surprise some of my colleagues that the majority of Americans believe labor and environmental issues should be negotiated as part of trade agreements. In fact, this isn't a majority of 51 percent, 55 percent, or even 60 percent. It is a vast majority of 73 percent. Seventy-three percent of Americans believe that protecting the environment and protecting labor rights should be integral part of trade agreements. I completely agree. Apparently, the administration does not. Unfortunately, the administration's fast-track proposal does not reflect the feelings of the vast majority of Americans. The administration's proposal falls far short. To be truthful, it's even a step backward from fast-track proposals under Reagan and Bush. Under the administration's proposal, the President would be forbidden from including labor, environmental, and other standards of the same enforceable, core nature as now are provided for the protection of intellectual property or investors' rights. The proposal isn't a bridge to the 21st century--it's slide back to the 19th century. There truly seems to be a disconnect with the administration and the American people. In my opinion, and that of the vast majority of Americans, fast-track legislation must include enforceable labor and environmental provisions. To do anything less would be shortchanging working families acrosss our country. It would further compromise our environment, the safety of our foods, the wages of American workers, and our overall quality of life. Where's the evidence? Well, we have 3 years' worth of evidence from NAFTA. It has been 3 years since this broken trade agreement went into effect, and the evidence is clear that NAFTA has failed for the American working man and woman. Our modest trade surplus with Mexico has ballooned into a huge deficit. We've lost hundred of thousands of jobs. Moreover, the evidence shows that the much ballyhooed labor and environmental side agreements in NAFTA are hugely ineffective. In the United States employers used NAFTA as a tool to fight unions and keep wages down. Companies effectively intimidate workers and stymie union organizing efforts by threatening to move jobs to Mexico. And the health of working families are threatened by increased industrial and toxic emissions and waste along the United States-Mexico border. NAFTA failed because it failed to protect workers' rights and the environment. It deeply concerns me that NAFTA protects intellectual property rights and investors' rights while it turns a blind eye to workers and the environment. There are more protections for compact discs and Wall Street financial investors than there are for the Smith family next door and our rivers and streams. We've seen what happens with a trade agreement that does not include adequate labor and environmental protections, and it certainly isn't pretty. Let us learn from it. Mr. Speaker, I strongly urge my colleagues to carefully evaluate these vitally important trade issues in the coming weeks. I strongly urge my colleagues to carefully evaluate the impact of NAFTA expansions and fast-track legislation on American workers and American families. Let's listen to the American people.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, today I am introducing a resolution that honors the victims of the Great Irish Potato Famine, honors the millions of brave emigrants who rose from the tragedy of the famine to make profound contribution to America, and encourages the British and Irish Governments to make a renewed effort for peace in Northern Ireland. This year is the 150th anniversary of the worst year of the Great Irish Potato Famine, which began in 1845 and continued to 1850. Massive poverty, disease, and starvation plagued hundreds of thousands throughout Ireland. Even today, 1847 is still known to all people of Irish descent as Black 47. By the end of the famine, an estimated 1.5 million people had died of starvation or disease. Millions more risked their lives on ``coffin ships'' to seek a new life in America. These brave emigrants paved the way for the millions of Irish-American descendants today. Recently, a new British Parliament, led by Tony Blair, and a new Irish Government, led by Bertie Ahern, have been elected to office. Also, Prime Minister Blair expressed regret about Britain's role in the famine. With the healing of old scars and the promise of the new administrations, Ireland has a new opportunity for peace and prosperity. The people of Ireland deserve a future free from violence, religious hate, or famine. Mr. Speaker, the American descendants of those brave emigrants have made tremendous contributions to our society and to the American way of life. Irish-Americans have worked hard to become police officers, fire fighters, teachers, doctors, and even Members of Congress. I strongly urge my colleagues to support this important resolution.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I thank the gentleman for yielding to me. I have some prepared remarks in regard to this subject. It is a subject that is enormously important not only to Chicago, IL, the Midwest, but I believe to the entire Nation. Aviation is not only the future, but aviation is the present and will be the future. It is something that we have to be involved in, involved in deeply, and we have to really have it be one of the vanguards of our economy. The bilateral agreement between the United States and Japan was signed in 1952, over 45 years ago. The agreement gave three airlines the right to fly to Japan and beyond to other points in Asia. The three airlines are Northwest, United, which purchased its rights from Pan American, and Federal Express, which purchased its rights from the Flying Tigers. Federal Express, as we all know, is not a passenger-carrying airline, it is a cargo airline. So actually, these two airlines, Northwest and United, are considered incumbent carriers. Since 1952 the United States and Japan have signed memoranda of understanding granting additional carriers such as American, Delta, Continental, and UPS limited rights to serve Japan. Once again, UPS is not a passenger carrier, but a cargo carrier, so the three additional passenger carriers we have gotten into Japan under a memorandum of understanding are American, Delta, Continental. These MOU carriers, as they are referred to, fly to and from Japan, but with frequency, capacity, and gateway limitations, and with no beyond rights, which means they can fly into Tokyo, but they cannot fly beyond Tokyo. No other place in Asia can they fly to. They have to return immediately to the United States. There have been several aviation disputes between the United States and Japan in recent years. Most of the tension has stemmed from Japan's protectionist restrictions on its market. Japan has steadfastly refused to open its international markets in order to protect its national carriers. Japan fears that its national carriers cannot compete successfully against the larger, more efficient U.S. carriers in an open skies market. However, for the first time in decades, Japanese negotiators have indicated a willingness to be flexible in regard to increased access for U.S. carriers. The United States must seize upon this rare opportunity to ease the restrictions in the U.S.-Japan aviation market. Obviously, an open skies agreement should be our ultimate goal. However, Japan is adamant in its opposition to open skies. Therefore, we should work on a bilateral agreement that will ease current restrictions in the market and will eventually lead to open skies. It is either a phased-in approach to open skies, or to status quo. The status quo will only keep Chicago and the Midwest isolated from Japan, causing our region to continue to lose a million dollars in missed opportunities. Right now only two carriers are incumbent carriers. One is a United States carrier, Northwest, and the other a Japanese, JAL, can operate from their primary hub airport without any frequency restrictions. United, although it is considered an incumbent carrier, is restricted to only six flights per week from its principal hub at O'Hare International Airport. Let me run that by the Members once again. Right now, only two incumbent carriers, one a U.S. carrier, Northwest, and the other a Japanese carrier, JAL, can operate from their primary hub airports without frequency restrictions. United, although it is considered an incumbent carrier, is restricted to only six flights per week from its principal hub at O'Hare International Airport. American, which also hubs at Chicago-O'Hare, is completely shut out of the Chicago-Tokyo market. Japan wants its other national carrier, ANA, to also have unlimited access between the United States and Japan from its major hubs. This is one of Japan's primary goals in negotiating a new agreement. In fact, as far as I am concerned, it is their number one goal in negotiating a new agreement. The United States should only grant ANA unlimited access normally reserved for incumbent carriers if Japan guarantees that a second U.S. carrier will also enjoy all the rights of an incumbent carrier. Then, with two carriers from each country having unlimited access, each community could potentially be served by four different carriers. However, if JAL and ANA, Japan's only two international carriers, both have unlimited access between the U.S. and Japan, the nonincumbent U.S. carriers would be at a great disadvantage. Therefore, increased frequencies and additional gateways are needed for MOU carriers so they can also provide service from their major hub airports. U.S. negotiators should not grant ANA incumbent status without also gaining increased access for U.S.A. MOU carriers. Finally, a phased-in approach to open skies with Japan should definitely allow code-sharing between all United States carriers and Japanese carriers. The aviation industry is moving in a definite direction of abandoning attempting to have beyond rights to relying upon code-sharing networks. Code-sharing networks allow U.S. carriers to offer the service and convenience of a foreign hub without the expense of a self-operating hub. For example, code-sharing agreements have enabled U.S. carriers to be effectively competitive all over Europe. In fact, all U.S. carriers now rely on code-sharing alliances with one or more European carrier to feed passengers to and from their transatlantic flights. Unfortunately, under the current bilateral with Japan, code-sharing alliances are not permitted, and as a consequence, U.S. incumbent carriers depend solely on their limited beyond rights to provide service beyond their Japanese hubs. Code-sharing agreements between U.S. and Japanese carriers would provide the service and the access to Japan and beyond that we want for Chicago, the Midwest, the East, and the South. In Japan's Tokyo Narita airport, that is the primary gateway to the rest of Asia. However, available space is severely constrained there. The best use of the limited space at Narita would result from a code-sharing agreement between a U.S. carrier and a Japanese carrier. For example, if an airline has 100 markets beyond its United States hub and no hub in Tokyo, 100 markets are served. But if an airline has a code-sharing agreement with a carrier with a hub on the other side of the Pacific, with 100 American markets beyond the U.S. hub and six Japanese markets beyond the Tokyo hub, over 600 city pairs can be served. With O'Hare's position as a hub for both United and American, any service from Chicago O'Hare to Tokyo Narita would provide the greatest number of potential city pairs, representing the best use of limited space at both airports. Code-sharing agreements do not equal open skies, but they do open the market tremendously, increasing access to Japan and beyond. In addition, once code-sharing agreements are in place, Japanese carriers will want antitrust immunity to maximize the effectiveness of their code-sharing alliances. The Government of the United States does not and will not grant an alliance between a U.S. and a foreign carrier for antitrust immunity until open skies are achieved between the two nations. Therefore, it is easy to see how our liberalized agreement now will lead to open skies with Japan in the future. Again, a phased-in approach to open skies is much better than the status quo. If the United States does not seize this opportunity with Japan's willingness to be flexible by the end of the month, we will be stuck with limited access to Japan and beyond, and Chicago and the Midwest will continue to be big, big losers. I thank the gentleman from Illinois [Mr. Hastert] for this time. There are a number of other people here to speak. I will be back in the future.

Mr. LIPINSKI. Mr. Speaker, I thank the gentleman. It is an honor for me to participate in this special order with the gentleman, but before I get into my comments, I would appreciate it very much if my colleague would yield to a fellow Chicagoan, the gentleman also from Illinois [Mr. Davis] on this subject.

Mr. LIPINSKI. I thank the gentleman from Illinois [Mr. Hastert] for yielding. The American and Japanese negotiators are on the verge of replacing this outmoded 1952 agreement with a new accord which would dramatically increase air service between our two countries. Eventually such an agreement can lead to total deregulation or open skies. I hope that Japan is not posturing. I hope that we are not posturing. I hope that we can use common sense and really make progress. I urge the administration to complete an agreement with Japan this month which liberalizes air service. We really cannot afford to wait. We have waited far too long already. We have been asking both sides to put aside symbolic differences in the spirit of achieving real gains for consumers and business, not only in Chicago, IL, the Midwest, but really throughout this Nation. Opening up air travel with Japan just will give us enormous economic benefits, not only in this Nation but in Japan also. Liberalization is a very important first step. The next step in ensuring that the Midwest historical disadvantage in air service to and from Asia is corrected with significant gains in the number of flights. Mary Rose Loney, the city of Chicago aviation commissioner, said a new agreement is sorely needed even if it stops short of complete open skies. Dogmatic insistence on open skies may forgo present-day opportunities for a greater liberalized regime between the United States and Japan. I recognize that open skies with Japan is not on the immediate horizon. The United States may need to accept a phased-in approach so our agreements would be like Germany or Canada, ones that started out very slowly but have expanded tremendously.

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

Mr. LIPINSKI. Mr. Speaker, I would just like to say that we all know that the Japanese are extremely difficult people to deal with on all trade issues. One of the reasons for that is because it is a very small island. They are very much people who like to deal with themselves, and if they are actually willing to give us an opportunity to get in there and open up that market in some way, we should certainly take advantage of it.

Mr. LIPINSKI. The gentleman is correct.

Mr. LIPINSKI

Mr. LIPINSKI. Mr. Speaker, I yield to the gentleman from Illinois [Mr. Shimkus].

Mr. LIPINSKI. Mr. Speaker, I want to thank the gentleman for participating in this special order. I know that his words are sincere, and I think his words were potent. Before I yield to the gentleman from Illinois [Mr. Hastert], I would like to make mention of the fact that the gentleman from Illinois [Mr. Ewing], who is very much involved in aviation, who serves on the Subcommittee on Aviation, unfortunately has not been able to join us thus far this evening because he is tied up on other business. But in the event that he does not join us by the time we finish our special order tonight, I want everyone within the sound of my voice to know that he, too, supports this and has been very much interested and involved in this issue for a very long period of time. I yield to the gentleman from Illinois.

Mr. LIPINSKI. I thank the gentleman from Illinois [Mr. Hastert], a leader from the Republican side of the aisle, for taking the 1-hour special order and then joining in the 1-hour special order that I have on this very important topic. It has been through his leadership here in the House of Representatives that many of us have been very fortunate to be able to achieve a number of legislative goals that we have been interested in. With him aiding and assisting us in this particular effort, I believe that we will also be successful. I want to go out of my way, though, to thank the individuals who came here tonight to speak in behalf of this issue: The gentleman from Illinois [Mr. Poshard], the gentleman from Illinois [Mr. Davis], the gentleman from Illinois [Mr. Blagojevich], the gentleman from Illinois [Mr. Weller], the gentleman from Illinois [Mr. LaHood], the gentleman from Illinois [Mr. Shimkus], the gentleman from Texas [Mr. Sessions], who joined us, and, of course, the gentleman from Illinois [Mr. Hastert]. Mr. Speaker, before I conclude this special order, there are a few comments that I would like to make in regard to this subject. In recent editorials, both the Chicago Tribune and the Chicago Sun-Times called for the United States to adopt a phased-in approach to open skies if Japan continues to resist complete deregulation of air service between our two nations. The Sun-Times wrote, ``Negotiations should not be allowed to collapse into an all-or-nothing conclusion.'' The Tribune said, ``The choice doesn't have to be between immediate open skies or the status quo. The United States and Japan can allow more flights and new alliances that will promote business and growth.'' Our largest aviation trading partner is Canada. Until 1995, the air transport market was extremely restricted. Like Japan, Canada feared open skies. What United States and Canadian negotiators forged was not an open skies agreement. It was something less. For example, beyond rights were and remain limited. The result, however, has been extraordinary. In the first year of the agreement, an added $2 billion was pumped into the United States and Canadian economies. O'Hare International Airport in Chicago, the Midwest's primary aviation hub, is the world's busiest, but it has been mentioned several times earlier tonight that it ranks only 30th in the world for international passenger travel. This is a direct result of the restrictions of the 1952 bilateral agreement. The gentleman from Illinois [Mr. Blagojevich] mentioned that back in 1952, the Baltimore Orioles did not exist. They were still the St. Louis Browns. The Oakland A's did not exist, either. They were the Philadelphia A's. But if we go back to that period of time, to show you that the expansion that has taken place in so many areas has not occurred in the aviation industry in regards to our relationship with Japan, there were eight teams in the National League, eight teams in the American League, and look at how many teams we have today. The same thing could be talked about in regards to the National Football League, the great expansion since 1952; the National Basketball Association; the National Hockey League. Everything has expanded. More people are involved, more businesses created. Yet our relationship with the Japanese in regards to aviation has been stymied because of the Japanese refusal to liberalize the agreements that were agreed to back in 1952, before rock and roll, as the gentleman from Illinois [Mr. Blagojevich] mentioned here earlier. The point I want to make is that we must get the relationship between the United States and Japan into the 21st century. The Japanese need it, we need it in this country, and for far too long we in the Midwest, the East, and the South have been deprived of the opportunity to expand our business dealings, our tourism with Japan. We have a historic opportunity this month to explode the business we can do with Japan. All we have to do is have our negotiators be willing to take something less than open skies. Take the deal that I outlined the first time I spoke. It will be beneficial to every carrier in this country. It will be beneficial to every business in this country. And most importantly, it will be beneficial to every citizen of this Nation.