Martin Sabo

Mr. SABO

Mr. SABO. Mr. Chairman, I move to strike the requisite number of words.

Mr. SABO

Mr. SABO. Mr. Speaker, as we take time this month to honor the many contributions women have made in our country's history, I wish to reflect on American women's progress in school and the workplace. When I was young, economic opportunities for women were limited. Seemingly, very few professions were open to women--teaching, secretarial work, social work, and nursing, for instance. If women chose to explore other fields, they faced significant barriers. It took great determination and a unique set of factors for a woman to break through the male-dominated preserves of medicine, law and many other professional careers. Later, in the 1970's, female students, while likely to receive good grades, were less likely than male students to extend their education beyond high school. Not so today. Along with the increase in the number of women attending college and graduate school over the years, there has been a remarkable increase in the number of advanced degrees awarded to women. For example, in 1970, women received only 13 percent of all Ph.D. degrees; 8 percent of M.D. degrees; 5 percent of all law degrees; and a mere 1 percent of dentistry degrees. By the end of the 20th century, however, women earned an average of 40 percent of Ph.D.s; 41 percent of M.D. degrees; 44 percent of law degrees; and 36 percent of dentistry degrees. Gains in education have advanced women significantly in the world of work. Today, women make up 46 percent of America's workforce. Women occupy almost half of all managerial and professional positions in the country, and women currently own 40 percent of America's businesses. Yet significant obstacles remain. Unfortunately, in our country, female students still lag behind male students in their pursuit of math, science and engineering-related degrees. Today, women earn only one-seventh of all computer science doctorate degrees, and only one-eighth of all engineering degrees awarded in the United States. Furthermore, although women are making great strides in America's corporate world, they still have not penetrated the executive arena. Currently, less than one percent of all top corporate managers are female. Also, even though the law has dictated equal pay for men and women since 1963, women still earn only 76 percent as much as men. This means $24 less to spend on groceries, housing, child care, and other expenses for every $100 worth of work women do. And these figures are worse for women of color: African-American women earn only 67 cents--and Latinas only 58 cents--for every dollar earned by their male counterparts. Various factors play a role in the wage gap between men and women. Women who leave the workforce temporarily in order to care for children or their elderly parents may suffer the consequences of a wage gap. Women are also less likely than men to join a labor union; therefore, they miss out on the benefits that come from organizing. Another factor in the gender wage gap includes the career path a person chooses. It is not uncommon for women to choose careers in the teaching and social service fields, in which salaries tend to be lower than in business or other professions. Yet, there is more that can and should be done to level the playing field and provide fair opportunities for women in education and the workplace. We should pass the Paycheck Fairness Act, H.R. 2397, to curb gender- based wage discrimination in the workplace. Parents should boost their daughters' self-esteem through praise and involvement in their school and extracurricular lives. Friends, teachers, and communities should encourage girls to explore non-traditional courses of study to broaden their career options. Women's History Month reminds us to celebrate the educational and work achievements of the women in our families and our communities. We should also use this opportunity to rededicate ourselves to breaking down the remaining barriers for women in school and the workplace. We owe it to our wives, daughters, sisters, and mothers to do everything we can so that all of America's working women have equal opportunities for success.

Mr. SABO

Mr. SABO. Mr. Speaker, my congratulations to my friend from Minnesota (Mr. Oberstar) and the gentleman from Pennsylvania (Mr. Shuster), again, on their ability to apparently pass a bill that gives their committee jurisdiction of funding priority over everything else. My only wish would be that their committee had jurisdiction over housing so we could deal with what is a true need in this country. This, in my judgment, is one of the worst bills I have seen go through the Congress. It is wrong because of what it does within FAA. It says the top priorities are concrete; the lowest priorities are people. It is plain and simple. The lowest programs for funding are air traffic controllers, personnel who deal with safety. They compete with other people for funding, but the people who pour the concrete do not. The people who buy facilities and equipment do not, and we have had a history in this agency of having a terrible time bringing any contract in on time or in an appropriate fashion. It does the wrong thing for FAA. Then at the very day that the House Committee on the Budget is meeting to deal with the budget resolution for this session, where we hear we are going to have very tight restrictions on discretionary spending, we are going to say the first priority above everything else is building more runways, more runways, more important than anything else on the agenda. That is what we are doing with this bill. More important than other transportation priorities within our subcommittee, that small unprotected operation is going to have to compete with Amtrak and the Coast Guard. So if there are concerns about Amtrak or the Coast Guard, better take another look within the transportation area. If there are other concerns of what we are going to fund this year, if there are priorities beyond concrete for runways, take another look before casting what my colleagues might think is their easy vote. Mr. Speaker, I rise in opposition to the conference report on AIR21 for several reasons. This is a bad bill that strikes a blow at fiscal responsibility. It continues to unfairly subsidize aviation from the general fund. And it will not adequately address the safety and security needs of our air traffic system. This bill creates an unwarranted $33 billion entitlement for certain FAA capital and facilities programs before any other national needs are addressed. Before we consider any needs for housing, educating our children, helping our farmers, or providing for our veterans, this bill says fund airports first and guarantees a massive increase--46% in just one year and 59% over 3 years--for concrete and construction. That is wrong. It makes no sense. In recent weeks, we have heard a lot about the need for reform of the budget process and especially in support of biennial budgeting. I ask, why have any budget process at all when we put highway and transit programs on automatic pilot for six years, and we put aviation infrastructure funding on automatic pilot for three years. What is the purpose of having a budget process where we carefully consider competing priorities, if one special interest after another simply declares that spending constraints do not apply to them? Mr. Speaker, this is a bad bill because it perpetuates the myth that somehow we have shortchanged aviation needs over the years. Supporters of AIR21 argue that we need to ``unlock'' the Aviation Trust Fund. But, there is no evidence that aviation has been shortchanged and deserves special treatment outside of the regular budget process. In fact, those who travel by air have gotten far more from the federal government than they are paying in aviation taxes, due to large subsidies paid by taxpayers out of the general fund. Since 1991, we have spent over $21 billion in general fund revenues for FAA operations. In eight out of the last ten years, we have spent more on the FAA than incoming receipts into the trust fund. The ``historical'' 30% general fund share of FAA expenses that the authorizers point to exists only because authorizing statutes have arbitrarily restricted the use of trust fund revenues to fund the FAA. Mr. Speaker, this conference report is also a failed opportunity to fully address the FAA's needs and to bring our air traffic control system into the 21st century. As we speak, the FAA is struggling to address the needs of an air traffic control system that operates 24 hours a day, seven days a week. The FAA must provide adequate training for air traffic controllers and inspectors, and ensure that we have the necessary security personnel to address the growing threats across the globe. The FAA has 170 aviation inspector positions which have remained vacant and has cancelled most training activities. Additional funding is required for spare parts for air traffic control equipment and to install new state of the art equipment that sits in warehouses because the agency lacks the necessary funding to bring them on line. Our air traffic control will have to cope with a 66% increase in passenger traffic by the year 2010. That means more people and planes in the sky. Yet, AIR21 caps the amount of trust fund revenue that can be used for FAA operations, which will require discretionary general funds to make up the shortfall. Ironically, this bill constrains the most essential functions of the FAA under budget caps, while completely exempting the other 80% of the FAA's budget from any budget scrutiny at all. This bill does not provide a balanced approach to addressing those needs, nor does it consider the impact of guaranteed funding for FAA capital programs on other transportation priorities--like the Coast Guard and Amtrak. AIR21 would require a $1.8 billion or 46% increase next year for FAA capital accounts, and puts at risk needed funding for Coast Guard's operations and assets, and Amtrak capital investments. Mr. Speaker, I cannot support a bill that puts aviation infrastructure ahead of all other national priorities, and then fails to fully address the air traffic control modernization needs within the FAA. I urge the defeat of the conference report.

Mr. SABO

Mr. SABO. Mr. Speaker, as we celebrate the history and heritage of African-Americans this month, I wish to take this opportunity today, February 18, 2000, to recognize a very special man who lives in my Congressional District of Minneapolis--Louis Moore II. Louie Moore II--a respected historian, successful businessman, outstanding community leader, and a caring and kind citizen--has made countless contributions to his community, his state, and his country over the course of his 84 years. Louie was born in St. Paul, Minnesota, in 1916. He attended the now- closed Mechanic Arts High School in St. Paul--where he quickly established a reputation as a star athlete, playing on the tennis and football teams and running track. After graduating from the University of Minnesota in 1938 and marrying Harriet Mayle a year later, Louie began his long and distinguished professional career. In 1939, Harriet and Louie moved to Washington, D.C. where Louie worked for the United States Department of Agriculture for several years. During the time the Moores lived in Washington, their only child, Louis III, was born. In 1950, Louie moved his family back to St. Paul, where he served as a USDA grain inspector. In 1955 the family moved to Minneapolis. Louie started work as a marketing manager for General Mills Incorporated--one of the few people of color to work at the corporate level during that time--and later joined the marketing department of Minneapolis' International Multifoods Corporation. Louie has been widely recognized for his marketing skills and his business savvy, helping to launch several successful companies throughout the Minneapolis community. Louie has also worked to educate others about the legacy of African- Americans in the state of Minnesota. He played a key role in compiling information for the publication of a book called The Negro in Minnesota. This book, published in 1961, detailed the accomplishments of African-Americans throughout the state's history. After Louie's retirement from corporate life, he became actively involved with the Minnesota Historical Society. His interest was first sparked when he worked with the Society on plans for Minnesota's Statehood Centennial Celebration in the 1950's. He became a member of the Society's Executive Council in 1972, and today he serves as an Honorary Council Member of the Minnesota Historical Society Board. Louie has been a member of several other community, civic, and social organizations throughout the Twin Cities. He has served on the Board of Directors at the Hallie Q. Brown Community Center and he was a board member of the Twin Cities Opportunity Industrialization Center. He has also served with the National Association for the Advancement of Colored People, the Urban League; the Alpha Phi Alpha Fraternity; the Twin Cities Rod and Gun Club; and the Forty Social Club. He is a respected member of the Omicron Boule of Sigma Pi Phi Fraternity which, over the years, has honored him for his many achievements and his leadership in the community. Louie Moore is a former member of St. Philip's Episcopal Church in St. Paul, and a current member of the St. Thomas Episcopal Church in Minneapolis. Mr. Speaker, when you ask any of Louis Moore's many friends for the words that best describe him, the answers flow freely: ``kind,'' ``well-loved,'' ``involved,'' ``respected.'' In fact, one of his friends from the Minnesota Historical Society says regarding Louie, ``He is a wonderful person--delightful to talk to, with a warm personality. He has always been interested in `bettering' situations and helping others.'' I am proud to know Louis Moore II, and it is an honor to recognize him today in celebration of Black History Month. His son, Louis III, is a member of my Congressional staff, and through him I have learned many things about this fine man. In his lifetime, Louis Moore II has developed a simply amazing list of professional and personal accomplishments--many more than those which I have mentioned today. Mr. Speaker, today I salute Louis Moore II--a pillar of our community. I offer him my best wishes for good health and happiness always.

Mr. SABO

Mr. SABO. Mr. Speaker, I thank the gentleman for yielding me this time, and it is with great sadness that I learned of the recent death of Charles Schulz. During his lifetime this native Minnesotan touched countless lives through his wonderful creation, the Peanuts comic strip. Since 1950, when Peanuts was first published, until this past Sunday, when the last Peanuts comic strip appeared, Americans young and old have been entertained by the aventures and foibles of Charlie Brown, Linus, Lucy, and Snoopy. Through each of these lovable human characters Charles Schulz reached out to all of us, teaching us important life lessons. Through Charlie Brown's failed efforts to lead his team to victory in the neighborhood baseball game, we learned that winning is not everything. At the same time, his repeated attempts to kick the football out of Lucy's hands, while never succeeding, helped teach us the importance of never giving up hope. Mr. Speaker, I support the efforts of my colleague, the gentleman from California (Mr. Thompson), to recognize Charles Schulz with a Congressional Gold Medal. I am so proud that this gifted artist hails from the Twin Cities. For the many values Charles Schulz taught us, for the enjoyment he brought to our homes, and for the way he touches so many of our hearts, it is only fitting that we offer our thanks.

Mr. SABO. Mr. Speaker, it was with great sadness that I learned of the recent death of Charles Schulz. During his lifetime, this native Minnesotan touched countless lives through his wonderful creation, the ``Peanuts'' comic strip. Since 1950--when ``Peanuts'' was first published--until this past Sunday--when the last ``Peanuts'' comic strip appeared--Americans young and old have been entertained by the adventures and foibles of Charlie Brown, Linus, Lucy, and Snoopy. Through each of these lovably human characters, Charles Schulz reached out to all of us, teaching us important life lessons. Through Charlie Brown's failed efforts to lead his team to victory in the neighborhood baseball game, we learn that winning isn't everything. At the same time, his repeated attempts to kick the football out of Lucy's hands--while never succeeding--help teach us the importance of never giving up hope. Mr. Speaker, I support my colleague Mike Thompson's efforts to recognize Charles Schulz with the Congressional Gold Medal. I am so proud that this gifted artist hails from the Twin Cities. For the many values Charles Schulz taught us, for the enjoyment he brought to our homes, and for the way he touched so many of our hearts, it is only fitting that we offer our thanks.

Mr. SABO

Mr. SABO. Mr. Speaker, today it is my pleasure to pay tribute to a great American, my former Speaker in the Minnesota State House of Representatives--the Honorable Lloyd Duxbury. After 50 years of distinguished service to the people of Minnesota and the Nation, ``Dux'' has announced his retirement. During World War II, Lloyd Duxbury served in the U.S. Army, and then went on to finish his undergraduate work at Harvard. After graduating from Harvard Law School in 1949, he returned to his hometown of Caledonia, MN, to join his father's law practice. In 1950, he was elected to the Minnesota State House of Representatives, where he served as Minority Leader from 1959 to 1963, and Speaker from 1963 to 1971. After leaving the Minnesota State House, Dux made his way to Washington, DC to work as an advocate for Burlington Northern Railroad. He went on to serve on the staff of the U.S. Senate Special Aging Committee. In 1989, Dux joined the staff of the National Committee to Preserve Social Security and Medicare, where for the past 10 years he has served as a tireless advocate for our Nation's seniors. Although Lloyd Duxbury and I served on different sides of the aisle of the Minnesota State House, I cherish the years I worked with him. His leadership in the legislature was always marked by the finest traditions of public service. I learned a lot from Dux, who is one of the hardest working people I have known. I also remember him as the quickest gavel around--especially during the years when he served as Speaker of the House and I served as Minority Leader. Whenever I turned around, it seemed, there he was, banging his gavel yet again. On a more serious note, it is clear to me--and to all of us who served with him--that Lloyd Duxbury always considered it a privilege to serve his constituents. I consider myself lucky to have served with him. As he retires and embarks upon a new path in his life back in Minnesota, I know we in Washington will miss Dux's advice and counsel on issues important to Minnesota and the Nation. Today, Lloyd Duxbury celebrates his 78th birthday. Mr. Speaker, in addition to offering my warmest birthday wishes to my friend Dux, I would like to wish him the best of luck and good health always.

Mr. SABO

Mr. SABO. Mr. Speaker, today I would like to recognize a member of my staff, Georgia O'Brien, as she marks her 30th year of service on behalf of the constituents of Minnesota's Fifth Congressional District. Georgia O'Brien has served as a caseworker in my Congressional office in Minneapolis since I began my tenure as a United States Representative in 1979. Prior to joining my staff, Georgia served on the staff of my predecessor in the United States House of Representatives, the Honorable Don Fraser (D-MN), from 1970 to 1978. Since the day she joined my staff--and, I am certain, during the years she spent serving in the office of Congressman Fraser--Georgia has served as a tireless advocate on behalf of those residents of the Fifth Congressional District who have needed federal assistance in resolving a problem. Georgia has proven herself an invaluable asset to my office through her countless hours of hard work, commitment to public service, and success in resolving problems for so many constituents. I am proud to count her as a member of my staff. Mr. Speaker, today I congratulate Georgia O'Brien for 30 years of thoughtful service to the citizens of Minnesota's Fifth Congressional District. I thank Georgia for the 21 years she has served on my staff, and I am confident that she will continue working hard to improve the lives of many more Minnesotans in the years to come.

Mr. SABO

Mr. SABO. I thank the gentlewoman for yielding. If one could object to this resolution and it meant that our friend Jim Ford stayed chaplain, I would; but I gather that is not an option, so I will not object. It is a great privilege to rise in support of this resolution. In 1979, I came to Congress, and I noticed that there was a new chaplain; and I read his bio and I discovered that he had a background in my district, Minneapolis. I had not heard of him. He had served out in Ivanhoe, Minnesota, in western Minnesota, and then had gone on to West Point. I needed to find out some things about him. He was a full- blooded Norwegian, it was tough to forgive him for being a Swede, but we gradually overcame that. I heard all these things today about this great intellect, but I found out other things about this gentleman. This person of great intelligence went off a ski jump in my district backwards. He survived. He went on. He has lived life to its fullest, sailing across the ocean in a small boat with one other person. I discovered last night they ended up in the middle of a cyclone. Again, that great caution that is evident in his life. He has served us well. He has lived life to its fullest. I have no idea what he has in mind after he leaves us. He has been flying one of these little planes that sounds sort of crazy to me. I do not know what he is going to do. He drives cross-country with his son on a motorcycle. What adventures he has planned we will find out in the years ahead. He has been a great friend to all of us. He has made an incredible contribution to this institution. We wish him and his family and his wife, Marcy, the best. You made life in this place that so many times is filled with pressures and so hectic better for all of us and we thank you.

Mr. SABO

Mr. SABO. Mr. Speaker, I thank the gentleman from Wisconsin (Mr. Obey), the ranking member, for yielding me this time. Mr. Speaker, before my planned comments, a couple statements of fact. Nothing this Congress will do will add one dime to the Social Security Trust Fund. Nothing that this Congress is doing will change how dime one of the Social Security Trust Fund is invested. Regardless of which assumptions one uses, whether they be CBO, Congressional Budget Office, or those at the Office of Management and Budget, in either case, based on current projections, this Congress will be borrowing money from the Social Security Trust Fund based on today's assumptions. But, Mr. Speaker, I was going to make just one little observation about how one program works. I am for highway funding. I am for transit funding. I serve on the committee that funds those programs. But I think they should be treated like other programs. In this bill, those programs receive the 1 percent cut like other programs for the year 2000. But then lo and behold, this same bill gives all the money back as additional funding in the year 2001, saying that all those funds for those programs, which I like, some I have local interest in, is higher priority than anything else in the transportation area, such as operations for the FAA. If there is any area within our bill that all of us were apprehensive about, it was FAA operations. We had already reduced the President's request. That will be cut by 59 million additional dollars, will not automatically be restored next year. Programs, whether they be in education, research, housing, farmers, veterans, none of those are automatically restored next year. But because one powerful individual threatens to vote no, those funds get preference. What a way to operate.

Mr. SABO

Mr. SABO. Mr. Speaker, October 23, 1999 marks the 100th anniversary of the birth of the late great Norwegian-American pilot, military leader, and Arctic and Antarctic explorer, Colonel Bernt Balchen. Bernt Balchen was born in Tveit, Norway, on October 23, 1899, the son of a physician with an ancestry of military leaders and sea captains. His love of nature and wildlife, his artistic talents, and his sensitive, discerning eye were revealed in his sketch books begun at an early age. His love of outdoor life and sports was coupled with a keen spirit of adventure and discovery which was kindled when he met the great explorer Roald Amundsen, shortly after his successful expedition to the South Pole in 1913. This meeting fired young Balchen's imagination and determination to explore the mysteries of the Polar regions. After completing his education in Forestry Engineering at Harnosand, Sweden, interspersed with practical work in Norway's lumber camps, Bernt Balchen underwent training in the Norwegian Army. At 18, he volunteered for service with the White Army in Finland, serving first in ski patrols and then in the cavalry. A Russian bayonet almost cost him his life. He confounded doctors who predicted he would be permanently incapacitated by later becoming a member of Norway's Olympic boxing team, then setting records in cross-country skiing and bicycling. He built a strong physique, great endurance, keen perceptions and the quick reflexes which were to serve him, and others, so well in the rugged life ahead. Bernt Balchen's eyes turned skyward. He entered the Royal Norwegian Naval Air Force, graduating at the head of his class and receiving his wings in 1921. He became an instructor in navigation and participated in the planning of some of the first Arctic serial expeditions from Norway. While working on preparations for Amundsen's first flight across the North Pole in the dirigible Norge based at Spitsbergen, Balchen was directed by Amundsen to assist Commander Richard E. Byrd in equipping his plane with skis of Balchen's design. This plane was to be flown by Floyd Bennett, with Byrd as a navigator, in an attempt to reach the North Pole. Impressed with Balchen's many skills, Commander Richard Byrd asked that Balchen be given leave from the Norwegian Naval Air Force and join his party on its return to the U.S. Balchen then became chief test pilot for the famous aircraft designer, Tony Fokker, joining the Fokker Aircraft Corporation at Teterboro, New Jersey. In 1927, Balchen was assigned to Western Canada Airways at Hudson, Ontario, to teach Canadian pilots how to handle ski-equipped planes--the beginning of ``bush flying''--then to transport men, equipment and supplies from Cache Lake, Manitoba, the northern terminus of the Hudson Bay railway, to Fort Churchill, Manitoba, within a prescribed period of time. As one of the two pilots selected for the job, he flew an open cockpit plane during six weeks of savage weather, with temperatures hitting 65 degrees below zero. In paying tribute to the importance of this operation, which was an important factor in changing the economy of Canada, the government of Canada stated, ``There has been no more brilliant operation in the history of commercial aviation.'' After the crash-landing of the plane America on a test flight in which the pilot Floyd Bennett was badly injured, Balchen became involved in preparations for Byrd's Trans-Atlantic flight in 1927. He was chosen to be a co-pilot, along with Bert Acosta. As harsh weather conditions developed on that flight, Balchen took over the piloting of the plane for 40 hours, and finally saved the lives of all aboard by making an emergency landing off the coast of France. Balchen subsequently became the third person to successfully fly across the Atlantic Ocean. In 1928, Balchen piloted one of the relief planes flying to the crash site of the German aircraft Bremen on Greenly Island, off Labrador. The next year he piloted now-Admiral Byrd across the South Pole in the Floyd Bennett-- the first flight over the South Pole. In addition to his work as pilot for the Byrd Antarctic Expedition I, Balchen played a major role in designing equipment and working out problems in logistics, constructing snow hangars and other equipment. The following year, back in the U.S., he instructed Amelia Earhart and redesigned her aircraft for her successful flight across the Atlantic. In 1931, through a special act of Congress, Colonel Balchen became a U.S. citizen. Balchen served as chief pilot for the Lincoln Ellsworth Trans- Antarctic Expeditions (1933-1935). Upon completing this association, he returned to Norway to work in aviation and the development of the Norwegian Airlines, and the laying of the foundation for a united Scandinavian airlines system. With the invasion of Norway by Germany, Bernt Balchen became associated with the British Royal Air Force in ferrying planes over the North Atlantic and in transport flights from San Diego to Singapore. He carried out the first flight from San Diego to Singapore. In 1941, as the U.S. began to ferry bombers to England, Balchen was requested by General ``Hap'' Arnold to join the U.S. Army Air Force and to build a secret base in Greenland--code-named Bluie West 9 (8W-8). From this base, Balchen and his men carried out spectacular rescues of downed American bomber crews by dogsled and plane, one of which involved a belly-landing of a PBY by Bernt Balchen on the ice--a feat never before attempted. In 1943, he led successful bombing missions against German installations on the east coast of Greenland; later, in Iceland. In 1944, Balchen became the commander of the Allied Air Transport Command for Scandinavia and the USSR, with a secret base in Leuchars, Scotland. This became part of the Carpetbagger Operation (OSS), involving the organization of an air route to Sweden using civilian plan markings and unmarked, black aircraft used for flights into Norway to supply underground forces and to carry out bombing missions. Close to 4,000 Norwegians were safely transported through the Sweden air route to England. His command supported Norwegian forces and helped in the evacuation of 70,000 Russians from slave labor camps in northern Norway, as well as participating in the destruction of the German ``heavy water'' development center. The Distinguished Flying Cross, the Legion of Merit, the Soldiers Medal and the Air Medal with Oak Leaf Clusters were among the many honors awarded to Bernt Balchen by the U.S. for his wartime service, in addition to high honors from Norway and Denmark. Returning to civilian life in 1946, Balchen resumed work in the development of the Scandinavian airlines system, while working for DNL in Norway. Recalled to the U.S. Air Force in 1948, he took command of the 10th Rescue Squadron in Alaska. In 1949, he piloted the first flight from Alaska across the North Pole, landing in Norway--thus becoming the first pilot to fly over both the North and the South Poles. He served as a special assistant to the Secretary of the U.S. Air Force on Arctic Affairs, developing search and rescue techniques and equipment, defense concepts, and navigational systems for the transpolar route which was soon to be adopted by commercial airlines. He pioneered the building of the anti-missile base at Thule, Greenland, hailed for its strategic importance. Through all the rugged years, Balchen's sketch pad and watercolor paints were close at hand. In 1948, however, inspired by the grandeur of the scenery and wildlife in Alaska, he began a serious study of watercolor painting techniques, acquiring a large collection of the best books on the subject. In 1953, he held his first one-man show in New York, in which 73 of his paintings won critical acclaim from critics because of their brilliant colors and thrilling scenes of the High North. This was followed later by one-man showings in other areas of New York, as well as other states and abroad. Upon his retirement from the Air Force in 1956, Colonel Balchen was honored with the Distinguished Service Medal with a citation for ``his understanding of the intricate Arctic conditions and for his firm leadership, extensive background and selfless devotion to duty.'' He was the holder of many other honors, including the Harmon International Trophy, awarded to him by President Dwight Eisenhower in 1954, and the National Pilots' Association Award. He held honorary Doctorate of Science degrees from Tufts College (1953) and from the University of Alaska (1954). His writings included ``The Next 50 Years of Flight,'' his autobiography ``Come North With Me'' (Dutton 1958), and a cookbook published in Norway. Until his death on October 17, 1973, Bernt Balchen served as a consultant to the U.S. Air Force and to leading corporations, including General Precision and General Dynamics, on Polar and Arctic matters, on energy problems and defense considerations. In addition to Bernt Balchen's being honored by the 70,000 members of the Sons of Norway, Alaska's Governor, Tony Knowles, proclaimed October 23, 1999 as ``Polar Flight Day.'' Furthermore, the Alaska Legislature as well as the Municipality of Anchorage, Alaska proclaimed October 23, 1999 as ``Bernt Balchen Day,'' a fitting tribute to this outstanding Norwegian-American on the anniversary of his 100th birthday. Bernt Balchen is buried in Arlington Cemetery alongside Admiral Byrd. During the interment services, a red-tipped C-54 from his former Alaskan Command flew over Arlington Cemetery in a touching farewell. Balchen's headstone at Arlington Cemetery reads: ``Today goes fast and tomorrow is almost here. Maybe I have helped a little in the change. So I go on to the next adventure, looking to the future but always thinking back to the past, remembering my teammates and the lonely places I have seen that no man ever saw before.'' Mr. Speaker, on October 23, 1999, I ask that my colleagues pause to remember Colonel Bernt Balchen, a true hero who made significant contributions to the security of both Norway and the United States.

Mr. SABO

Mr. SABO. Mr. Speaker, I thank the gentleman from West Virginia (Mr. Rahall) for yielding me the time. Mr. Speaker, I rise in support of H.R. 3036 and urge its adoption. Mr. Speaker, I rise to support the compromise language on H.R. 3036 offered by the gentleman from Wisconsin. This language addresses the problem at hand; that is, ensuring that the Department of Transportation continues to have the ability to assess civil penalties for violations of motor carrier safety regulations. This provision corrects a technical flaw in the wording of the FY 2000 Department of Transportation Appropriations bill that was signed into law on Saturday. Mr. Speaker, with this provision and the actions recently taken by the Secretary to move the Office of Motor Carriers out of the Federal Highway Administration, the Department can begin immediately the important work of improving truck safety and enforcing truck safety laws with a stronger hand. I urge the adoption of H.R. 3036.

Mr. SABO

Mr. SABO. Mr. Speaker, I was detained by the previously mentioned in a meeting of the Committee on Standards of Official Conduct. If I had been present, I would have voted ``yes.'' Stated against:

Mr. SABO

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

Mr. SABO. Mr. Speaker, this is a good bill. I hope we pass it. As always, a bill does not reflect everything each of us might want or what either the House or the Senate might want, but is a compromise. This is a reasonable bill within the money available. I think it treats the various programs fairly. It treats the huge array of requests we had for funding fairly on a bipartisan basis, and I urge support of the conference report. I just want to take a moment to express my thanks to my staff, the minority staff, Cheryl Smith and Marge Duske from my personal office, and the majority staff, John Blazey, Rich Efford, Stephanie Gupta, Linda Muir, and David Whitestone. They do outstanding work on behalf of us. I rise in strong support of the conference report on the FY2000 Transportation Appropriations conference report. I want to commend the gentleman from Virginia for his tireless work in hammering out fair and sensible compromises on the many difficult and controversial issues that the transportation conferees were faced with this year. One of the most difficult issues we faced concerned driver privacy and the release of photographs and personal information contained on driver records. I am not convinced that we arrived at the best solution, but there was strong interest in the conference in restricting the release of sensitive, information such as social security numbers that are included on these records. The gentleman from Virginia has touched on the significant funding provisions in the bill. I would just reiterate that this conference report includes $4.0 billion for the Coast Guard, an increase of $129 million over 1999, and funds the Coast Guard's highest priorities. It provides $5.9 billion for FAA air traffic control and other operations, an increase of $337 million over 1999. While we were not able to provide as much as the Administration wanted for FAA operations due to severe budget constraints, I am satisfied that we have fully provided for safety of the travelling public and have addressed some of the concerns that the air traffic controllers have had regarding funding for this account. The conference report funds both highways and transit at the guaranteed amounts specified in TEA21 and includes all the projects identified in TEA21. The conference report also includes the additional $1.456 billion gas taxes for the highway program--the so-called Revenue Aligned Budget Authority. This conference report ensures that every state will receive additional highway dollars under the highway funding formula allocation in TEA21, while protecting an additional $90 million in revenue aligned budget authority for the highway demonstration projects in TEA21. I know that members of the California and New York delegations have had concerns about provisions in the Senate conference report capping the amount of transit funds those states would receive. This conference report maintains the House position and does not include those provisions. With regard to truck safety, I believe the approach developed by the gentleman from Virginia will contribute greatly to making our highways safer. The conference report provides funding for motor carrier safety operations as provided in the House-passed conference report, but leaves the judgment of where this office should be relocated within DOT to the Secretary. Amtrak is also fully funded at its budget request of $571 million in the conference agreement. This will enable Amtrak to continue its critical investments in its infrastructure and improve passenger rail service in the Northeast and other parts of the country where there is strong support for retaining and improving rail service. Mr. Speaker, in closing, I want to again commend the chairman of the Subcommittee, the gentleman from Virginia, for the way he has handled the transportation subcommittee's business this year. He has been fair and open to suggestions as to how we could improve this bill and develop a final product that we all could support. I also want to thank the majority staff--John Blazey, Rich Efford, Stephanie Gupta, Linda Muir and David Whitestone. They do a great job in attending to all the tedious detail and legwork that goes into this conference report. In closing, Mr. Speaker, this is a fair and balanced conference report. I strongly urge a ``yes'' vote. Mr. Speaker, I reserve the balance of my time.

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

Mr. SABO

Mr. SABO. Mr. Speaker, I offer a motion to instruct conferees.

Mr. SABO. Mr. Speaker, I yield myself such time as I may consume. Mr. Speaker, this motion is very straightforward. The House bill includes $70.484 million for the functions and operations of the Office of Motor Carriers. Senate bill provides $57.418 million, and this motion to instruct simply instructs the House conferees to provide the maximum amount possible for motor carrier safety operations. Mr. Speaker, I want to particularly commend the gentleman from Virginia (Mr. Wolf), the chair of the subcommittee, for his ongoing effort to make sure that we maximize our ability to monitor and inspect and make sure we have the safest motor vehicle safety program in this country and in particular his focus on drug safety, and I commend his leadership, and I just think we should follow his leadership and provide the funding that is provided in the House bill. Mr. Speaker, this Motion to Instruct is very straightforward. The House bill includes $70.484 million for the functions and operations of the Office of Motor Carriers. The Senate bill provides $57.418 million. This Motion to Instruct simply instructs the House conferees to provide the maximum amount possible for motor carrier safety operations. Mr. Speaker, I want to commend the gentleman from Virginia, Mr. Wolf, for his efforts over the past two years in shining a bright light on the serious deficiencies in the Department of Transportation's oversight of truck safety. Nearly every driving American has had the unpleasant experience of looking in his or her rear view mirror at a very large truck speeding down the highway. Nearly 5,400 deaths occurred from large truck accidents in 1997--the most recent year available. This is the equivalent of a major airline crash with 200 fatalities every 2 weeks. And, regardless of the cause of these accidents, it is nearly always the occupant in the car involved that loses. One out of every four large trucks that get inspected each year are so unsafe that they are pulled off the roads. That is the safety record of those trucks that are inspected--a large number are never even inspected. Over 6,000 motor carriers received a less than satisfactory safety rating between 1995 and 1998 and many of these carriers continue to operate. The number of compliance reviews OMC performed has declined by 30% since FY 1995, even though there has been a 36% increase in the number of motor carriers over this period. Nearly 250 high-risk carriers recommended for a compliance review in March 1998 did not receive one. Only 11% of more than 20,000 motor carrier violations in 1998 resulted in fines, and the average settlement per enforcement case decreased from $3,700 to $1,600 from 1995 to 1998. The General Accounting Office and the DOT Inspector General have issued several highly critical reports on the Motor Carrier Office. A third independent review commissioned by the Department of Transportation and led by former Congressman Norm Mineta also concluded that DOT motor carrier safety operations need to be improved and more effectively managed. Mr. Speaker, this Motion does not address the issue of where the Office of Motor Carriers should be located within the Department of Transportation. Last year, the distinguished gentleman from Virginia was thwarted in his efforts to transfer the Office of Motor Carrier Safety from the Federal Highway Administration to the National Highway Traffic Safety Administration. Last year, we passed a bill to do just that, but the provision was deleted in conference. This year, various proposals have been introduced to create a new Motor Carrier Administration within DOT. I do not know precisely what the right answer is on how this office should be organized in DOT. I do know, however, that the safety of the American traveling public is at stake, and that the public interest--not special interests-- should govern federal oversight of truck safety. Regardless of how we change the boxes on the organizational chart, we need real reform in the Office of Motor Carriers that focuses on increased truck inspections, more safety reviews and compliance audits; improved accident data collection and information systems; increased border inspectors; additional research; and stronger accountability. Additional resources are needed to do the job. This Motion to Instruct simply recognizes that getting dangerous, speeding and unsafe trucks off the roads should be one of the highest priorities in this bill and we must provide the funding needed to ensure that the DOT has an aggressive safety and enforcement program. I urge the adoption of the Motion to Instruct and I reserve the balance of my time. Mr. Speaker, I yield to the gentleman from Virginia (Mr. Wolf).

Mr. SABO. Mr. Speaker, I thank the gentleman, and I yield back the balance of my time.

Mr. SABO

Mr. SABO. Mr. Speaker, today I rise to honor Leif Ericson, the Norse navigator and explorer, and to voice my support for the Leif Ericson Millennium Commemorative Coin Act. Leif Ericson played a vital role in the European discovery of our continent. It is a role that, over the years, has not been widely recognized. Within the past 30 years, new historical evidence has surfaced to show that Leif Ericson landed in North America around 1000 A.D., almost 500 years prior to Christopher Columbus' arrival in the New World. Leif Ericson was born around 970 A.D. in Greenland, son of the famous warrior, explorer, and discoverer of Greenland, ``Eric the Red.'' There are two traditional accounts of Leif Ericson's discovery of America. However, the one that is best upheld by the evidence states that a contemporary of Leif's, Bjarni Herjolfsson, chanced upon America after drifting off course. Herjolfsson did not land in the New World, but upon his return to Greenland, he described his course to Leif. Following Herjolfsson's course, Leif later landed in North America. He named the new land ``Vinland,'' after the plentiful supply of grapes he found there. He built a small settlement and spent the winter in Vinland before he returned to Greenland. At the end of his career, Leif Ericson settled on his father's estate in Brattahlid, Greenland, where he lived until he died. It is rumored that he is buried in an unmarked grave in the Brattahlid cemetery. The Leif Ericson Millennium Commemorative Coin Act will create silver dollars for the 1000-year anniversary of Ericson's landing in North America, in conjunction with a series of coins to be minted in the Republic of Iceland. All proceeds will support student exchanges between the U.S. and Iceland. This is an appropriate way to pay tribute to the pioneering spirit of Leif Ericson, and these coins will stand as symbols of his courage and perseverance--virtues we all must embrace in order to accomplish our goals. Finally, this legislation will honor all Americans of Scandinavian descent. For generations, they have proven themselves brave and loyal Americans, carrying on the tradition of courage and exploration started by their Norse ancestors, including Leif Ericson.

Mr. SABO

Mr. SABO. Mr. Chairman, I yield 2 minutes to the gentlewoman from Michigan (Ms. Kilpatrick), a new member of our subcommittee. (Ms. KILPATRICK asked and was given permission to revise and extend her remarks.)

Mr. SABO. Mr. Chairman, I yield 2 minutes to the distinguished gentleman from South Carolina (Mr. Clyburn), one of the members of our subcommittee.

Mr. SABO. Mr. Chairman, I yield 2 minutes to the distinguished gentleman from West Virginia (Mr. Rahall). (Mr. RAHALL asked and was given permission to revise and extend his remarks.)

Mr. SABO. Mr. Chairman, I yield 3 minutes to the gentleman from Arizona (Mr. Pastor), a very hard-working member of our subcommittee. (Mr. PASTOR asked and was given permission to revise and extend his remarks.)

Mr. SABO. Mr. Chairman, I yield such time as he may consume to the gentleman from Georgia (Mr. Lewis). (Mr. LEWIS of Georgia asked and was given permission to revise and extend his remarks.)