Floor Statements

Mr. Speaker, I rise today to honor the people of the City of Chambersburg, Pennsylvania. They well deserve recognition for their generous and humane extension of a helping hand to their sister city, Gotemba, Japan.

Our thoughts and prayers go out to all those in Japan who are coping with the aftermath of a truly tragic disaster. We stand in support of our friends and allies in Japan who are doing everything they can to recover from the devastating earthquake and tsunami.

In my district, the Mayor of Chambersburg, Pennsylvania, Pete Lagiovane, announced this week that his city will offer assistance to their sister city in the wake of the earthquake and tsunami that has devastated Japan. While fortunately the people of Gotemba were not as severely impacted as those in the northeast part of Japan, they are dealing with heavy hearts for their friends, families, and countrymen as well as serious disruptions to their power supply and transportation system.

Mayor Lagiovane has offered assistance in a joint effort to assist Gotemba in providing relief to the victims of the earthquake and tsunami. He put forward the idea of starting a local relief fund with the proceeds going to Gotemba to disburse as they see fit.

Chambersburg and Gotemba have been sister cities for 50 years. Their relationship started when a Japanese student at Penn Hall and Wilson College returned home after World War II. The student wanted to maintain a bond with Chambersburg, so she and her son came back and conducted several meetings with the city council and established a sister city relationship in 1960. The two cities have exchanged visits every 5 years since then.

The spirit of sisterhood and love between these two cities--separated by thousands of miles and a vast ocean--encapsulate the attitude we should all have toward our fellow man. I commend Chambersburg for their selfless attitude and generosity.

I thank my friend for yielding.

Here we are again, a seventh time for an extension. I agree with my friend from Oregon who pointed out that this administration stopped us from passing a transportation bill under Chairman Oberstar. Mr. Mica was the ranking member. So here we are again, a seventh extension on the highway bill.

As the chairman pointed out, this freezes the authorizing funds at FY 2010 levels, and it will go until September 30 to give us the time necessary to craft a new transportation bill.

I want to point out that this is a clean extension. It is what is in current law. There are no policy or program changes, and this does not continue any stimulus funding. This extension, coupled with the CR, is going to reduce spending by about a billion dollars. We are going to make a reduction in transit new starts by over $400 million, discontinue highway appropriation earmarks by $900 million, eliminate unauthorized transit programs by over $200 million, and unauthorized TIGER grants by $600 million. So there are some significant reductions; and, again, this current extension has to be passed by Friday.

If we don't move this forward, we will feel this throughout the economy, throughout this Nation. Today, this week, in the past couple of weeks, State DOTs have been letting contracts, putting bids out to get contractors in place to be able to start the spring, summer, and fall contracting season. If we shut down this program, there will be immediate furloughs and suspension of payments to States.

Again, I would like to remind my colleagues, especially on my side of the aisle, this is money that is being reimbursed to the States for work that has already been completed to the tune of about $150 million a day, is going out to States to be able to pay those contractors to keep them working and building bridges and roads around this country.

So we are in an extremely difficult time to put these payments in jeopardy. Again, this gives us the time to craft a transportation bill by September 30, to put out there.

When we do that, we are going to go through this transportation bill and cut and reform and change. Some of you may have seen the GAO report. I haven't looked at it completely, but I know there are many, many programs in the Department of Transportation across the government that duplicate effort that, quite frankly, we don't know where the money is going. And some of these programs, we are not even sure who is watching the spending of it. They can't account for it.

So this transportation bill we'll move in September is going to do all of those types of things to improve what we do here in Washington and be a good partner to the States when it comes to building and maintaining a national transportation system.

So I urge all of my colleagues to support this extension.

Mr. Speaker, as the Co-Chairman of the House Azerbaijan Caucus, I rise today to bring attention to the tragedy that took place in Khojaly, Azerbaijan, a town and townspeople that were destroyed on February 26, 1992.

Sadly, today there is little attention or interest paid to the plight of Khojaly outside of Azerbaijan. However, one of our greatest strengths as elected officials is the opportunity to bring to light truths that are little known and command recognition. As a friend of Azerbaijan, I am proud to remind my colleagues that we must never forget the tragedy that took place at Khojaly.

At the time, the Khojaly tragedy was widely covered by the international media, including the Boston Globe, Washington Post, New York Times, Financial Times, and many other European and Russian news agencies.

Khojaly, a town in the Nagorno-Karabakh region of Azerbaijan, now under the control of Armenian forces, was the site of the largest killing of ethnic Azerbaijani civilians. With a population of approximately 7,000, Khojaly was one of the largest urban settlements of the Nagorno-Karabakh region of Azerbaijan.

According to Human Rights Watch and other international observers the massacre was committed by the ethnic Armenian armed forces, reportedly with the help of the Russian 366th Motor Rifle Regiment. Human Rights Watch described the Khojaly Massacre as ``the largest massacre to date in the conflict'' over Nagorna-Karabakh. In a 1993 report, the watchdog group stated ``there are no exact figures for the number of Azeri civilians killed because Karabakh Armenian forces gained control of the area after the massacre'' and ``while it is widely accepted that 200 Azeris were murdered, as many as 500-1,000 may have died.''

Newsweek Magazine reported: ``Azerbaijan was a charnel house again last week: a place of mourning refugees and dozens of mangled corpses dragged to a makeshift morgue behind the mosque. They were ordinary Azerbaijani men, women and children of Khojaly, a small village in war- torn Nagorno-Karabakh overrun by Armenian forces on 25-26 February. Many were killed at close range while trying to flee; some had their faces mutilated, others were scalped.''

Time Magazine stated ``While the details are argued, this much is plain: something grim and unconscionable happened in the Azerbaijani town of Khojaly two weeks ago. So far, some 200 dead Azerbaijanis, many of them mutilated, have been transported out of the town tucked inside the Armenian-dominated enclave of Nagorno-Karabakh for burial in neighboring Azerbaijan. The total number of deaths--the Azerbaijanis claim 1,324 civilians have been slaughtered, most of them women and children--is unknown.''

Azerbaijan has been a strong strategic partner and friend of the United States. The tragedy of Khojaly was a crime against humanity and I urge my colleagues to join me in standing with Azerbaijanis as they commemorate this tragedy.

Mr. Speaker, I rise today in strong support of H. Res. 72, a resolution directing certain standing committees to inventory and review existing, pending, and proposed regulations and orders from agencies of the Federal Government, particularly with respect to their effect on jobs and economic growth.

While it is clear that across government there are tremendous amounts of red tape that we must cut in order to more effectively and efficiently spur job creation, I would like to focus on four specific issues under the jurisdiction of the House Transportation and Infrastructure Committee.

FMCSA Hours of Service

Proposed changes by the U.S. Department of Transportation to hours of service rules for truck drivers would have a substantially negative impact on productivity and the U.S. economy.

The rules currently in place are working well and do not need to be changed. Since the current rules were implemented seven years ago, the trucking industry's safety performance has improved at an unprecedented rate. Both the number and rate of fatal and injury accidents involving large trucks have declined by more than one-third and are now at their lowest levels in recorded history. The remarkable reduction in the number of truck-involved fatal and injury crashes occurred even as truck mileage increased by almost 10 billion miles between 2003 and 2008, the latest year for which data is available.

If the proposed changes are implemented, trucking companies will need to put additional trucks and drivers on the road to deliver the same amount of freight, adding to final product costs and increasing congestion on the nation's already clogged highways. Small business truckers would be especially hard hit.

On two prior occasions, the Federal Motor Carrier Safety Administration (FMCSA) estimated that similar changes would cost the U.S. economy $2.2 billion, inclusive of safety benefits. However, in the new proposed rule FMCSA has changed its methodology for estimating both the benefits and costs of changes to the hours of service rule, effectively decreasing estimated annual costs by $1.5 billion and increasing estimated annual benefits by $1.1 billion in order to produce a positive benefit-cost ratio. Further, the agency's own analysis shows that the net benefits of retaining the current daily driving time limit exceed the net benefits of reducing allowable driving time by one hour, the option favored by FMCSA. Frankly, it is very difficult to understand how FMCSA rationalizes its proposal on this fact alone.

In addition to encumbering the industry and a struggling economy, the proposed changes would significantly challenge law enforcement. Because the proposed rules are complex and restrictive, motor carriers could have difficulty understanding them and enforcement officers could have difficulty accurately identifying violations. For instance, in order to determine if a driver can legally claim to have met the conditions of a weekly rest provision, enforcement officials would have to ensure that at least 168 hours had elapsed since the beginning of the most recent weekly rest period, and that the break included two consecutive nighttime periods between midnight and 6 a.m. Such complexity will only serve to hamper both industry compliance and motor carrier enforcement.

Now is not the time to impose costly new regulations that would impede the nation's economic recovery and increase the cost of almost every product Americans produce and buy.

Along with my good friend, the gentleman from Missouri, Mr. Graves, I am circulating a letter on this issue to be sent to the Secretary of Transportation, Ray LaHood. I encourage all of my colleagues to join in signing on to this important letter.

Subcommittee on Railroads, Pipelines, and Hazardous Materials Issues

As the Chairman of the Subcommittee on Railroads, Pipelines, and Hazardous materials, there are three issues under my jurisdiction that I want to draw attention to--two related to railroads and another related to hazardous materials.

Put simply, the United States has the greatest freight rail network in the world. Our system is the most efficient and cost-effective in existence, and relies on virtually no subsidies from the federal government. Over a century ago, America's railroads opened the door for economic expansion, literally ushering in the great advancements in industry that sparked America's emergence as an economic power on the world stage. By linking our coasts, rail opened markets for goods and services in parts of our nation before rendered inaccessible. America's railroads revolutionized transportation, gave promise to freedom of movement and made business more efficient. That heritage continues to this day.

Today, we find ourselves in the midst of a new era of a freight rail renaissance. With 140,000 miles of track carrying almost two trillion ton-miles annually, freight rail is an immense jobs generator and a major driver of the nation's economy. In fact, the industry supports directly or indirectly over 1 million jobs, and 43 percent of all freight carried each year in the U.S. is moved by train--with demand projected to grow. In order to meet this demand, it is essential that there is continued growth in rail capacity.

Surface Transportation Board

Yet given their successes and self-reliance, the railroad industry appears to be in the crosshairs of the Surface Transportation Board (STB). The question is this: will America's railroads continue to be given the freedom necessary to grow their industry without direct interference by the federal government or will the STB attempt to move to re-regulate the industry?

Re-regulation would be a potentially catastrophic public policy that could erase 30 years of positive growth in rail, and threaten to reduce the railroads to the ruinous decreases in services and disinvestment not seen since the 1970's. I firmly believe that if the Surface Transportation Board attempts to re-regulate this vital industry, it will be only a matter of years before our once self-reliant railroads will be forced to rely on taxpayer dollars to invest in infrastructure, safety and efficiency as federal mandates mount.

The Surface Transportation Board has recently announced two hearings. One will review rail traffic exemptions while the other will assess the competitive marketplace in which the railroads operate. In connection with those hearings, we would like to express our collective view about the importance of the freight rail industry as a critical component of our nation's transportation system, and impress upon you the importance of maintaining the existing regulatory balance between the railroads and shippers.

The passage of the Staggers Act in 1980 created a balanced regulatory system that has allowed the rail industry to build the world's best freight rail system, while protecting shippers in areas where there is no effective competition. Since its passage, average inflation-adjusted rail rates measured by revenue per ton-mile are down over 50 percent and freight railroads have re-invested more than $480 billion back into their operating networks. That could not have been done--and will not be done in the future--unless the STB maintains the current regulatory balance as contemplated by the Staggers Act.

Recently I joined with my senior colleagues on the Transportation Committee, what we call the ``Big 4''--the Chairman of the full Committee, Mr. Mica, the Ranking Member of the Full Committee, Mr. Rahall, the Ranking Member of the Railroads Subcommittee, Ms. Brown, and myself, the Chairman of the Railroads Subcommittee--in sending a letter to the Chairman of the Surface Transportation Board regarding maintaining the existing regulatory balance between the railroads and shippers.

In our letter, we made it clear that any policy change made by the STB which restricts the railroads' abilities to invest, grow their networks and meet the nation's freight transportation demands will be opposed by the Transportation Committee.

Positive Train Control

Notably, these debates are occurring at a time when the rail industry is at a crossroads dealing with massive new mandates and proposals that threaten to undermine our rail renaissance. Recent unfunded mandates on the freight rail industry to retrofit equipment with Positive Train Control (PTC) equipment are expected to cost in excess of $10 billion, with limited, if any, operational benefit. This mandate will divert scarce capital from critical investments in one of the most capital- intensive businesses in the world.

The Federal Railroad Administration (FRA) issued a Final Rule in January 2010 to implement the statutory requirement in the Railroad Safety Improvement Act of 2008 to implement Positive Train Control (PTC) systems by December 31, 2015 on mainline rail tracks that carry passenger trains or hazardous materials that are toxic by inhalation.

Positive Train Control is a technology (or combination of technologies) that is designed to automatically stop or slow a train before accidents caused by human error can occur. The accidents PTC is intended to prevent include:

Train-to-train collisions;

derailments caused by excessive speed;

unauthorized incursions by trains onto sections of track where maintenance is taking place;

trains moving through track switches left in the wrong position.

A fully functional PTC system must be able to precisely determine the location and speed of trains, warn train operators of potential problems, and take action if the operator does not respond to a warning. The type of accidents that PTC systems are designed to prevent are very rare. Of all train accidents on rail

mainlines over the past seven years, only around 4 percent would have been prevented if PTC systems had been in place.

According to the FRA, freight railroads will have to spend up to $13.2 billion to install and maintain PTC systems over the next 20 years, but PTC will yield just $608 million in benefits over the same period--a cost-benefit ratio of 20 to 1.

An April 2010 study by the consulting firm Oliver Wyman found that the so-called ``business benefits'' of PTC--reducing train delays and being able to move more trains through congested sections of track--are actually very low or nonexistent. In fact, systems very similar to PTC that are currently being implemented in Europe do not support that claim that PTC will yield significant business benefits for U.S. railroads.

The manner in which FRA determined which track will be required to have PTC installed has caused a great deal of concern in the railroad industry. Many provisions of the Final Rule go well beyond the statutory requirements of the Railroad Safety Improvement Act. These provisions add hundreds of millions of dollars to costs, but will not improve safety in any meaningful way.

In the final rule, the FRA orders railroads to install PTC on rail lines that carried toxic-by-inhalation hazardous materials in 2008. Nothing in the law refers to using 2008 as the base year for determining where PTC must be installed.

As it currently stands, the Final Rule will require that approximately 70,000-80,000 miles of rail miles have PTC systems installed, about half of the total Class I railroad 160,000-mile national freight network.

The decision to use 2008 as a base year for determining which tracks require PTC implementation makes no sense, because hazardous materials routing in 2015 will be vastly different than in 2008, for the following reasons:

Significant hazardous materials rail routing changes were recently implemented in response to a Department of Transportation/Department of Homeland Security joint regulation requiring railroads to ensure that toxic-by-inhalation chemicals are transported on routes posing the least overall safety and security risk.

Additionally, marketplace dynamics are changing the transportation of hazardous materials. For example, many chemical companies are phasing out production of chlorine, or moving their production sites to where the chemical will be used, thereby dramatically changing the amounts and routes over which these toxic-by-inhalation materials are moved.

Finally, the rule does not provide for a ``de minimis'' exception, where a rail line carrying very little of these materials could be exempted from the PTC requirement. Such an exception would significantly reduce costs without compromising safety in a meaningful way.

The PTC mandate applies to all passenger railroads on the general railway system, including Amtrak and 26 different commuter railroads.

Amtrak's capital needs and operations are fully subsidized by annual appropriations. Commuter railroads also receive capital funds from the Federal Transit Administration for repair and modernization of their systems, but these federal funds represents only about 40 percent of total funds spent on their systems, which are primarily supported by local governments.

The cost of installing PTC is a significant burden for these commuter railroads. The American Public Transportation Associations estimates that installation of PTC on commuter railroads will cost more than $2 billion--these agencies are already cutting service levels or raising fares because of the recession's impact on local government budgets.

Additionally, most commuter railroads operate over freight rail-owned track. These agencies must ensure that the PTC technology they install on their commuter systems is interoperable with the systems that their host railroads put in place.

Because of issues like interoperability, there is real doubt that PTC can be successfully implemented by December 31, 2015.

There is also a severe shortage of available broadband spectrum for the wireless communications networks that are central to PTC implementation. The Federal Trade Commission has authority over allocating spectrum, and the FTC decision process is slow and cumbersome.

Instead of penalizing the rail industry for its success, Washington should be promoting new investment and expansions in service to keep America's railroads in the driver's seat of the global economy. That's why I support tax credits for the expansion and rehabilitation of the nation's rail infrastructure.

Tax credits are a proven and effective policy tool to encourage businesses to invest in worthwhile projects. Because the railroads still pay for their projects under tax credit plans, tax credits ensure that the railroads will only pursue projects that will grow their businesses, and ultimately expanding the economy. Direct grants, on the other hand, could be seen as ``free money'' that would not be subject to the same rigorous business decisions. There are two tax credit bills that I support, including a 25 percent tax credit for rail projects that expand the rail network and ease congestion, and a short line tax credit that expired at the end of last year.

America's railroads are at a crossroad. The direction the Administration pushes the rail industry will have a lasting impact on American competitiveness and economic growth. Washington must resist the urge to over-regulate an industry that has proven it to be largely self-sufficient and capable to weather economic stress and improve upon its business model. We cannot go back to the days of stifling over regulation and I will do my part as a member of the Transportation and Infrastructure Committee to make sure it does not happen.

Lithium Batteries

Finally, I want to touch on the transportation of lithium batteries.

In January 2010, the Department of Transportation issues a Notice of Proposed Rulemaking to regulate the air transport of lithium batteries.

The proposed rule:

Regulates and treats as a hazardous material all lithium batteries and most devices shipped with or containing such batteries, such as laptop computers, cell phones, and medical devices.

Applies to air shipments within the U.S. and to shipments carried on U.S. registered aircraft traveling anywhere in the world.

Proposes to limit stowage of lithium batteries on cargo aircraft to crew-accessible positions or in yet-to-be-approved Federal Aviation Administration fireproof containers.

Billions of lithium batteries have been safely transported as air cargo in the last twenty years. This is not one of NTSB's ``Most Wanted'' safety recommendations. In fact, there are no confirmed fatalities associated with the lithium batteries transportation that I am aware of.

The proposed rule grossly underestimates the cost of the regulation to American businesses. The Department of Transportation analysis estimates approximately $9 million per year in cost to the U.S. economy. But actual costs to hundreds of businesses--battery manufacturers, consumer goods manufacturers, freight handlers, and air transportation companies--could easily top $1 billion a year.

I believe the Department of Transportation analysis did not take into account:

Additional annual payroll and internal handling costs,

Administrative costs associated with negotiating and executing hazardous materials contracts for customers shipping these newly- regulated goods,

Adverse impacts on retail shipping outlets,

Potential layoffs associated with the burdensome requirements, and

Commercial consequences from potential lithium battery shipment consolidation.

The United Parcel Service alone estimates this new regulation would cost the company $264 million in the first year, and more than $185 million in each following year.

This proposed rule threatens to stifle job creation and industrial advancement, and affects a wide segment of the economy, including U.S. manufacturing, transportation, and retail sectors. It will also give foreign cargo carriers a competitive advantage over U.S. companies.

Transportation regulations for lithium batteries have been extensively considered by international bodies such as the United Nations, International Civil Aviation Organization and International Air Transport Association. In order to protect the competitiveness of the U.S. in the international marketplace, standards for the transport of lithium batteries should be fully harmonized with international rules and regulations. This is the only reasonable focus of any regulatory action on air transportation of lithium batteries. I strongly support efforts to make the transport of lithium batteries as safe as possible, but we must do so in a reasonable, responsible manner.

I applaud our House leadership for bringing this important resolution to the floor and thank them for the opportunity to discuss these important issues.

Mr. Speaker, I rise today to honor the life of Aldo Santorum, the father of my friend and colleague, former Pennsylvania Senator Rick Santorum.

Aldo Santorum passed away on January 15th in Crescent Beach Florida at the age of 88 in the home where he and his wife, Catherine Dughi, had spent the past 20 years together.

Aldo was an American patriot who served alongside fellow members of the Greatest Generation who honored the call to service in World War

Mr. Speaker, as the co-chairman of the Congressional Azerbaijan Caucus, I rise today to join with the people of Azerbaijan to commemorate the tragic events of ``Black January.''

On January 19, 1990, approximately 26,000 Soviet troops stormed Azerbaijan's capital city of Baku in tanks and armored vehicles. That night, the Soviet military bulldozed innocent Azeris and opened indiscriminate fire on peaceful demonstrators, including women and children. According to Azerbaijani sources, as a result of these merciless acts 131 people were killed, 611 were injured, 841 were arrested, and 5 went missing.

The Human Rights Watch report ``Black January in Azerbaijan'' states that ``among the most heinous violations of human rights during the Baku incursion were the numerous attacks on medical personnel, ambulances, and even hospitals.'' The report concludes that the violence used by the Soviet Army constituted an exercise in collective punishment and that the punishment inflicted on Baku by Soviet soldiers may have been intended as a warning to nationalists, not only in Azerbaijan, but in other Republics of the Soviet Union.

Far from crushing the spirit of Azeris, the atrocities of Black January instead consolidated the rising independence movements in the country and united the Azerbaijani nation in its quest for freedom. Today, Azerbaijan is a critical and strategic ally of the United States and is preparing to celebrate 20 years of independence from the Soviet Union.

It is my honor to thank the Azerbaijani people for their friendship and to offer my thoughts and prayers to the families of those who gave their lives for the independence of Azerbaijan. I encourage my colleagues to visit the very moving memorial to Black January in Baku that honors the memories of those killed in these attacks by the Soviet military and to join with me today in standing with Azerbaijanis as they commemorate this tragedy.

I rise today with a heavy heart to join my colleagues in support of this resolution and to honor the innocent Americans whose lives were so senselessly and tragically altered by the events in Tucson last week.

Gabrielle Giffords was embodying the very essence of what it means to be an elected Representative in our great Republic by meeting and listening to her constituents last Saturday. Gabe Zimmerman, Ron Barber, and Pamela Simon were there, too, doing their jobs like thousands of other dedicated congressional staffers who support us and the work we do here every day in Washington and especially back in our districts.

The Americans who lost their lives on Saturday and the innocent victims who were wounded were performing their civic duty to take an active role in their government, and among them were 9-year-old Christina Taylor Green and Pittsburgh native Judge John Roll.

In our disbelief of the events last week, let us not forget the heroism of those who subdued the attacker preventing further loss of life. They put their own lives on the line to protect their neighbors. They represent the best of America and shine in our darkest hour.

We will not allow this tragedy to weaken our resolve or to undermine the sacred responsibility that we as elected officials have to serve the people we represent. To allow this act of violence to keep us from our duties would be a disservice to the people we honor today, especially Gabby.

Gabby was a friend of mine. We first became friends when I looked at her bio and realized that her family and she were operators and owners of a tire business just as my family was. So not only could Gabby and I talk policy, but we could talk tire; and there are few women that can talk tire like Gabby.

Also, I served on the Armed Services Committee and got to know her very well. We traveled on two trips--one to Afghanistan and one to Iraq. It was the week before her wedding to Mark that we traveled, and she talked about looking forward to her marriage and to future trips. And just last week, we discussed going to Afghanistan again.

So I look forward to Gabby's speedy recovery, for her return here to the House, and for that trip that we will take to Afghanistan to go greet our men and women in harm's way.

May God bless Gabby. May God continue to bless the United States of America.

Madam Speaker, it is my pleasure to recognize the career of an icon of the House of Representatives: Jim Oberstar. Jim's decades of leadership and tireless service to this House and especially the Transportation and Infrastructure Committee deserve recognition and I am proud to be able to add my own words to tonight's tribute.

I have known Jim Oberstar for a long time. In fact, I've known him longer than I've served in Congress. I first met Jim when my father, Bud Shuster, served on and later chaired the Transportation and Infrastructure Committee. My father still considers Jim one of his dearest friends and holds the highest regard for his work on the Transportation and Infrastructure Committee.

Bud likes to say that he and Jim were ``joined at the hip'' on transportation and infrastructure initiatives and it's easy to see why. Like my father, Chairman Oberstar lives and breathes transportation policy. I can easily say that no one in the House of Representatives today knows more about those issues and their history than Jim Oberstar.

It has been an honor to have served with Chairman Oberstar on the Transportation and Infrastructure Committee. Together, we tackled critical issues that run at the core of America's strength and prosperity. The roads, railways and jetways of our nation are the arteries through which the commerce of our nation flows. Under his leadership, Chairman Oberstar worked tirelessly to ensure that this fact isn't forgotten by policy makers in Washington.

While much was accomplished over his years of service, much more needs to be done to realize America's transportation potential and the work of the committee will continue in the next Congress. It will do so with Jim's indelible mark to help guide us moving forward.

In conclusion Madam Speaker, I congratulate Chairman Oberstar on his historic service in the House, both on staff as the administrator of the Committee on Public Works and as a member and later Chairman of the House Transportation and Infrastructure Committee. We are losing a giant in the world of transportation policy and his presence on the committee and this House will be missed.

Madam Speaker, I ask my colleagues to join me in honoring the Republic of Turkey in celebration of the 87th anniversary of Republic Day on October 29, 2010.

In 1923, Turkey officially became a Republic. Over the years, Turkey has joined with the United States and the international community on numerous critical issues ranging from energy security to the global war on terror.

Turkey and the United States share many important values and provide an example that freedom and democracy are key foundations for peace, prosperity, and security.

Again, as a member of the Congressional Turkey Caucus, it is my distinct pleasure to honor the Republic of Turkey and all Turkish citizens in celebration of Republic Day and wish them continued success in building on the political, economic, and cultural progress envisioned by the great Mustafa Kemal Ataturk.

Madam Speaker, today I rise to recognize the work of Dr. Dennis E. Murray and the positive impact he's had on education as Superintendent of the Altoona Area School District in Altoona, Pennsylvania for the last 25 years.

At a time in our country when many public school systems have been under attack for not making the grade, Altoona has experienced steady growth and achieved tremendous accomplishments under Dr. Murray's effective leadership.

Recently, U.S News and World Report named Altoona Area High School as one of America's best high schools.

Dr. Murray is an innovator who has challenged his district to be on the cutting edge of technology and educational programs. He is also a pragmatist who's helped modernize its buildings and facilities efficiently for the district's taxpayers.

Most important, Dr. Murray has never forgotten his roots in education that began 47 years ago as a classroom teacher. His emphasis on hiring excellent teachers and providing students with the necessary tools for a solid education means that Altoona's graduates are among the best prepared for the future in our great Nation.

Dr. Murray will be honored on October 6, 2010 by the Altoona Kiwanis Club as its Distinguished Citizen of the Year. I congratulate him on this recognition and I ask to place his long list of accomplishments into the Congressional Record. I would like to thank him for his continued stellar service to the local Altoona area community.

Dr. Murray's List of Accomplishments for the Record:

Dr. Murray received a B.S. in education from Slippery Rock University in 1963 and an M. Ed. in educational administration from Duquesne University in 1965. He earned his Doctor of Education degree in elementary education and educational psychology from Penn State in 1973.

He has been honored with many prestigious awards including the Educational Leadership Award from Phi Delta Kappa; the Distinguished Educator Award from the Tri-State Study Council of the University of Pittsburgh; the Excellence in Education Award from the Penn State University College of Education; the Exemplary and Innovative Educational Leadership and Management Award from the Pennsylvania Department of Education; the Excellence in Administration Award from the Pennsylvania School Study Council; the Blair Bedford Central Labor Council AFL-CIO Person of the Year Award; and an honorary doctorate from St. Francis University in 2008.

In addition to his service to the Altoona Area School District, Dr. Murray is a member of the Board of Trustees at Slippery Rock University. He has served on numerous community boards and committees and teaches graduate level courses for St. Francis University and Penn State.

Management of the budget for the past 25 years with only four minimal tax increases over that time period. The 2010-2011 AASD budget is $89.3 million.

Completion of numerous capital projects including new school construction/renovation at Baker, Ebner, Juniata Gap, Penn-Lincoln, Irving, Pleasant Valley and Logan elementary schools as well as the $48.5 million Altoona Area Junior High School which opened in 2008.

Creation of the Bertram Leopold Recreation Center (five tennis courts, two volleyball courts and two basketball courts) on the campus of Altoona Area High School in 1988.

Successful negotiation of numerous contracts with teachers in the Pennsylvania State Education Association, non-instructional employees in the AFSCME Union, and teacher assistants who belong to the Educational Support Personnel organization. These agreements included health/hospitalization agreements.

Negotiation of payments to the school district in lieu of taxes from area hospitals.

Outsourced management of the school district's food service program as well as student bus and van transportation.

Improved computerization of the school district Tax Office.

Established countless school/community partnerships which have stimulated economic development in Blair County.

Implemented a school-based management/total quality education program known as Q-SITE (Quality Schools Involving Teams for Excellence). As part of this initiative, the school received ISO-9001 certification in January, 2002.

Creation of the Altoona Area School District Foundation--a non-profit organization that has attracted $2.9 million in private contributions since 1989. More than $725,000 has been allocated for a very successful Teacher Grants program.

A $507,000 donor-designated gift to the AASD Foundation by the Sheetz family led to the creation of the new Sheetz Athletic Training Center at Mansion Park. Last year, Bob Sill, an AHS graduate, donated $125,000 for team rooms and coaches' offices at Mansion Park.

Creation of the national 4,200-member Altoona Area High School Alumni Association.

Establishment of partnerships with colleges and universities that have helped to make Altoona a teaching/research-based school district.

Creation of the Center for Advanced Technologies in 1994, believed to be the first of its kind in a public school district in the United States thanks to a partnership with the Cornell University Synthesis Coalition.

Creation of the Central Pennsylvania Digital Learning Foundation, a cyber charter school begun during the 2002-2003 school year in cooperation with 32 Central Pennsylvania school districts.

Creation of an After-School Arts Program and an Elementary Stage Band.

Establishment of a rigorous secondary curriculum which features 18 Advanced Placement courses. The College Board has recognized this AP program.

Creation of a digital multi-media lab at AAHS to enhance foreign language instruction. A digital Mt. Lion Television studio enables students to learn broadcasting skills. Another new digital lab is used to teach multi-media skills and music theory and harmony.

Installation of an artificial surface and an all-weather track at Mansion Park Stadium and an artificial turf on the Altoona Area High School intramural field. In 2008, a new Trophy Turf surface was installed at Mansion Park. Construction of a third turf field, Roosevelt Field, at the site of the former Roosevelt Junior High School, also has a Trophy Turf playing surface.

Offering elementary students a school of choice at the McAuliffe Heights Program at Irving School, which was named a National Blue Ribbon School in 2007 as well as an Apple Computer Distinguished School in 2010.

U.S. News and World Report named Altoona Area High School as one of America's best high schools in 2010.

Becoming the first Pennsylvania school district to put strobe lights on school buses.

Establishment of the William P. Kimmel Alternative School for at-risk secondary students.

Creation of a partnership with Atlantic Broadband which has enabled the school district to deliver public access/educational access television to Blair County residents.

Helped create the Central Blair Recreation Commission of which the school district is a member.

Establishment of a School Police Department will full police powers. This department oversees an extensive network of security cameras throughout the school district. Security greeters are also assigned at all three secondary schools.

Established a technology coordinator position along with a Technology Department.

Instituted drug testing for all new AASD employees and for secondary interscholastic athletes.

Created an employee wellness center.

Helped AASD become one of Pennsylvania's first school districts to implement full-day kindergartens at all schools. This year, Altoona has 31 full-day kindergartens.

Madam Speaker, today, I rise to recognize the work of Pastor Scott Manganella and Precious Life Incorporated of Altoona, Pennsylvania. Precious Life has been involved in helping young women between the ages of 16 to 22 through the challenges of unplanned pregnancies for over 20 years.

Precious Life began its mission in 1985 when Pastor Mangenella began operating a non-profit 24-hour hotline to give pregnant women counseling and an alternative to abortion. 80 women were helped in the hotline's first year of operation.

In 1988 after seeing a need for expanded services, Precious Life bought a house on Allegheny Street in Hollidaysburg and converted it into a temporary home for pregnant women with nowhere else to turn.

Since the Precious Life Maternity Home opened 22 years ago, it has offered shelter, comfort and support to over 150 displaced young pregnant women in the Altoona area.

Pastor Manganella and the staff at Precious Life provide an open door for comfort and support to young women who have been kicked out of their homes, abused or simply have no other place to turn.

Equally important, the staff act as a surrogate family for many of these young women, giving them structure and direction that was absent in their lives.

Pastor Manganella's work has expanded throughout central Pennsylvania, with a sister office in Bedford as well as a ministry in Johnstown. In addition, Pastor Manganella recently partnered with My Brother's Keeper, a Pennsylvania non-profit international Christian charity to open a center for education on abortion and family issues in Romania.

Pastor Manganella will be honored for his leadership on October 19, 2010 at the Pennsylvania Pro-Life Federation's 2010 Celebrate Life Banquet in Harrisburg and I congratulate him for his noble service.

Madam Speaker, today, I rise to congratulate the Altoona Curve on winning the 2010 championship of Minor League Baseball's Eastern League.

The Altoona Curve is a Double-A affiliate of the Pittsburgh Pirates that began play in Altoona in 1999. This is the Curve's first title after four previous trips to the league playoffs.

The Curve are a hit in Central Pennsylvania. The franchise was named minor league baseball's best in 2006, and the team continues to provide great entertainment during the summer months for hundreds of thousands of loyal fans.

I would especially like to recognize Curve owner and Altoona native Bob Lozinak, his front office staff, manager Matt Walbeck, and the many Curve players this year who helped make 2010 a championship season in Altoona.

An entire region says thank you, congratulations on this accomplishment, and best wishes for continued success on and off the field.

Madam Speaker, I rise today to honor Ms. Diane Beach, recipient of the HEALTHSOUTH Personal Achievement Award.

In November 2007, Diane was diagnosed with a cancerous tumor on the C-5/C-6 vertebrae which was traced and found to have originated from her right breast. The tumor was removed causing loss of the use of her left arm--which happened to be her dominant arm. However, even with these unforeseen circumstances, Diane never wavered in her optimism that she would win her fight. She underwent physical therapy at HealthSouth that was physically and mentally demanding, beginning with an initial two-week patient stay, and evolving into several weeks of outpatient therapy.

Through it all, Diane continued to be a valuable asset to Home Instead Senior Care as their Office Manager. She was even consulted during her hospitalizations to continue working on payroll and bookkeeping. Diane also learned to adapt where necessary as she relearned to write with her right hand.

Ms. Beach deserves recognition for her career accomplishments and exemplar spirit, which should serve as an inspiration to us all. I commend Diane for her positive attitude and determination, and I wish her the best in all of her future endeavors.

Madam Speaker, I rise today to honor Willard Morrissey, recipient of the HEALTHSOUTH Personal Achievement Award for his unparalleled strength and exceptional perseverance. On January 25th, Mr. Morrissey was involved in a traumatic accident in Altoona, Pennsylvania while operating a cardboard crusher. He was flown by medical helicopter to Penn State Milton S. Hershey Medical Center, and immediately underwent surgery, which resulted in the amputation of both legs. Will has made an amazing recovery and is now ambulating with bilateral prosthesis and no assistive device.

Will's perseverance and determination throughout his path to recovery has served as an inspiration to us all. Staff and patients of The HealthSouth Rehabilitation Center were moved to tears when Will proudly walked through the halls with his new sneakers that he proudly wore.

Will has risen above adversity and lifted himself to a stature that we should all emulate in our daily lives. I would like to wish Willard the best of luck in his path to recovery. I know that my words reflect the feelings of all citizens of our nation when I say that Willard Morrissey is an inspiration to us all.

Madam Speaker, I rise today to congratulate my dear friends and constituents at the McLanahan Corporation on the occasion of their 175th anniversary, which they will celebrate on August 28, 2010. Located in Hollidaysburg, Pennsylvania, McLanahan Corporation has long been committed to service, innovation, and family ownership. From its founding in the 1830s when James Craig McLanahan moved his family to Hollidaysburg, where the company first produced castings used in farm implements, McLanahan Corporation has developed into an international powerhouse as a supplier not only of equipment, but also of process solutions.

McLanahan Corporation is poised to remain a leader well into the future as its customer base has expanded from a small town in central Pennsylvania to reach around the world. Customers have grown to appreciate McLanahan's heavy-duty equipment and outstanding customer service and support. All of this has been done without abandoning its roots or compromising its sound values as the 6th generation of family now assumes a leadership and ownership role.

I ask my colleagues to join me in congratulating The McLanahan Corporation on their 175 years in business.