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. SENT.BY:Xerox Telecopier 7021 ; 9-11-91 ; 18:00 ;
2023953261-
6423;# 1
EXECUTIVE OFFICE OF THE PRESIDENT
OFFICE OF SCIENCE AND TECHNOLOGY POLICY
WASHINGTON, D.C. 20506
DATE: Sept " 11,91
TO: Gary Foster
ADDRESS:
TELEPHONE NUMBER:
FAX NUMBER: 6423
FROM: Ken yale
TELEPHONE NUMBER:
456-7116
FAX NUMBER:
(202)395-3261
NUMBER OF PAGES, INCLUDING COVER SHEET
SENT. BY:Xerox Telecopier 7021 ; 9-11-91 ; 18:00 ;
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DRAFT
September , 1991
(Senate)
S. 272 - High Performance computing and National
Research and Education Network Act
(Gore (D) Tennessee and 24 others)
The Computing and Communications (HPCC) initiative, which FY includes 1991.
Administration has proposed an ambitious High Performance
The HPCC and provides the necessary flexibility
$638 Administration's initiative has enunciated clear goals to for
million for FY 1992, a 30 percent increase over
the respond to program, new developments. It defines the appropriate role and
scope of the National Research and Education Network (NREN).
current version of S. 272 is generally consistent with the
The and objectives of the Administration's initiative.
goals certain provisions would hinder progress in the program
However, insert the government unnecessarily in business decision/S
or others are unnecessary and overly prescriptive. Therefore, amended
while the Administration would only support S. 272 if it were
as recommended below:
-- Delete, in section 102 (a), the modifier "mult1-" and
the phrase "by 1996." The HPCC initiative is an
innovative, high-risk research program. It is unlikely
that a national multi-gigabit-per-second research and
education network could be established by 1995 given
the technical requirements that would have to be met
and the disruption that would occur in the current
gigabit program.
--
Delete the following provisions, which are inconsistent
with the purposes of the HPCC program. The program is
fundamentally a research and development activity.
O
Delete section 102 (h) on Information Services.
Direct public access to much Federal electronic
information is already available from agencies as
well as through libraries and private firms.
other services mentioned in this section also are
available and may remain more cost-effective
The purpose of the NREN is to develop high speed
through lower-speed networks in the near term.
communications technologies that should be useful
in such activities as imaging and in the inter-
connection of "supercomputers."
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Delete, in Section 102 (a), the requirement "to
link research and educational institutions,
government, and industry, in every state." The
purpose of the NREN is to provide research and
development of technologies for high capacity
communications networks and to establish a test
bed for their use. Investment costs for resulting
networks will be sufficiently low and the revenue
that will result will return quickly enough that
expansion of the network will not be held back by
lack of investment funding. The utility of high
speed communications services will be served best
in the commercial marketplace.
Delete, in Section 102 (a), the last sentence,
which requires the NSF to connect colleges,
universities, and libraries to the network. For
reasons stated earlier, the most important role of
the Federal government is to support the R&D and
develop a testbed.
-- Make FY 1992 and FY 1993 authorization levels
consistent with the HPCC Plan published in March (?),
1991.
--
Delete the following requirements that are unnecessary
and burdensome.
Amend section 101 (a) to delete the role of the
President. Specifically, delete the establishment
and coordination of the High Performance Computing
Program by the President in subsection (a) (1) 1 and
delete the report by the president in subsection
(a) 4. Funding for the program is already a part
of the President's Budget.
Delete section 101 (a) (5), which provides for the
Director of the office of science and Technology
Policy (OSTP) to review and comment on budget
estimates of each agency participating in the
Program. The Director, as an adviser to the
President, assists in formulation of the
President's Budget.
Delete section 101 (b) which requires the President
to establish a High-Performance Computing Advisory
Panel. The Director of OSTP is already receiving
and using advice from the private sector and
academia.
Delete section 101 (c) which requires each agency
participating in the Program to submit an annual
report with its budget request to the office of
Management and Budget on certain high-performance
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computing activities. The program already is
reviewed as part of the formulation of the
President's Budget.
Delete section 102 (g), which contains the
requirement that OSTP prepare within one year a
report on various aspects of the NREN. The NREN
is still in its early stages of development; thus,
the answers provided within a year are likely to
become outdated shortly thereafter.
--
Amend section 204 80 that the study of Federal
procurement regulations for software is conducted by
the Executive Branch. The Administrator for Federal
Procurement Policy should be involved in the study,
with the Department of Commerce, and agencies that fund
the development of software.
09. 12. 91 09: 36AM *DOT/PUBLIC AFFAIRS 2
P09
National Academy of Sciences
EVENTS
National Academy of Engineering
Institute of Medicine
National Research Council
2101 Constitution Avenue, NW
Washington, DC 20418
A GUIDE FOR THE NEWS MEDIA
Date:
September 11, 1991
Contact:
Ginger Pinholster, Writer/Media Associate
Richard Julian, Media Assistant
(202) 334-2138
Media Advisory
AIR PASSENGER SERVICE AND SAFETY SINCE DEREGULATION; News Conference;
Sept. 12 (Washington, D.C.)
The deregulation of the airline industry in 1978 has continued
to generate public controversy. After an initial period in which many new airlines began
offering lower-priced air fares, the industry began to reconcentrate.
How have consumers fared since deregulation, and what will happen as & result
of the bankruptcies of various air carriers? What has happened to safety since
deregulation? How can airports and airways accommodate the growing demands on the system?
The National Research Council's Transportation Research Board (TRB) convened a committee
of 15 experts to address questions such as these.
The committee will discuss its findings at a news conference from
10 a.m. until approximately 11 a.m. on Thursday, Sept. 12. The conference will take place
in the Lecture Room of the National Academy of Sciences building, 2100 C St., N.W.
The preliminary list of speakers includes:
Joel L. Fleishman, committee chair and senior vice
president, Duke University, Durham, N.C.;
Cornish Hitchcock, Public Citizen, Washington, D.C.;
Michael E. Levine, Yale University, New Haven, Conn.;
John R. Meyer, Harvard University, Cambridge, Mass.; and
Clinton V. Oster, Jr., Indiana University, Bloomington.
To register or request additional information, please contact the Office of
News and Public Information, (202) 334-2138.
The National Research Council is the principal operating agency of the
National Academies of Sciences and Engineering.
This listing of events open to reporters is prepared by the Office of News and Public Information. It may not include some
activities planned on short notice. Details are subject to change and should be checked directly with the contact person for
each event.
09. 12. 9.1 09:36AM *DOT/PUBLIC AFFAIRS 2
P O 2
news from the NATIONAL RESEARCH COUNCIL
National Research Council was organized by the National Academy of Sciences in 1916 in order to provide for a broader in
participation The by American scientists and engineers in the work of the Academy. The Academy was chartered by the the U.S. Congress of the
Federal Government. as The National Academy of Engineering was organized in 1964 under the original NAS charter. The interest.
1863 a private organization with a responsibility for examining questions of science and technology at request National
Research Council now serves as the agent of both Academies in the conduct of studies and investigations in the public
2101 CONSTITUTION AVENUE, N.W., WASHINGTON, D.C. 20418
AREA CODE 202 334-2000
Date: September 12, 1991
Contact: Ginger Pinholster, Writer/Media Associate
Richard Julian, Media Assistant
(202) 334-2138
EMBARGOED: NOT FOR PUBLIC RELEASE BEFORE 11 A.M. EDT. THURSDAY. SEPT. 12
AIRLINE DEREGULATION HAS RESULTED IN BETTER SERVICE,
LOWER AVERAGE FARES, AND NO LOSS OF SAFETY, REPORT FINDS
WASHINGTON The deregulation of the airline industry in 1978 has
resulted in better passenger service, lower average fares, and no measurable loss of
safety -- but the federal government must act now to protect this progress and combat
unfair market barriers, according to the Transportation Research Board (TRB).
In a report* released today, & TRB committee concluded that the airline
industry has become "more competitive and efficient" as a result of deregulation.
Without action, however, further concentration of the industry, combined with existing
market barriers, could threaten the benefits achieved since deregulation.
To ensure continued high safety and service standards while promoting
healthy market conditions, the committee issued seven specific recommendations. The
first three addressing anti trust policies, computer reservation systems, and
consumer information promote improved competition. To enhance safety, the
committee urged the Federal Aviation Administration (FAA) to beef up staffing and
inspections while enforcing the same standards for both large and small carriers.
Airport congestion and passenger delays, meanwhile, could be eased by runway use fees
(MORE)
*The committee's report, Winds of Change: Domestic Air Transport Since Deregulation,
is available for $30 (prepaid) plus $2.00 for international shipping from the
Transportation Research Board at the mailing address in the letterhead (tel.
202/334-3214). Reporters may obtain copies from the Office of News and Public
Information, also at the letterhead address.
09. 12. 91 09:36AM *DOT/PUBLIC AFFAIRS 2
P01
U.S. Department of
Assistant Secretary
400 Seventh St., S.W.
Transportation
Washington, D.C. 20590
Office of the Secretary
of Transportation
OFFICE OF THE ASSISTANT SECRETARY FOR PUBLIC AFFAIRS
TELECOPIER INFORMATION SHEET
9-12-91
DATE
THE FOLLOWING
9
PAGES (INCLUDING COVER SHEET) ARE FOR:
Gary Foster
NAME OF INDIVIDUAL
WH Press office
COMPANY NAME
456 - 6423 456- 6423
DESTINATION
THE FOLLOWING PAGES ARE FROM: Marion Blakey
COMMENTS:
IF YOU DO NOT RECEIVE ALL PAGES, PLEASE CALL Cathy Layfierd
AT 202/366-4570
PROMPTLY.
THANK YOU
09. 12. 91 09: 36AM *DOT/PUBLIC AFFAIRS 2
P03
ДОЯАЗВАЯ
WINDS OF CHANGE page
and research to develop better capacity management techniques Finally, the committee
recommended a study to consider a reorganization of the FAA.
A unit of the National Research Council, the TRB convened the committee in
00% 502 3400 /
1989 to compare current air passenger service levels with past and possible future
trends. The committee also was asked to consider the factors that affect service,
whether safety levels had declined since deregulation, and whether policy changes are
needed to improve passenger service.
"More people are flying today at lower prices for most fares than ever
before in history, without any loss in safety since deregulation," said committee
chair Joel L. Fleishman, senior vice president for Duke University, Durham, N.C.
"On balance, the committee felt that deregulation was a good thing because it extended
service to a larger portion of the American public and increased the frequency of
service for most routes."
TRENDS IN PASSENGER SERVICE AND SAFETY
From the earliest days of manned flight, the government has had a hand in
commercial aviation. In the 1930s, regulatory authority was assigned to the now-
defunct Civil Aeronautics Board. During the 1960s and 1970s, research began to
suggest that economic regulation of commercial aviation -- to promote stability and
avoid destructive competition was no longer justified. The Airline Deregulation
Act of 1978 removed most restrictions on fares, routes, and market entry. Today, the
U.S. Department of Justice (DOJ) oversees anti-trust matters to ensure fair
competition. The FAA is responsible for certifying airlines, inspecting aircraft
manufacturing and operations, and providing air traffic control.
Regulatory reform in the aviation industry has long been a source of
controversy. For example, rising prices, delays, concerns about safety, and airline
bankruptcies in the late 1980s prompted news articles referencing the "frenzied
skies." What can be said today about deregulation? Has regulatory reform resulted in
good news for consumers?
(MORE)
0,9, 1.2. 91 09 36AM *DOT/PUBLIC AFFAIRS 2
P 0 4
WINDS OF CHANGE - page 3
On the whole, the committee concluded, market competition has been
strengthened, service has expanded, average fares have increased more slowly than
costs, and accident and fatal accident rates have declined. Major carriers now serve
fewer rural areas, but service on these routes has generally have been replaced by
commuter or regional carriers, the committee said.
The potential erosion of competition by continued industry concentration,
however, could "threaten the benefits achieved during deregulation," the committee
found. The committee offered seven recommendations, described below, to prevent any
slippage in passenger service or safety.
Improving Marketplace Performance. A series of mergers and
bankruptcies since the mid-1980s have resulted in an industry that is increasingly
dominated by a few large companies. Even so, the committee said, competition has
improved; only 20 percent of all major U.S. markets were served by at least three
competitors before deregulation, and this share has since grown to 40 percent Today,
about two-thirds of all trips occur in markets with three or more competitors and
ANY
these markets tend to offer the most bargains for consumers. Three of the committee's
dous
recommendations address fair market conditions:
1.
Recomendation / Anti-trust policies - Several air carriers, some of
which were already in a vulnerable position, have been weakened by the fuel price
shock of the Persian Gulf War and the recession. Given the prospects for further
industry concentration, the committee said, the U.S. Department of Justice (DOJ)
should oppose any mergers or acquisitions where carriers offer substantial parallel
nsewood
service, or where they share a "hub" airport. Mergers and acquisitions of carriers
with complementary or end-to-end routes, however, may not hamper competition and
bos
should not necessarily be opposed. One test for the adequacy of competition in such
cases would be whether markets involving a connection at a hub would have at least
to visit ni
three competitors.
2.
Recommendation / Computer Reservation Systems - Over 90 percent of
all domestic air travel is booked through the computer reservation systems (CRSs)
ASD:
(MORE)
09. 12. 91 09:36AM *DOT/PUBLIC AFFAIRS 2
P05
WINDS OF CHANGE 44 page 4
owned by a few air carriers. All carriers except one depend upon being listed in all
CRSs. The airlines that own a CRS earn an extra share of ticket sales by providing a
variety of incentives to travel agents and by leasing equipment and access to their
systems on restrictive terms. To provide optimal customer service and pricing, agents
should be able to switch freely among the different CRS systems. The committee
therefore suggested a new regulation to prevent restrictive CRS leasing terms that
prohibit this practice.
3.
Recommendation / Consumer Information Travel agents are in a
"powerful position to influence consumer choices," and should be required to disclose
any extra incentive commissions received from carriers, the committee said.
Ensuring Safety. The rate of fatal accidents involving commercial
aircraft has declined since deregulation. In fact, three of the "safest years" in the
history of scheduled passenger service provided by jet carriers have occurred since
deregulation. But the committee warned that risks could increase if carrier
operations such as maintenance practices fall prey to economic pressures. The FAA is
rebuilding its workforce to help ensure safety, but the demands on some, such as
maintenance inspectors, also are growing rapidly.
4.
Recommendation / FAA Staffing . Continued vigorous efforts are
critical to guarantee safety. The FAA's staffing and inspection procedures should be
made sufficient to ensure adequate maintenance. Moreover, the FAA should continue to
strengthen equipment standards and operating requirements for regional or "commuter"
carriers, to reduce any differences in such standards and requirements between large
and small carriers.
Easing Congestion of Airports and Airways. At some airports and the
airspace around them, the committee said, rapid growth is now "bumping up against
capacity limits." Prospects for expanding existing airports are uncertain in light of
public opposition to increased noise levels.
5.
Recommendation / Runway use fees To ease congestion and increase
efficiency, the committee said, the DOT should encourage airports to experiment with
(MORE)
09. 12. 91 09:36AM DOT/PUBLIC AFFAIRS 2
PO6
WINDS OF CHANGE - page $
peak-period pricing for runway use. The committee urged the Department of
Transportation to ensure that the revenues earned from runway pricing would be used to
expand capacity.
6.
Recommendation / Research - At the same time, the FAA should
emphasize simulation modeling of airport and airspace capacity and related research.
This work could complement the FAA's National Airspace System (NAS) Plan, an ongoing
effort to improve technology and procedures.
Improving FAA Performance. Despite the firing of most senior air
traffic controllers in 1981, financial restraints caused by the federal budget
deficit, and personnel ceilings, the FAA has maintained a high level of safety since
deregulation, the committee found. However, maintaining safety has required
considerable delays on commercial flights, particularly during inclement weather.
These delays may become lengthier as the demand for air travel continues to increase.
To make matters worse, inadequate managerial and personnel flexibility, frequent
shifts in leadership, and micromanagement by supervising agencies make it difficult
for the FAA to properly manage its operations, the committee said.
7.
Recommendation / Reorganization of the FAA - Options for
institutional reform of the FAA include: (1) a return to its former independent
status; (2) development of a public, governmental corporation responsible for all FAA
functions; or (3) development of a congressionally chartered, private corporation for
FAA. Although the committee considered the second and third options most viable, it
recommended that Congress mandate an independent study to further consider a
reorganization.
The committee included 15 experts in aviation, economics, safety, airline
and airport operation, and public policy. One committee member, Melvin A. Brenner,
president of Melvin A. Brenner Associates, Inc., Weston, Conn., prepared a written
dissent that is included as part of the full report. Brenner did not concur with the
committee's findings on some matters, particularly with regard to any correlation
between carrier success and ownership of computer reservation systems.
(MORE)
09. 12. 9.1. 09 : 36AM * *DOT/PUBLIC AFFAIRS 2
P 0 7
WINDS OF CHANGE - page 6
Funding for the study was provided by the Sloan Foundation, the National
02/7
Research Council Fund, and the Transportation Research Board. The National Research
Council is the principal operating agency of the National Academies of Sciences and
Engineering.
A committee roster is overleaf.
# # #
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09. 12. 91 09:36AM *DOT/PUBLIC AFFAIRS 2
P08
Transportation Research Board
Committee for the Study of
Air Passenger Service and Safety Since Deregulation
Joel L. Fleishman, Chair
James W. Mar
Senior Vice President
Professor Emeritus
Duke University
Massachussetts Institute of Technology
Durham, N.C.
Cambridge
George J. Bean
John R. Meyer
Executive Director
James W. Harpel Professor for Capital
Hillsborough County Aviation Authority
Formation and Economic Growth
Tampa, Fla.
Kennedy School of Government
Havard University
Langhorne M. Bond
Cambridge, Mass.
President
Bond & Associates
Robert P. Neuschel
Washington, D.C.
Professor of Corporate Governance
J.L. Kellogg Graduate School of
Melvin A. Brenner
Management, and
President
Director
Melvin A. Brenner Associates
Transportation Center
Weston, Ct.
Northwestern University
Evanston, I11.
John J. Fearnsides
Senior Vice President, and
Clinton V. Oster, Jr.
General Manager
Professor, Associate Dean
The MITRE Corporation
School of Public and Environmental
McLean, Va.
Affairs
Indiana University
Cornish F. Hitchcock
Bloomington
Legal Director
Aviation Consumer Action Project
Judith A. Rogala
Public Citizen Litigation Group
President and Chief Executive Officer
Washington, D.C.
Flagship Express, Inc.
Ypsilanti, Mich.
Adib Kanafani
Professor of Transportation
Karl M. Ruppenthal
Engineering, and
UPS Foundation Professor Emeritus
Director
University of British Columbia
Institute of Transportation Studies
Walnut Creek, Ca.
University of California, Berkeley
TRB Staff
Todd R. La Porte
Professor of Public Administration
Robert E. Skinner Jr.
Department of Political Sciences
Director for Special Projects
University of California, Berkeley
Stephen R. Godwin
Michael E. Levine
Study Director
Dean
School of Organization and Management
Mark R. Dayton
Yale University
Senior Program Officer
New Haven, Ct.
Thomas R. Menzies
Research Associate
THE INTERIOR
DEPARTMENT of the INTERIOR
March
3,
1849
news release
OFFICE OF THE SECRETARY
For Release: September 10, 1991 Steve Goldstein (202) 208-6416 (0)
(202) 887-5248 (H)
INTERIOR SECRETARY LUJAN ANNOUNCES PLAN TO PRESERVE
HISTORIC STRUCTURES ON BLACK COLLEGE CAMPUSES
Atlanta - Secretary of the Interior Manuel Lujan today
announced plans to preserve historic structures at 11 selected
historically black college and universities (HBCU).
"The history of the black education experience in America is
located in the buildings and artifacts that are spread among the
HBCU campuses," Lujan said. "Through this project, and our
volunteer partnerships, many future generations will be able to
share in this rich heritage." "
Lujan made the announcement in a ceremony at Morehouse College,
with representatives from the 11 colleges and universities in
attendance. The announcement included a briefing and tour of the
buildings to be preserved in the Atlanta area.
The plan calls for a condition assessment team to evaluate
structural conditions and determine the financial projections for
preservation of the structures. The condition assessment will be
coordinated by the Interior Department's National Park Service and
the Office of Historically Black College and University Programs.
The cost for conducting an assessment of the 11 structures is
estimated at approximately $200,000. Work will begin later this
month and is scheduled to be completed by mid-1992.
The next step in the plan will be the actual preservation of
the selected structures. The cost is estimated to be $20 million.
- over -
The historic buildings to be preserved are:
Gaines Hall
Morris Brown College
Atlanta, GA
Leonard Hall
Shaw University
Raleigh, NC
Hill Hall
Savannah State College
Savannah, GA
St. Agnes Hall
St. Augustine's College
Raleigh, NC
The Mansion
Tougaloo College
Tougaloo, MS
White Hall
Bethune-Cookman College
Daytona Beach, FL
Graves Hall
Morehouse College
Atlanta, GA
Howard Hall
Howard University
Washington, DC
Virginia Hall
Hampton University
Hampton, VA
Packard Hall
Spelman College
Atlanta, GA
Loockerman Hall
Delaware State College
Dover, DE
Lujan said he will name a national steering committee in the
next few weeks to advise and assist in organizing public and private
support for the preservation project.
Today's announcement coincides with the celebration of
"National Historically Black Colleges Week," September 8-14, 1991.
- DOI -