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Federal Aviation Administration (FAA)-Personnel Reform
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Records of the Office of the Chief of Staff (Clinton Administration)
Jennifer O'Connor's Subject Files
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[Transportation]
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ROUTING SLIP
DATE: 12/22/95 / /
FROM:
STEPHEN B. SILVERMAN
Deputy Assistant to the President and
Deputy Secretary to the Cabinet
SUBJECT: Heads Up - FAA story
John Angell
178 oeob
Lorrie McHugh
166 oeob
Don Baer
g fl / WW
Janet Murguia
112 ew
Jeremy Ben-Ami
218A oeob
Jennifer O'Connor
111 oeob
%
Erskine Bowles
1 fl / WW
Tom O'Donnell
320 oeob
Susan Brophy
2 fl / WW
Leon Panetta
1 fl / WW
Gabrielle Bushman
197 oeob
Ron Klain
276 oeob
Barbara Chow
107 ew
Nancy Soderberg
g fl / WW
Michael Deich
233 oeob
X
Patti Solis
185.5 oeob
Rahm Emmanuel
1 fl / WW
Doug Sosnik
g fl / WW
Janice Enright
1 fl / WW
Gene Sperling
2 fl / WW
Jason Goldberg
2 fl / WW
George Stephanopoulos 1 fl / WW
Pat Griffin
2 fl / WW
Todd Stern/Phil Caplan g fl / WW
Marcia Hale
2 fl / WW
Stephanie Streett
g fl / WW
Karen Hancox
g fl / WW
Ginny Terzano
g fl / WW
X
Nancy Heinreich
1 fl / WW
Kim Tilley
287 oeob
Alexis Herman
2 fl / WW
Melanne Verveer
100 oeob
Kitty Higgins
160 oeob
X
Michael Waldman
214 oeob
Harold Ickes
1 fl / WW
Ann Walley
g fl / WW
Tim Keating
2 fl / WW
Dan Wexler
117 oeob
Barry TOIV
Comments:
127DEC_22 '95.04:17PM DOT/SECRETARY OFFICE ADMINISTRATOR
DOT
P.2/5
FAA
Filename: timesatc.doc
Public Affairs contact: Jeffrey Thal, APA-300
December 8, 1995
APA BRIEFING PAPER
News Organization: New York Times
Subject: Air Traffic Control Modernization Program
Lib
Reporter(s): Mart Wald
Scheduled to Run: Expected Sunday, December 24
FAA Official(s) Interviewed: David Hinson, George Donohue
Background: Mart Wald of the New York Times is preparing a large piece for the Sunday Times
describing the history of the FAA's effort to modernize the air traffic control system. He is
expected to retell the story of "what went wrong" with the Advanced Automation System (AAS)
program, going back to the Request-for-Proposal for the design competition in 1984. He has been
provided with copies of the Center for Naval Analysis and Carnegie-Mellon studies conducted in
1993, as well as all the news releases we Put out concerning AAS development He says the thrust
of his piece is to identify where we are now, describe how we got here, how confident we are that
we are finally on the right track, and where we expect to be in the next 18 months to two years.
Key Questions:
Q: To what do you attribute the problems encountered during AAS development?
A: The Advanced Automation System (AAS) program was an ambitious and technologically
complex endeavor designed to enhance Air Traffic Control services through each phase of
aircraft flight. In late 1993 and early 1994 several studies and review efforts were commissioned
by Administrator Hinson. These reviews determined that the following factors contributed to the
problems with the AAS:
- Inadequate requirements management,
- Complex architecure, and
- Insufficient and inadequate program and contract management systems to track cost,
schedule and technical performance.
Q: How can we be sure that the program won't drift out of control again, that you have gotten it
under control this time?
A: The FAA has implemented several new approaches to address the concerns and
recommendations of the AAS study and review groups. These approaches are designed to assure
the success of programs by providing the ability to identify issues early and implementing
timely and effective program controls.
Tight baseline controls for requirements, cost and schedule have been implemented. Strong
contract performance measurement and planning tools in the areas of cost, schedule, and
12/DEC. 22 '9504:17PM_DOT/SECRETARY OFFICE ADMINISTRATOR
E
P.3/5
technical progress have been established and implemented. These methods allow for a total
view of the health of the programs by integrating cost, schedule and technical progress. A
rigorous requirements management process, stressing requirements traceability, has also been
established.
New management was introduced and integrated product teams have been established along
domain lines, i.e., en route, terminal. oceanic. Several management review vehicles have
been instituted including monthly integrated product team lead (IPTL) reviews with the
Director for Air Traffic Systems Development and periodic program Major Acquisition
Reviews (MAR) with senior FAA management. These reviews provide for regular program
status reviews against baseline program cost, schedule and technical performance.
The Advanced Automation System program has been restructured providing for incremental
development approaches, consistent with study results and recommendations.
Q: What is the schedule for placing the Display System Replacement (DSR) in the air traffic
control centers, and why do we bear that it will be 2000 before the entire system is operational?
A: Please refer to the attached DSR delivery "waterfall" diagram. As can be seen on the diagram,
DSR will be completed sequentially at the sites between 1998 and 2000. The First site, Seattle,
becomes operational in October of 1998 and the last site, Boston, in May of 2000.
Q: We keep bearing that the software was the problem with the Initial Sector Suite System (ISSS)
system, and yet we are told that most of the ISSS sofeware is being integrated into the DSR
system. If that's the case, bow is the DSR different from ISSS?
A: The FAA has taken several steps towards improving the quality of DSR software:
Aggressively recruiting a high-caliber software acquisition management team.
Invoking critical software development processes and industry standards aimed at increasing
the quality.
Committing the resources necessary to upgrade the quality of the existing code to industry
standards.
Implementing an aggressive code reinspection process and Independent Verification and
Validation (IV&V) code quality audits.
Retesting ISSS legacy software to ensure that it meets the basic measures of software quality.
The FAA continues to monitor Loral's compliance with development standards and inspects
software regularly. A data point in verifying that the measures taken have been effective was
recently obtained when the FAA IV&V agent performed a code quality audit on the improved
DSR software, finding "statistically significant improvements" in code quality.
12/22/95 DEC 22 '95 08:68 04:17PM DOT/SECRETARY OFFICE ADMINISTRATOR
P.4/5
004
Q: We are told that one of the problems with AAS was that it was too complex, trying to integrate
en route and terminal systems into a common system. Now we read of problems with the
terminal program, Standard Terminal Automation Replacement System (STARS)? Are the
problems with STARS related in any way to development of the DSR system. How are these
systems related-bow are they similar and bow are they different?
A: The AAS was complex; its complexity however was not entirely related to the integration of en
гоше and terminal systems. AAS was composed of five major elements: en route, terminal and
tower domains of air traffic control. Each of these segments was technically complicated, and
parallel development efforts made management difficult
The STARS program differs significantly from AAS in that there is no attempt to merge en route
and terminal functions, nor is there a requirement to interface with the Tower Control Computer
Complex. In addition, STARS is maximizing use of commercial hardware and software.
Q: The IBM Host computers currently in the en route centers were installed almost ten years ago.
How long are they expected LO continue to run? Are they, as we hear, running at near capacity
now? What is the plan to ensure that we don't encounter the same problems in a few years
with the Host that we encountered with the 9020's? Will the bosts be replaced, and when?
A: The Host computer at the busiest ARTCC has not yet reached the maximum allowable capacity
according to the specification. However, to provide maximum system reliability and to assure
processing capacity reserve for functional improvements in the future. the FAA is developing a
strategy for replacement of the Host Computers. Preliminary proposals are to incrementally
evolve the en route architecture to new technologies. The schedule for this process has not been
finalized.
enn X S/S/S
DSR Waterfall
CY 1997
1996
1999
2000
6 7 8 9 10 11 12
12345678 9101112
1 2 3 4 5 6 7 8 9101112
1 2 3 4 5 6
0
Seattle
8197
2/98
6/98
10/98
O
Salt Lake City
10/97
4/98
8/98
12/9
O
:
Denver
6/98
10/98
2/99
12/97
0
G
Atlanta
1/98
7/98
10/98
1/99
7
D
Chicago
2/98
8/9B
11/98
2/99
Ft. Worth
3/98
9/90
12/98
3/99
0
1
Washington
4/9B
10/98
1/99
4/99
@
Houston
5/98
11/9
g
2/99
5/99
Cleveland
B
6/98
12/98
3/99
6/99
12/22/85 22 '95 04:18PM DOT/SECRETARY OFFICE ADMINISTRATOR
New York
7/98
1/99
4/99
7/99
0
Kansas City
8/98
2/99
5/98
8/99
©
Memphis
9/98
3/99
6/99
9/99
Albuquerque
10/98
4/99 7/99
10/99
0
:i
Oakland
5/99
11/98
8/99
11/99
Minneapolis
12/9
6/99
9/99
12/99
0
Miami
1/99
7/99 10/99
1/00
0
Los Angeles
2/99
8/99
11/99
2/00
©
Indianapolis
3/99
9/99 12/99
3/00
®
Jacksonville
4/99
10/99
1/00
4/00
87:40
®
Boston
11/99
5/99
2/00
5/00
@
6/99
2/99
Anchorage
LEGEND:
Hardware Delivery
© Government Acceptance
Initial Operational Capability
Operational Readiness Date
1
12/27/95 19:32
202 267 3227
FAA AGC 1
001
FAA
****
UNITED STATES DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
OFFICE OF THE CHIEF COUNSEL
800 INDEPENDENCE AVENUE, S.W.
WASHINGTON, D.C. 20591
FACSIMILE TRANSMISSION COVER PAGE
DATE: 12/27/95
TIME: 7:05pm
FROM:
Name:
NICK GARAUFS
Routing Symbol:
Telephone:
Facsimile:
(202) 267-3227
TO:
Name:
Jennifer O'Comor
Office:
The White House
Telephone:
Facsimile:
202-456-7929
Comments:
PAGE 1 OF 5
12/27/95
19:32
202 267 3227
FAA AGC 1
5.
002
To:
Jennifer O'Connor
From: Nick Garaufis Mich
December 27, 1995/Facsimile
Atttached is a one page fact sheet and summary for government use
only concerning the American Airlines Flight 965 crash.
We understand that the Columbian civil aviation authorities, who
have accident investigation responsibility over the incident, plan to release a
detailed statement of facts concerning the accident tomorrow, December 28,
in Bogota at 2 p.m., Washington time. By mutual agreements between the
U.S. and Colombia, the NTSB will distribute the Colombian statement at 3
p.m. in Washington. The statement will paraphrase information obtained
from the cockpit voice recorder and flight data recorder (known as the
"black boxes"). On its face, this material is expected to be extremely
damaging to the American Airlines cockpit crew.
The FAA is developing a set of talking points to help deal with media
inquiries after issuance of the Colombian announcement. A copy of a draft
is also enclosed, but is subject to change between now and tomorrow
afternoon. A press statement modeled on the talking points may also be
issued. One may expect substantial press coverage for the next couple of
days.
FAA public affairs is coordinating our response with DOT public
affairs. I also enclose a Reuters wire service report concerning the possible
contributory role of rebel sabotage.
If you have any questions, you may call me at home tonight (202)
965-7505, or tomorrow at the office 267-3222.
Regards to Harold and Janice.
Enclosures (3)
12/27/95
19:33
202 267 3227
FAA AGC 1
5.
003
American Airlines Flight 965
Boeing 757-223
December 20, 1995, at 2141 EST
Accident Site
9,100 feet.
30 miles north of Cali, Colombia, in Andes Mountains. Hit at
Injuries
Total on board was 8 crew and 156 passengers. All occupants
received fatal injuries except for 4 passengers.
Investigation
Government of Colombia responsible for investigation as
"State of Occurrence."
U.S. Boeing. representatives from NTSB, FAA, American Airlines, and
FAA/DOT participation - 8 staff from the Office of Accident
Investigation, Office of Civil Aviation Security, and Office
of International Aviation.
back the "black boxes. "
Travel to Colombia on FAA G-IV aircraft which also brought
CVR and FDR readout in NTSB labs on December 24. Good
quality tapes.
Field phase in Colombia terminated on December 24 based on
information on recorders.
Preliminary Indications
No aircraft malfunction.
No navigation aid malfunction.
No terrorist involvement.
No weather involvement.
Operational factors involving flightcrew performance and
flight management are still under investigation and will be
the focus of investigative activities in January.
12/27/95 19:33
202 267 3227
FAA AGC 1
5
004
DRAFT
TALKING POINTS
CALI, COLOMBIA, ACCIDENT,
AMERICAN AIRLINES FLIGHT #965,
DECEMBER 20, 1995
The Cali accident is still under investigation by the Colombian government. The National
Transportation Safety Board (NTSB), at Colombia's request, is assisting with the
investigation. The Federal Aviation Administration (FAA) is continuing to work closely
with the NTSB and Colombia.
While the joint investigation is underway, the FAA cannot comment regarding specifics of
the accident. in accordance with long-established international practices.
As is always the case following a major airline accident, the FAA will also work closely with
American Airlines and its pilots in reviewing existing flight crew training and airline
operational procedures. As the investigation continues, the FAA will determine what
additional actions may be appropriate.
The joint investigation includes a detailed analysis of potential factors that may have been
involved in the accident, such as the crew's situational awareness and performance just
before the aircraft struck a mountainside near Cali.
The FAA is also participating in the recently established operations and human performance
working group formed by the Colombian government as an element in its investigation.
The FAA pledges its full cooperation with Colombian authorities and urges their timely
completion of the investigation. The FAA looks forward to assessing their final report to
determine areas requiring action to enhance aviation safety.
###
12/27/95
19:33
202 267 3227
FAA AGC 1
005
a0930reute
r i.. BC-COLOMBIA-CRASH 12-27 0422
BC-COLOMBIA-CRASH
Rebel sabotage cited as factor in Colombia air crash
By Tom Brown
BOGOTA (Reuter) - Lack of radar coverage caused by guerrilla sabotage
of a radar station and authorities' inability to rebuild it may have
contributed to last week's U.S. airliner crash over Colombia in which 160
people perished, officials said Wednesday.
Martin Gonzalez, a spokesman for Colombia's Civil Aviation Authority,
told Reuters the Santa Ana radar station in the Andean mountains south of
Cali was destroyed by leftist guerrillas three years ago and had never been
replaced.
''We haven't installed a new one because the guerrillas won't let us,''
Gonzalez said.
As a result, air traffic controllers in Cali, the fatal flight's
destination, had no way of knowing that the airliner was 12 miles off
course moments before it crashed because the remote, mountain area where it
went down is not covered by radar, authorities said.
An air traffic controller at Cali's Alfonso Bonilla Aragon airport
confirmed in a telephone interview that the disaster might have been
avoided if the Santa Ana radar station had been replaced.
''we could have alerted the pilot, said the controller, who spoke on
condition that he would not be identified.
He said it was not clear why the Boeing 757 had strayed so far off its
assigned course, but radar coverage clearly would have allowed controllers
to detect the problem and initiate a corrective course.
Aviation experts say only about two-thirds of Colombia's airsprace is
covered by civilian and military radar, contributing to the high rate of
near collisions in Colombian skies.
In addition to the Santa Ana radar station, guerrillas blew up a series
of aircraft navigation radio beacons across Colombia in 1992.
The beacons, usually located on mountains, emit radio signals that
allow pilots to map their location. Failure to replace one destroyed near
the northwestern city of Medellin was cited as the likely cause of a May
1993 crash in which all 132 aboard a Boeing 727 were killed.
Sixty 60 U.S. citizens were among those killed in last Wednesday's
crash of American Airlines flight 965, en route from Miami, which plowed
into a mountain four minutes before its scheduled landing in Cali.
The accident was the deadliest involving a U.S. carrier since 270
people died in the bombing of Pan Am flight 103 over Lockerbie, Scotland,
December 21, 1988.
Only four of the 164 people aboard the flight survived, along with two
dogs plucked from the wreckage -- the first on Friday and the second
Monday.
REUTER Reut13:31 12-27-95
DOT faa
- Boeing 777
CABINET AFFAIRS ROUTING SLIP
DATE:
ACTION/CONCURRENCE/COMMENT DUE BY:
FOR YOUR INFORMATION
FROM:
STEPHEN B. SILVERMAN
DEPUTY SECRETARY TO THE CABINET
DEPUTY ASSISTANT TO THE PRESIDENT
SUBJECT:
LEON PANETTA (JEN PALMIERI)
1FL WW
HAROLD ICKES (JOHN SUTTON)
1FL WW
JOHN KOSKINEN
260 OEOB
EVELYN LIEBERMAN
1FL WW
MARVIN KRISLOV
128 OEOB
KITTY HIGGINS
2fl WW
BoB LITAN
246 OEOB
JOHN ANGELL
178 OEOB
MIKE MCCURRY
160 OEOB
DON BAER
GFL WW
ANNE MCGUIRE
160 OEOB
KRIS BALDERSTON
160 OEOB
LINDA MOORE
115 OEOB
JEREMY BEN-AMI
218 OEOB
JENNIFER O'CONNOR
1111/20EOB
EMILY BROMBERG
106 OEOB
ToM O'DONNELL
2FL WW
GABRIELLE BUSHMAN
196 OEOB
JACK QUINN
2FL WW
MICHAEL DEICH
209 OEOB
LEE SATTERFIELD
124 OEOB
JOHN EMERSON
148 OEOB
WENDY SMITH
115 OEOB
RAHM EMMANUEL
1FL WW
DOUG SOSNIK
GFL WW
ERIC EVE
115 OEOB
GENE SPERLING
2FL WW
T.J. GLAUTHIER
246 OEOB
GEORGE STEPHANOPOULOS
1FL WW
MARY ELLEN GLYNN
GFL WW
STEPHANIE STREET
GFL WW
MARCIA HALE
2FL WW
GINNY TERZANO
GFL WW
KAREN HANCOX
GFL WW
BARRY TOIV
178 OEOB
LARRY HAAS
253 OEOB
MICHAELWALDMAN
214 OEOB
NANCY HERNREICH
1FL WW
ANNE WALLEY
GFL WW
ALEXIS HERMAN
2FL WW
DAN WEXLER
117 OEOB
LEE ANN INADOMI
160 OEOB
KATHY WHALEN
139 OEOB
FEMA
DOT
ANGELL
178 OEOB
ANGELL178 OEOB
BUDGET
CHOW
107 EW
DEICH
209 OEOB
HIGGINS
WW
ENRIGHT
1FL WW
HANCOX
GFL WW
HAAS
253 OEOB
HALE
2FLWW
HIGGINS
2FL WW
HANCOXGFL WW
LITAN
246 OEOB
LITAN
246 OEOB
MCHUGH
MURGUIA
112
O'CONNOR 111 1/2
TERZANO
EW
TERZANO
GFL ww
WALDMAN
GOLDBERG
Transportation Issue
JANUARY 19, 1996
TO:
KITTY HIGGINS / STEVE SILVERMAN, CABINET AFFAIRS
GINNY TERZANO, PRESS OFFICE
FROM:
STEVEN AKEY, DEPARTMENT OF TRANSPORTATION PUBLIC
AFFAIRS Bill Shk Son SH
RE:
BUSINESSWEEK STORY CRITICAL OF FAA CERTIFICATION
OF BOEING 777
Earlier this evening, Businessweek announced publication of an
investigative story critical of the FAA's certification of the
Boeing 777.
The Businessweek press release (attached) says the story cites
unnamed FAA sources who believe that "top level agency officials
at the FAA [overruled} safety concerns raised by the agency's own
engineers."
FAA Public Affairs is preparing a response to inquiries (Reuters
and Bloomberg so far) which will reflect the information in the
attached FAA briefing paper.
The bottom line is that the FAA will state that the 777 has
undergone the most rigorous safety testing ever performed and the
aircraft has fully measured up to its standards for safety.
We will update as developments occur.
6/2'd
JAN 18 '96 06:58PM DOT/OST PUBLIC AFF.
JAN. - 18' 96 (THU) 19:37 FAA APA-500 WILLETT
TEL: 202 267 5358
P. 001
JAN. (THU) 18:19
TEL:2028988383
P.001
JAN-18-1996 17:20
BUSINESS WEEK
P.02
NEWS RELEASE
BusinessWoek
Contact: Christine Summer Bor (212) 512-2882
BUSINESS WEER'S CONTENTS EMBARGOED UNTIL 5,15 P. ME (JANUARY 28
BUSINESS WEEK INVESTIGNTEOK: DID THE FAA ON BORING?
NEW YORK, N.Y., JANUARY 18, 1996 -- A four-manth investigation by
BUSINESS WEEK has revealed that, for moze chan cut years Federal Avia-
cion Administration efficials have been engaged in a Highly contentious
debate with Bosing Co. chat raises serious safety issues about Boeang's
nevest jumpo Jert, the 777. The report appears in the Jan. 29 BUSINESS
WEEK, out today
The issue: Fan blades on the 777's huge evin engines are extre
heavy. If a blade broke in flight. some say is could destabilize the
plane. Such breaks are not menown: 24 other jet have
reported fan-blade breaks since 1990. Although no crashes have resulced,
PAA safety experts fear that with the greater aiza and weight of the
777's blades. a break might shake the 777 cockpition Badly PTT pilots
could not read the flight instruments incressinglithe risk of a crash.
Despite the Worries, FAX soundas say Boeing appears to have done only
limited testing to Bee now 'Loe 777 would react if a blade broke.
BUSINESS WEEK reviewed dores of internal FAX documents and held
lengthy interviews wich numerous mid-level engineers and safety in-
spectore at the agency. including several who worked directly on the 777
certification project. These sources--most of whom spoke anonymously to
BUSINESS WEEK for fear of reprisal--say shat many FAA officials concinue
CO question whether the plane has been adequately tested. "It's an issue
of satery," says one FAA engine specialist.
Boeing officials declined to commone for BUSINESS WEEK'S article.
In a written statement. the company maintains that "no airplane in his-
cory has been tested as thoroughly as the Boeing. 777.- Top EAR officials
in washington also vehemently defend the plane and the FAA safety ICVIAY
process.
Well-placed FAA source: see the issue differently. They believe
that pressure to meet Secing planned certification date for the plane--
Apz. 19, 1995--led top-leva officials at the FAA CO overrule safety con-
cerns raised by the agency own engineers. Critice cide the agency's
dual mandate: The FAA's charter ealls for ie to ensure the safety of the
public as well as to promote the U.S. aviation industry
since June, Boeing's 777 has been logging daily flights between Chi-
cago and Washington. Last week, Malaysia Airlines placed a 54 billion
order that included 15 of new planes.
#
#
1221 Avenue l'Americas New York, NY 10020
Bob Howky
267-566
6/E'd
JAN 18 '96 06:58PM DOT/OST PUBLIC AFF.
JAN. - 18' 96 (THU) 19:37 FAA APA-500 WILLETT
TEL: 202 267 5358
P. 002
JAN (THU) 10:19
TEL:2028935333
P 002
JAN-18-1996 17:25
BUSINESS WEEK
P.03
The Corporation
INVESTIGATIONS
DID THE FAA GO EASY
ON BOEING?
To O.K. the 777 jumbo
on time, the agency
downplayed a possible
flaw, some engineers say
ince June, Docing Cd.'s nowErL
certification project Thene sourchi-maze
PRESSURE POINTI Fax blades on the
S
Junise Joh the 777, has been leg.
of whom spake anonymously for this I
777's hupa orgines BT4 REtra
ting daily Higher belveen Wash-
Liela DUE of fear of that
hoevy. If B blede broke in Might. JOINE
ingion and Landon With is So-
many FAS officials mildrus to question
savine could deslabites the plan.
physicated new design-drawn up
whelher the Diare has been adequately
antiroly on a computer acraen-the $4
Lested. "It's an inco of uniery." says one
1995
toolered allicials pl the PAS to
billion acrepaft program Is a technologies!
FAA engine specialist. referring to cun-
OUBITUTO repoty
concerns Frided by the
and commercial triumph for the nation't
carns chat the 777 could be severaly
agency's
DVD) engingers. Keenly were
largest plane manafacturez The $1 bil-
destabilized If a fun blade broke. "IL
the Bacing's a Inmerestizacion schedule
Man MAleysia Airlines order last work
could land La castrophs."
depended on meeting the dendline,
that included 15 of the NAW planes con-
DULL MANDATE Buring executives do
these sources drgue HALL FAn marage-
Armed the many in the setation in-
elined to comment for this srude. In B
ment started We TII an operating cer-
dustry alrondy knew. As the hot-sall-
written atstement, the ampany min-
cificate without adequately tasking For
ing 777 Liskes off, Boeing is soaring
talns that "no surplane in history has
the potential design Bsw. Oritice ILY
ahoad of rivnis.
been tested as thoroughly as the Bueing
that such problems stam from the
But B four-manch Investigation by
777." Top FAA officials in Washington
Agency's duel mandats: The BRA'R charl
BUSINESS WEEK has revolled that, for
also vendmently defend the Dime.
ter allo For it to ansure the oufety DE
more than ENPO years, Federal Aviadon
Thomas Sweeney, director or the
the public AB well eg to premote the
Administration officials have been cA
Yes signature cerditation supvian, БОУЗ
U.S. avistion Industry. "The PAL is cup:
62688 in a highly consentions Debate
that Lf be believed the plane was unite
poind to regulate the manufacturers is
about a possible TT. design problem that
he'd have stopped certification "in
airline sifety," compleing one
raises serious Daisey fasues. JUSINGS
The sirplans has EVERY
Inspector Washington lengues how um-
WEEK reviewed scores of insernal PAS
75 required to Test"
portant the plane II to Bacing's endra
documents and held langthy interviews
But (well-placed PAR ADUPORS Bee the
exiptence."
with numerous midiaval engineers and
issue differently, They believe that pres.
McSorency
denies that contention.
anloty inspectors at the 4dd factuding
turn to meet Haring's planned certify
While aircraft
manufacturers "try to
several he worked directly on the T77
cation date for the blane-Apr. 19,
hold to their
paptification dates," be
51 BUSINESS ween JANUARY 29. less
JAN 18 '96 06:58PM DOT/OST PUBLIC AFF
JAN. - 18' 96 (THU) 19:38
FAA APA-500 WILLETT
TEL 202 267 5358
P. 003
JAN. 18' 961THU) 18:21
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JAN-18-1996 17127
BUSINESS WEEK
P.04
DECUT that
might severely destabilize
WAS THE 777 ADEQUATELY TESTED?
the ipinns.
Such branks are not un-
known: 24
the Jec airlinors have JE-
h these exempts from unders PAA documents
parted
Pass
lade brokks since 1990. N.
agency afficiate question Boring's servey date on au m
Brough no Jun have resulted, Pad
and Boring indially result LA perform. mare Larpy
"bay expents ! chul the gronter eise
diwnien:
=: the 7773 DIXOCU would
like Tich MP mare dascabilia-
ne They END LY&E the 777 cockpie
might Phake x bodly thru place could
not read the Hight instruments, in-
Teasing the risk of . crash. And the
an - gars, they say, remains
inkleer. Indeed, continued conserns
ave
led
LAS 54A to consider new rec
in
Br.
Wistion with the avia-
on industry
Deephs the corries The CORPCES say
acing
to have done only LLA-
tasting k.
QB how the 771 would
* if a birth kroke. And with no POE.
Mone B 25 tooks specifically Faquir-
-18 such date the PAR appliers to have
The FAA's complaint;
backed
down
days before
Boeing's analysis
Cont-From L ye Florg bld Le get Bacing
CO de TITTE chapugh cases. "Baning did
of a blade break was
Boeing's response:
notice
teyond
the bare minimum PE
"inconclustve." The
"The analysis and
quiraments.
14/1 one FAA engineer.
DISCRIPT EVER. Top PAA officials whe
analysis and flight
data provided more
manely deny ** TDAY Indiat their
test experience "do
than substantiate
LETTLE of the F are sufficient Mo-
Sweeney the plane would bear no
not adequately prove
compliance
Boe-
increased risk of defestilling vidraziona
that the equipment as
ing has no intention
If alblada ware
LO brask, With the de.
migz of the "
'Toakes the engine-im-
installed in the 777
of doing any further
balance
Issume
&
ste mare important to
will survive."
testing."
del with," he maintains it. does net in
crosse Line charcel of pllow' lodng con-
ant Instead no argues that wheations
mainsains that the PAA Aid not ruch LA
bu panalties. It's an economic insue."
would be no -= than chose as of 747.
mett Boains's as But this Is not
in the SRD of the 777, the Has and
Asy he adds TX pollors would be able
the first time the PM has fuced cridciam
Busing worked together more dady
tomather.
cc.tral simply by lewering
or Deine 200 clase to planemakers. In 1
than usual: 4 purt of its strengy for
though FAA BOUTCOE say
Canara' Accounting Office report on the
grouns the 777 up and Aying in record
this solution
is
ITSTEF dispute. The three
FAM'F certification practices published
time, Boolng and the FAA assed to a
makers of for the 777-Patt
last year. the agency was criticlated for
cooperative sertification process from
+ Whithey,
Centeral Elocuric, and Rolls
exercising week oversight. Normally,
the Doeths kope the agency In-
Roycc-also
dety any problems. Wa're
Lne agency works deady with the men-
formed of the plane's design at away
confidence citils
a completely reliable
ufactiirar during the final states of de
stop. allowing problems LB DO worked
and depanded:
gireraft-engine combl-
sign of B new plane. After condueding
euc they ITEMS
nation.- Reys
a Prace & Whitney
Hight tests and reviewing compliance
The debate over sucry name from
applicamen.
with FM regulations, the agency is ND
concerns about the size and weight or
For now,
Becing If the only ment
peand to rpprove new planes only when
the part blader in the 7777 unitually
focturer to face
such questions because
all problems have been worked out
large for another Because the TTT WM
the TTI ontial
is che press angine
COZY TIE-UP. Buc the EAD report aid-
designed with No the rether than
ever put en a
commercial alrowh But
eized the agency for depending exter
the tour common in proviews long-haul
the industry
*end is moving toward
gively on own engineers
models must Md the 747, to fan bludes 5
bigger ingrea
and Fivels won't выдре
to approve much certification Leating.
Dister and for habrier In their largose
that debate.
us in not just = Boaing
Md Sleven Calve, the reports sothor,
configuration. for arample, the 777 fan
problem." MY
Thomas Bowlrow, En
ways the are also found, that the FA4
blades bulk by Pract à Whichey each
TAA engineer
ho worked dearly OR
approved new planse even when tanks
weigh W pounds-mare Use three ames
277 certifich
remained. "AL the and, there are lots of
the welght of there built for the 747.
The P.CO
sodes is central LO Boe-
chings the Tab is trying 50 l'esolve, but
Therain lies the problem: Numerail
inp &
maintain its lead in the
manufacturers have cold there planes,"
FAA engineers trapectors fear that E
michal market
with 350 to 400 aeats,
REYS Crive They have to make de-
one of therse givent blades ware 5 Dreak
the 777 competer with the A-840 and
liveries by specific detas or they
La flight, transanders vibrazions canld
AMO jumites
produced by the Eurol
" 1006 57
6/5'd
JAN 18 '96 06:59PM DOT/OST PUBLIC AFF
JAN, - 18' 96 (THU) 19:38
FAA
APA-500
WILLETT
TEL: 267 5358
P. 004
CAN 18.961THU) 18:32
L:1028988383
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JAN-18-1996 17:29
BUSINESS WEEK
P.05
The Corporation
Pean consortium Airbue Industria and
the FAST Septicle nifice, warned Roading
M
Mar
4.
1196,
otter, the FAA washed
with the KD-11 from St Louis' Ms-
that 11 (t wanted La win m eartification
chat Booling's analysis P&S "Theanclu-
Donnall Douglas Ours. With world de-
on Apr: LB, it - "smperative" to pro-
given and bat 14 TODON) not edequally
mand entimated at more then a,DoD for
vide MON by Jar. 31. Naicher
produc that the equipment xa installed in
such jumber suar the лехідено decades,
Gender ner Riggin would comment.
20 in will SUN the Virration lovels
Bodne Quince an the 777 to Fuel -
Becing's response RAMG on Feb. 7. In
Buing projecte
for yours. IL "orll be Boaby's meet in-
D letter to Rigzin, Timothy E Hickons,
A month Later PAA encincers were
portant product." Mays Edmund S.
Becing's 777 manager, 6c-
self walting. According to E internal
Creadles publisher of Modiat
knowledged chat Docing was Also -
meme dated A.br. 10-16al nine days
in Ponte-Vadra Bauch, FAX By 2000, no
carned Lbout the affects af an unbal-
before FAA warned
estimates the 799 account for 612
Ancad engine. Bus be argued chol
Beeing that the plane could net be ag.
billion 5 Annual - of Bacing's
preved without such data. But Bocing
projected new-airent revenues.
777 SALES TAKE OFF
граiл disnissed the demands. The
The 777 promises & benefits (or the
analysis and duca provided more thus
airlines, son. Analyal William B. WHIL
Film
substantiate compliance." Bocing ye-
Isw Jr. of Portland (On) brokerage Pm.
UNITED AIRLINES
14
sponded. refort, there in na need
doe Crust Securities estimated the two-
for additional to ting. and Bosing has no
cagine plane could COG funl COSTA 20%
ENCLAPORT AIRLINES
M
"
intention of daily any Airther taxting."
below the 747, oven M It more
ALL NIDPON AIRWAYS
21
12
"НДУСИ BHETORIC.- de-
cargo and passengers. That has wan
SAUDIA
U
seribas such " COMMON "Zt's
planty of sustomers United Airlines
the in the callification
inc. oldered 34 and took delivery of
SPICISH AIRWAVE
14
IS
products
FLUE
londs to the mary have
the fust of them In May. Boaing has
JAPAN AIBLINES
19
to
today." he tays
BuL other Гла afficials
Hold 245 of the planes to British Air.
11
argue
that
MALAYMA AIRLINES
such A late, heated exchange
ways Japan Alrlines Continantus Air-
is unumal.
There's always 23 cortain
THAN AIRWAYS
"
lines, and others. Although BOWD of
amount of disagreement," says Jack A
the questions about engine Imbalance,
CATHAT PAEIFIC AIRWAYS "
"
Bain, who entired in 1985 all the man-
'wo're pleased with the performance of
KOREAN All
"
I
april B the PARK North East prepeller
the sirplane and of the linging " myl
dire
totals, the primary wat
Gardon A. McKinsio. United's 777 Drd
OTHERS
se
n
requiremble ongine artications, "But
gram manager.
TOTAL
203
120
generally, . conduction clocan't dogan-
The PM debate crystailized in No-
erato
into
such
hersh
rhecards."
BITA TOLE into LINELLI
wember, 1983, when a 747 of Cathay PM
In A meeting on Apr. 12 FAS angt-
one Alrways Ltd. Gew I-Tan blorie over
A
are specified neveral
the Pacific Ocean.
BORNO'S
cests Socing sdu need.
FUTURE VIRCES
The break produced
on THENTI
bd 5 do to allay lta can-
such severe viarations
terms: ThE Fre asked Ear A
that the pliots considered
"full sirplans Last" in the air 9
disching the plans tn the
show that the plane pould continue 9
3016 Although the
fundion The - also asked Beeing to
quentually landed
doe simulation using the ax-
suchy, the incident
peeted level DE vibrations DYAP a az-
TAB engineern then 19
Realam had laked into the baue and
tended time period, to show that pflets
viewing the 777, In May. 199d,
Darrell
considered the plane asia, Noneogh it
untill be able b read their insuruments.
M. Pederson manager of the FALA'S
VL Without documentation" to demon-
And they askell about potential for in-
transpart-Airplane directorate, ordered
street in claim-sinco It Wes under no
netion to passepress.
Booing 9 produce that a ander Can-blade
"regulatory requirement E provide it
Finally. en Apr. is and 14, Beeing nb
loss would not the continued
Under continuous preseure from PAA
mitted additional documentation. in re-
ease flight and landing of the 777." PEd-
engineers however, Besing partially -
aponse to demande for a Full plane case
erson vm act by che FAA to
lanued On Feb. IQ Bacing - the
M.Swenney
R that no use N test
comment, but McSweaney now down-
agency information these it claimed
UM
then
done
Grand Boring submitted
plays such team TAB Padine in-
showed the leval of vibrations a 777
data culled
from 1,000 previous Might
cident made are to be "Ir more se
would ruffer if a fun blade did brank In
the Mogoth
t, Bacing argued, plots
rious" than 11 wM, be INA.
a Lorten Hickcox anned that the a
had soon an
our under havy
Danis EXCURES Neverthricas, over
pacted. vibrations would be Tourn
clans with R
However, the
the following year the PAS Beat &
able"- Blanc that passangers and pi-
nour WHY made up A rough-
stream of latters to Bosing asking for
Late would ramule -
incidents ach harding no
such proof PAA officials complained
Bat the latter did betwa LD mollity FLL
main than an
moonds
About Boung? lack of response: Don
engineers' In documents, the
As
for
B
Last
ald E. DELIVER of the airtrame
FAA argued that Roading had mmply 23-
- that pDots and other ere
brand al the FACE
serteck 14 Endings without providing
members Would be able partorm.,
place In SeatUs, wrote in ane Internal
date a back them up. La one bring
Besing sted rurineering acadies that
document chan Roaths always had "ORE
paper. ELL envineer Jeney E. Duren
It claimed showed Usat the vibracione
excuse of shocher" for not providing
complained that Dosing's Andings wan
would be to these esperienced
the data Finally, in - letter Assed Jan
Incomplate" and unikely 5 provide
- B 747. Boaing also submitted a Pe-
26. 1825, Danald L Riggts, manager of
"ererlible of its claims. And in
DOLL from and of iss - represents
so AUSIPESS WEEK , JANUARY a 1995
6/9'd
JAN 18 '96 06:59PM DOT/OST PUBLIC AFF.
JAN. - 18' (THU) 19:39
FAA APA-500 WILLETT
TEL: 267 5358
P. 005
JAN 96(THV) 18:23
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JAN-18-1996 17:30
BUSINESS LIEEK
P.06
lives. The Bozing rap traveled a 300-
oral flight simulation facilities and ten-
dervent vibration tosts at lawsls that
Boxing claimed "ware representative of
blade-auc windmilling Af-
top the rep reported that he had no
trouble reading. writing or spenidng
during the vibrations Books argucal
thes there with B need of purther test-
inc. M for again
concluded Bat, under this - vibra-
tion levels IL estimated sach lawels
"would not cause injury 10 passengars."
Apperently, that we though to par-
Lary cop Pra aliders On Apr. 18. Ped-
erson автвед chaz Bacing|bad provided
eduquate data The next day, the plane
won certification on schedule
NEW RULIST BUT allia within she
agency may the tants Bacing submitted
remained a below the standard they
had demanded for mare: B yours
and did HECE to allay chair Tears, One
TM inspecter closely involved in the
777 sertification the 767 cam-
partner as "apples to cranges He and
athers also say chac rach tasts do na
Accreate the vibizdon Levels pleas would
experience QUOT & lengthy time period.
"Unjess you put a dummy by a mant and
shake it for un extended pariod of time
BE expected lovels, you haven't proved B
thing." shyd the inspector
McSweney defends the decision a
move thead with the cordification "Dan
gone imbalance) to & Surly hew - be
says. "We'n all Lbs time."
Indeed, the subject has become one of
the main agenda Icems dide Aviation
Rulemalding Advisory!. Committee
(ARAC). a advisory enrup
of officials
that develops Daw adrline regulations
The group la stadying pasable changed
in The rules Meeded LD Beal with the
dengers of typthed by Mrgor
origines. Numarous ARAD group mom
bern asknowladge that current regular
dene-developed in the 1950s, when for
blades was ha amaller-do not require
adequate testing for Lerge engines "Im-
belance is more of BY INIC than 11 -
in che past," asys Larry HanDon TEAM-
ager of leads and dynamics far Cult
ДЕУВШЕВ Aerompace Carp. in Severnah,
Gs. was add reviewing what the ro-
quirements ought to B.
The FLATE McSwashey yreed thore is
a need for more study. started this
debate: we wanted the details," he теуь
One remain being considered. alemgaide &
drop tn the plane's requiring -
ploriva below to be Installed) a class in an
emergency the affacted argina world be
blown on the wing. Und CREDS bafety
insues are more dearly reselved, that
may be the Dont the to offer.
By Cludatina Dol Valid and Michael
Schroader LTK Washington
so BUSINESS TEEK JANUAR
79. 1990
TOTAL P.86
6/2'd
JAN 18 '96 07:00PM DOT/OST PUPLIC AFF
Public Affairs Contact: Diane Spitaliere
January 19, 1995
APA BRIEFING PAPER
News Organization: Business Week
Subject: Certification of the Boeing 777
Reporter: Christina Del Valle
Scheduled to Run: Monday, January 22
FAA Official(s) Interviewed: Tom McSweeny and several members of the agency's Seattle
Aircraft Certification Office.
Background: Christina Del Valle has been conducting interviews of FAA officials, as well as
Boeing employees, on the certification of the Boeing 777 for the past two months. The genesis of
her article is that FAA "caved in" to pressure from Boeing and certified the aircraft without
proper testing and analysis. In particular, she is citing an engine fan "blade out" test that she
believes was not properly conducted, causing the aircraft to be unsafe. She is using FAA memos
to Boeing to support her case, even though it was explained to her that they are predecisional
documents and part of the routine certification process. She is claiming that there still exists a
debate within FAA and industry as to whether the aircraft was properly certified. Because FAA
officials -- as well as Public Affairs officers involved - expressed concerns about the accurate
reporting of this issue, a meeting was established with key editors at Business Week and Sandra
Allen, assistant administrator for Public Affairs and Tom McSweeny, director of Aircraft
Certification. Key questions from the interviews spanning a two-month period are as follows.
Q1. The FAA prompted Boeing to submit additional vibration data on the engine fan
"blade out" issue right up until a few days before the Boeing 777 was certified. How is it
possible that Boeing complied with FAA's request so quickly? Further, how did the agency
adequately evaluate that data in such a short time frame?
The process of certification and the development of the analytical tools to accomplish that
certification took several months, and in some cases, years. The fan "blade-out" condition
dictated three basic questions that needed to be answered: (1) Was the structure able to withstand
the unbalance loads?; (2) Was the crew able to continue to safely fly the airplane during the
vibration event?; and (3) were the flight critical airplane systems able to sustain the vibration
without failure? The issues that were summarized in a letter to Boeing a few days before FAA
approval were a list of things remaining to be completed before certification - many issues had
already been resolved to our satisfaction. With the resources Boeing had dedicated to the "blade-
out" issue, they were able to respond in the short time available. In all, Boeing had over 90
people working at one time or another on the blade out issue
6/8'd
JAN 18 '96 07:00PM DOT/OST PUBLIC AFF
Q2. With reference to the engine fan "blade-out" condition, why did the FAA opt to
conduct simulated tests, as opposed to actual testing?
The FAA originally requested that Boeing demonstrate in flight that the B-777 was capable of
sustaining the vibration from the "blade-out" condition. Boeing convinced us that during the
more than 1000 hours of flight testing, the airplane encountered enough high buffet and vibration
test conditions that had already demonstrated the ruggedness of the airplane systems. The FAA
reviewed that data and determined that the level of vibration encountered in flight was similar
enough to that predicted for the "blade-out" condition. Thus, the flight tests were already
accomplished and further testing was unnecessary.
Q3. There was real concern within FAA over the 1993 Cathay Pacific incident where a 747
experienced an in-service "blade out" condition. That incident prompted an intensive look
at this very issue during the 777 certification process. Does FAA feel confident that Boeing
adequately addressed all concerns raised over this issue? If so, what data did they present
to allay your concerns?
The Cathay Pacific incident was the first time it became apparent that the new, larger fan engines
had a greater impact on airplane survivability should there be a fan blade failure. That knowledge
caused the FAA to immediately require Boeing to assess those failure consequences during the B-
777 certification program. Boeing presented seven reports and other technical data that fully
responded to all the issues raised by the FAA. That technical data was found acceptable by the
FAA. The data was in the form of analysis, laboratory test data and flight test data. All of the
data is considered to be proprietary or trade secret data and has not been released to Business
Week. That is somewhat unfortunate as it reduces our ability to definitively show Business Week
what we used to make our decisions. The writer appears to have concluded in the absence of this
data that the FAA did not properly certify the airplane.
Q4. If there is such complete agreement within FAA and Boeing on the certification of the
777, why is the issue of engine imbalance due to a missing fan blade still under review by
the Aviation Rulemaking Advisory Committee?
With the Cathay Pacific incident, the FAA saw a need to review the certification of airplanes with
fairly large fan engines (MD-11, B-747, A-330, A-340) to make sure there were no unsafe
conditions should one of their engines suffer a blade failure. After the B-777 certification, the
FAA called a meeting of all of the interested parties and discussed what should be done to in-
service airplanes to better protect them against a possible "blade-out" condition, as well as
opening the discussion to explore new ways to certify for this condition. This is all part of the
agency's goal to achieve zero accidents.
6/6'd
JAN 18 '96 07:00PM DOT/OST PUBLIC AFF.
ferd wero
10 October 1995
MEMORANDUM TO THE PRESIDENT
FROM:
HAROLD ICKES
D gency Adminis tradem
RE:
FEDERAL AVIATION AUTHORITY(?)
Attached is a copy of a memo to Leon and me from Bob Litan, of
OMB, explaining a "white paper" prepared by Litan's staff
regarding the FAA's problems with its modernization and
maintenance programs. Also attached is an 11 August 1995 memo to
Leon and me from Secretary Pena regarding air traffic control
outages.
9/29/95
V
Somy Hall i/
2
-
meach tell low pen backs that
they must be me vocal on the critial mus
.
+
Prable recture whiches -- PER
3
Printyated so defferent innue -
the this worl
X
*
C
PEF- concerted 22/23 out
C
Haw to true it that into mutes
U
New mes to seper chone the medicaly
1
N New strayed shetow out or od -
reclime / medical -
Frunk Coeven if
- rust get Bill clutus ~ electad
coopers - can get two Hame both- -
- 95 project -
- agent 28/30 most vulumble republice licune
freshmen
-
paleme ussue
- e 4 to bellow as cuty -7 may -
received
- W ant to mm TV spat
- new $ :
lou, ... ARSCMF
300,000- 1199
&
New - bo at ad in NM
2 or to Goun 50 requested & the out - ratted
-
than wongery about debquates a w where
o'Kerpe - whenter T alto to orkente Fral come-
AFSUME
- Case-by- - case
- "1st crock" means they compete for of too
i> still m consederation w/ others
-
Shuldiner says Ballenoff signed
off on this
1st they privatized = Sec-8 j SEIU
was it
-other functions smaller in scale
NOV 09 '95 07:24PM AVIATION INTL AFFAIR
P.1
U.S. DEPARTMENT OF TRANSPORTATION 400 Seventh Street
OFFICE OF THE SECRETARY
Washington, DC 2059
OFFICE OF THE ASSISTANT SECRETARY FOR TRANSPORTATION POLICY
Number of Pages including this Page: 5
Date:
11/9/95
TO:
J.O'CONNor
Fax. Tele. 456-7929
456-6350
FROM:
JOHN LIEBER
DEPTUY Assistant Secretary for Transportation Policy
(202) 366-4450
FAX: (202) 366-7127
FAX MESSAGE:
NOV 09 '95 07:24PM AVIATION INTL AFFAIR
P.2
November 8, 1995
TO:
Jennifer O' Connor
FROM:
Janno Lieber June
RE:
Labor Concerns about FAA Personnel Reform
You asked how we are responding to labor's concern that the
personnel reforms provided for in DOT's appropriations bill would
effectively decertify the unions or otherwise change their status
vis-a-vis the FAA.
The Administration worked closely with the unions in developing
its corporation proposal (which, incidentally, had been suggested
by NATCA during the campaign). Throughout our push for reform,
NATCA has consistently cited the need to improve conditions for
union employees as a major rationale for change.
The decertification concern was never raised -- either by labor
or by anyone else looking at the bill -- until the end of the
appropriations conference. In response, the conference committee
-- with our support -- included report language clarifying that
the intent was to maintain the FAA-union relationship. See
attached pages from the October 20, 1995 Congressional Record.
In addition, Secretary Pena has written to the unions reassuring
them that no changes will be made in that relationship. A copy
of that correspondence is attached. Of course, we should provide
whatever additional assurances are needed.
The unions want to build back in the legislative guarantee of
recognition of the union, primarily to protect against possible
attempts for future Administrations to dismantle the unions. The
McCain bill -- which, as you know, the Administration is
supporting and which unanimously cleared the Senate Commerce
committee earlier today -- does this.
Also attached is the draft response to all the PATCO letters.
Please let me know if you need other information or materials.
attachments
NOV 09 '95 07:25PM AVIATION INTL AFFAIR
P.
10514
CONGRESSIONAL RECORD-HOUSE
October 20,
1995
section 1003 of the Intermodal Surface Trans.
velopment and Implementation of the new
Amendment No. 186: Retains language you
portation Efficiency Act. The House bill con-
acquisition system to the FAA adminis-
posed by the Senate expressing the serise of
tained no similar provision.
wator. not the Secretary. The provision
the Senate regarding 8 dispute between the
Amendment No. 872: Delotes Senate provi-
takes effect on April 1. 1996. as proposed by
United States and Japan over implements.
sion that would have allowed states to trade
the Senate.
Lion of the current U.S.Japen bilsteral svin-
in unobligated balances of funds authorized
Amendment No. 176: Reduces bonuses and
tion agreement. The House oill contained no
or appropriated for highway demonstration
cash awards for Department of Transpor-
similar provision.
projects to mitigate reductions pursuant to
tation employees by $752.852 as proposed by
Amendment No. 187: Includes Senate lan-
section 1003 of the Intermodal Surface Trans.
the Senate. The House bill included no simi-
guage which modifies provisions of section
portation Efficiency Act. The House bill con-
lar provision.
339 of the Department of Transportation and
tained no similar provision.
Amendment No. 177; Limits funds for De.
Related Agencies Appropriations Act. 1993
Amendment No. 173: Deletes Senate provi-
partment of Transportation advisory com-
(Public Law 102-388). The House bill included
sion that would have established interstate
mittees to $850,000 as proposed by the Sen-
no similar provision.
compact infrastructure banks. The House
ate. The House Dill contained no similar pro-
Amendment No. 188: Deletes Senate provi-
bill contained no similar provision.
vision.
sion that repeals section 404 of 23 U.S.C. and
Amendment No. 174:-Retains, with amend-
Amendment No. 178: Includes provision
Inserts language that walves the freight con-
ment. language in the Senate bill requiring
that enables the Secretary of Transportation
nage limit for rail lines benefiting from the
development of a new personnel management
to enforce and continue in effect the exemp-
Local Rail Freight Assistance (LRFA) oro-
system for the Federal Aviation Administra-
tion provisions of the Motor Vehicle Infor-
gram for a project near Wahpeton. North Da.
tion. The House bill contained no similar
mation and Cost Savings Act. The House bill
kota. The funds are proceeds from LRFA
provisions. The conference agreement in-
contains no similar provision.
loans that have been repaid to the State. AD-
cludes the following changes to the Senate
Amendment No. 179: Provides that the
proximately $2,300.000 may be used for the
bill; (a) the official responsible for develop
FAA Technical Center in Pomons. New Jer.
partial cost of a privately owned rail spur.
ment and implementation of the new person-
sey be designated as the "William J. Hughes
siding, and loading facility.
nel system is the FAA administrator, not
Technical Center", as proposed by the Sen-
Amendment No. 189: Includes Senate lan-
the Secretary: and (b) the new system shall
ate. The House bill contained no similar pro-
guage that would have delayed the restric-
not waive current law relating to veterans'
vision.
tion on the availability of certain highway
preference and unemployment compensation.
Amendment No. 180: Provides that no funds
funds and designated the National Highway
The provision takes effect on April 1, 1996. as
may be used to close Coast Guard small boat
System. The House bill contained no similar
proposed by the Senate.
stations or subunits. and allows flexibility
provision.
Management-labor relationship.-The con-
for the Secretary to implement aystem-wide
ferees believe that a harmonious manage-
management efficiencies. as proposed by the
TITLE IV
ment-labor relationship within the FAA is
Senate. The House bill contained no similar
Amendment No. 190: Restores House lan-
important to the effectiveness and efficiency
provision. The conferees support Coast
guage deleted by the Senate which provides
of the national airspace system. The con-
Guard downsizing and streamlining efforts in
for mandatory standards and procedures gov-
ferees do not intend that the personnel man-
general. but find that in this instance the
erning arbitrators and arbitration of labor
agement reforms included in this bill force
Coast Guard's methodology failed to fairly
disputes in the Washington, DC area.
the disestablishment of any existing man-
consider distinctions between small bost sta-
TITLE V
agement-labor agreement or lead to the dis-
tions, such as water temperature and sur-
solution of any union currently representing
vival time. leading ultimately to a proposal
Amondment No. 191: Deletes title V of the
FAA employees. Instead. the conference
which lacked critical justification.
House bill which restricts the use of funds
agreement provides the administrator of the
Amendment No. 181: Deletes Senate lan-
for improvements to the Miller Highway in
FAA flexibility to redefine the management-
guage that would redistribute funds made
New York City, New York. This prohibition
labor relationship to the benefit or the agen-
available for obligation authorized by item
18 included under amendment numbered 167.
cy and all of its employees.
21 of the table in section 1105(f) of Public
CONFERENCE TOTAL-WITH COMPARISONS
Administrator's working group.-The con-
Law 102-240 to carry out additional surface
The total new budget (obligational) au.
ferees have included bill language which re-
transportation projects in Louisiana. The
thority for the fiscal year 1996 recommended
quires the FAA to develop new personnel and
House bill contained no similar provision.
by the Committee of Conference. with com-
procurement reform plans. with the goal of
Amendment No. 182: Includes Senate lan-
parisons to the fiscal year 1995 amount. the
accelerating the modernization of the FAA
guage that provides for the transfer of cer-
1996 budget estimates, and the House and
in the most efficient and cost-effective man-
tain federal property in Hoboken. New Jer-
Senate bills for 1896 follow:
ner. The conferees believe the success of this
sey. The House bill contained no similar pro-
plan will. in part. depend upon the assistance
vision.
New Dudget (obligational)
of the entire aviation community. The con-
Amendment No. 183: Deletes Senate lad.
authority. fiscal year
ferees would like to Bee high level input from
1995
$14,214,401,000
guage which requires a five percent reduc-
the aviation community. The conferees
tion from fiscal year 1985 levels in the energy
Budget estimates of new
therefore strongly recommend that the ad-
costs of federal facilities used by agencies
(obligational). authority,
ministrator consult with the widest array of
funded in this Act. The conferees are aware
fiscal year 1896
35.468.964.831
interested parties in developing the new per-
that this issue will be addressed government
House bill. fiscal year 1996
12,810,725.806
sonnel and procurement systems. The admin-
wide by the Treasury. Postal Service and
Senate bill, fiscal year 1996
12,613,811,567
istrator should consider establishing B work-
General Government Appropriations Act,
Conference agreement. fis-
ing group to assist his efforts. The working
1996,
cal year 1996
12,660,532.831
sroup could include. but not be limited to.
Amendment No. 184: Deletes language pro-
Conference
agreement
representatives from the air carriers. general
posed by the Senate requiring the Secretary
compared with:
and business aviation. airports. aircraft
of Transportation to conduct 8 study of com-
New
budget
manufacturers. airline and FAA employees.
Detition and air fares in rural aviation mar-
(obligational) author-
and the Office of the Secretary of Defense.
kets 18 the United States.
ity. fiscal year 1995
1.533,868,189
Amendment No. 175: Retains. with amend-
Amendment No. 185: Includes Senate lan-
Budget estimates of new
ment. language in the Senate bill requiring
guage that would provide $1,000,000 to estab
(obligational) author-
development of 8 new acquisition manage-
lish and operate the Rellroad Safety Inscl-
ity. fiscal year 1996
22,788,432.000
ment ayatem for the Federal Aviation Ad-
tute. The House bill contained no similar
House oill, fiscal year
ministration. The House 0811 contained no
provision. The conference agreement also,ad-
1996
-130,192,975
similar provisions. The conference agree-
dresses this issue under amendment num-
Senate bill. fiscal year
ment changes the official responsibile for de-
bered 6.
1996
+65,721,294
NOV 09 '95 07:26PM AVIATION INTL AFFAIR
KIT
P.4
8
THE SECRETARY OF TRANSPORTATION
WASHINGTON, D.C. 20590
STATES . AMERICA
October 20, 1995
Mr. Barry Krasner
President. National Air Traffic
Controllers Association
1150 - 17th Street, NW, Suite 701
Washington, DC 20036
Dear Barry:
As you know, the Clinton Administration and the Congress are currently pursuing several
avenues to achieve Federal Aviation Administration (FAA) reform. Several of the
legislative initiatives grant the FAA authority to establish 8 new personnel system in some
areas, while preserving coverage by Title V of the U.S. Code in other areas.
The Clinton Administration has voiced strong support for the FAA reform proposal
introduced by Senators McCain, Ford and Hollings. One very important aspect of their
bill is its preservation of the statutory framework for labor-management relations,
Chapter 71 of Title V, within FAA. We believe that the preservation of this framework is
a necessary component of any reform legislation.
Also, we supported and worked to preserve Premium Pay for Controllers, and the
Conference Committee agreed to retain Premium Pay.
It indeed is unfortunate that you did not raise the DOT FY 96 appropriations bill language
with me until Wednesday. October 18, the day the conferees considered this issue. I
immediately went to work on this issue but, despite our efforts, we were unable to
convince the conferees to clarify the Chapter 71 issue.
The conferees included in the Statement of Managers language that makes it clear that no
labor organizations are to be disenfranchised by the personnel reform provisions. We
strongly support this language. You can be assured that we will continue to recognize and
support the existing labor-management statutory framework.
Sincerely,
Jedisics Pleas
Federico Peña
NOY NOV 09 '95 07:26PM AVIATION_INTL AFFAIR
PP.52
Mr. William A. Burga
President
Ohio AFL-CIO
271 East State Street
Columbus, OH 43215
Dear Mr. Burga:
Thank you for your letter regarding my decision to lift the ban on the hiring of
PATCO members. Your letter outlines concerns that the Federal Aviation
Administration (FAA) is not living up to the intent of that order.
On August 13, 1993, I sent a memorandum to the Office of Personnel
Management (OPM), stating that "PATCO members should be eligible to apply,
without preference, when there are openings with the FAA." Following that
directive, OPM worked with the FAA and the Department of Labor to devise a
system which would accommodate PATCO members who applied for
employment with the FAA, while ensuring fairness and equity to all applicants.
Since that system's implementation, the representation of former PATCO
controllers among FAA new hires has risen from nothing to 31 percent. Based on
a recently completed evaluation of the FAA controller hiring system -- which
took into account the current state of the staffing shortages at certain facilities -
the FAA anticipates that in Fiscal Years 1996 and 1997, at least 50 percent of new
hires for air traffic controller positions will be former controllers.
I am confident the FAA will implement both the letter and spirit of the order.
Please bear in mind, however, that the FAA budget for Fiscal Year 1996 allows
them to hire, at most, 100 air traffic controllers.
The FAA will periodically reevaluate their staffing requirements, thereby
ensuring that former controllers compete for new positions on a level playing
field. I assure you that my staff will continue to monitor this situation.
Sincerely,
ROUTING SLIP
DATE: 12/8/95
FROM:
STEPHEN B. SILVERMAN
Deputy Assistant to the President and
Deputy Secretary to the Cabinet
SUBJECT: DOT Tier II Projects
John Angell
178 oeob
X
Lorrie McHugh
166 oeob
Don Baer
g fl / WW
Janet Murguia
112 ew
Jeremy Ben-Ami
218A oeob
Jennifer O'Connor
111 oeob
X
Erskine Bowles
1 fl / WW
Tom O'Donnell
320 oeob
Susan Brophy
2 fl / WW
Leon Panetta
1 fl / WW
Gabrielle Bushman
197 oeob
Ron Klain
276 oeob
Barbara Chow
107 ew
Nancy Soderberg
g fl / WW
Michael Deich
233 oeob
X
Patti Solis
185.5 oeob
Rahm Emmanuel
1 fl / WW
Doug Sosnik
g fl / WW
Janice Enright
1 fl / WW
Gene Sperling
2 fl / WW
Jason Goldberg
2 fl / WW
George Stephanopoulos 1 fl / WW
Pat Griffin
2 fl / WW
Todd Stern/Phil Caplan g fl / WW
Marcia Hale
2 fl / WW
X
Stephanie Streett
g fl / WW
Karen Hancox
g fl / WW
X
Ginny Terzano
g fl / WW
X
Nancy Heinreich
1 fl / WW
Kim Tilley
287 oeob
Alexis Herman
2 fl / WW
Melanne Verveer
100 oeob
Kitty Higgins
160 oeob
X
Michael Waldman
214 oeob
Harold Ickes
1 fl / WW
Ann Walley
g fl / ww
Tim Keating
2 fl / WW
Dan Wexler
117 oeob
Comments:
TIER II FUTURE PROJECTS
San Francisco [BART to Airport]:
ROD expected- Summer, 1996
NE New Jersey [Hudson- Bergen LRT]:
ROD expected- Winter/Spring, 1996
San Juan [Tren Urbano]:
ROD Expected- Winter, 1996
Sacramento [South Extension]:
ROD expected- Summer, 1996
Denver [SW Corridor extension]:
ROD expected- Fall, 1996
St. Louis [St. Clair extension]
ROD expected- Fall, 1996
DATE: 30 Nov 95
DEC 07 '95 08: 18PM DOT/DEPUTY SECRETARY
P.1/18
Siusha-pill out 00 jap 4/6 propets
DISPRIMENT of
1.5kg tet's shd this and to
THE DEPUTY SECRETARY OF TRANSPORTATION DOT crew
UNITED STATES OF AMERICA
WASHINGTON, D.C, 20590
FAX COVER SHEET
19
No. of pages transmitted -- including this page:
Ro
To
: Steve Silverman
Telephone :
From
: Mort Downey
Telephone :
Re
:
Message : Followup to last week's meeting
The number for this telefax is (202) 366-3937. If you have any problems receiving this fax,
please call 366-2222.
FTA FY 96
FY 1996
FY 1996
BUDGET
APPROPRIATIONS
SCENARIO I
SHORTFALL
REQUEST
[ADJUSTED]
COMMENTS
Existing FFGAs
Atlanta-North Springs
42,410,000
41,900,252
509,748
Los Angeles - MOS-J
158,862,500
83,978,341
74,884,159
Dallas - South Oak Cliff
16,940,688
16,737,377
203,311
203,311 WILL COMPLETE FFGA COMMITMENT
Baltimore - LRT Ext
22,630,000
15,130,921
7,499,079
7,499,079
RESTORES FY 06 FFGA SHORTFALL
Boston - Piers - MOS-2 (So. Sta. to Wo. T1.)
22,620,000
19,810,008
2,801,112
2,056,740
RESTORES FY 96 FFGA SHORTFALL
Pittsburgh-Airport Phase 1
22,630,000
22,357,998
272,002
Portland - Westside/Hillsboro extension
108,000,000
128,575,779
(20,575,779)
New York - Queens
152,271,712
125,201,949
27,069,763
27,069,763
RESTORES FY " FFGA SHORTFALL;
REDUCES OVERALL SHORTFALL TO $7.95
M TO COMPLETE PROJECT
New Jersey - Urban Core/ Secaucus
85,540,000
79,285,433
6,254,567
Houston - Regional Bus
22,630,000
22,357,998
272,002
MARC- Commuter Rail Improvements
0
9,879,805
(9,879,805)
Sall Lake City- South LRT
0
9,642,195
(9,642,195)
SF Area- San Jose Tasman LRT (LOI)
22,617,600
9,879,805
12,737,795
12,737,795
ADDITIONAL FUNDS TO BE USED FOR
BART'S AIRPORT EXT.
DEC 07 '95 08:18PM DOT/DEPUTY SECRETARY
SUBTOTALS:
677,152,500
584,746,741
132,503,538
49,566,688
Less Los Angeles Shortfall:
74,884,159
TOTALS (EXISTING FFGAs]:
57,619,379
TIER II FUTURE PROJECTS
IGRANTEE REQUEST
SF Area- BART Airport Extension
0
O
0
NJ Urban Core- Hudson - Bergen LRT
0
0
0
5,000,000
PROVIDES FY 96 FUNDS FOR FFGA
San Juan Tren Urbano
15,000,000
7,409,854
7,590,146
$,000,000
PROVIDES FV 95 FUNDS FOR FFGA
Sacramento LRT Extension
2,000,000
1,975,961
24,039
5,000,000
PROVIDES FY 96 FUNDS FOR FFGA
Denver SW Corridor
0
0
0
St. Louis St. Clair Extension
2,000,000
2,000,000
0
5,000,000
PROVIDES FY 96 FUNDS FOR FFGA
0
Dallas RAILTRAN [CR]
15,000,000
5,927,883
9,072,117
4,000,000
ADDITIONAL INCREMENT TO CONTINUE
PROJECT; PARTIALLY RESTORES FY 95
FUNDING REQUEST
Fort Lauderdale, FL- TRI-RAIL [CR]
25,000,000
9,879,805
15,120,195
5,000,000
ADDITIONAL INCREMENT TO CONTINUE
PROJECT; PARTIALLY RESTORES FY 96
FUNDING REQUEST
LOSSAN (Los Angeles-San Diego, CA) [CR]
10,000,000
8,397,834
1,602,166
1,602,166
FULL y RESTORES FY 96 FUNDING REQUEST
TOTALS ITIER = PROJECTS]:
69,000,000
35,591,337
33,408,663
30,602,166
GRAND TOTALS:
746,152,500
620,338,078
£ 1,028,042
80,168,854
P.2/18
DEC 07 '95 08:18PM DOT/DEPUTY SECRETARY
P.3/18
BART EXTENSION TO SFO
IMPLEMENTATION SCHEDULE
BART is proposing to build an extension to the San Francisco Airport (SFO) from the existing
Colma station, a distance of 6.4 miles. The proposed route will serve the cities of South San
Francisco and San Bruno before interfacing with and paralleling the existing CALTRAIN
commuter rail line. The line then follows a curving aerial alignment to access the airport. The
route would also continue to Millbrae along the CALTRAIN right of way. The route will have 4
stations and utilize a combination of existing and abandoned railroad rights of way for the
majority of the locally preferred route.
-
The following is a summary of the anticipated time frame for the development and completion of
the BART to the Airport extension project.
May, 1993
FTA permission granted to enter preliminary engineering;
award of $22 million to conduct PE granted.
July, 1995
Amendment provides additional $33 million to complete PE
and finalize FEIR/FEIS for the revised Locally Preferred
Alternative (LPA).
Spring, 1996
BART/Sam Trans certify FEIS and adopt project.
Summer, 1996
FTA approval of Record of Decision (ROD)
Fall, 1996
Conclude FFGA negotiations with FTA
Fall, 1996
Award contract for D-BOM
Winter/Spring, 1997 Initiate Construction
Summer/Fall, 1999 Revenue service begins
Total Cost:
$847 million - $1.269 Billion
Federal Share at 75% (*)
$600 - 800 million (new starts funds)
Not to exceed 75% per MTC Resolution 1876
DEC 07'95 08:18PM DOT/DEPUTY SECRETARY
P.4/18
HUDSON-BERGEN LRT [URBAN CORE]
IMPLEMENTATION SCHEDULE
The Hudson-Bergen LRT project is an major component of the Urban Core program designed
to significantly enhance mobility in the NE New Jersey area. The total project is comprised of a
20.5 mile, 33 station between the Vince Lombardi P&R lot [off the New Jersey Turnpike] in
Bergen Country to Bayonne in Hudson County. The line passes through major activity
generators and connects with commuter rail, bus, PATH trains and ferry services. The first
operable segment, a 10 mile section runnning between Jersey City and Bayonne, is projected to
COSI $600 million.
The following is a summary of the anticipated time frame for the development and completion
of the Initial phase of the Hudson-Bergen project.
August, 1994
FTA permission granted to enter preliminary engineering;
award of $ million to conduct PE granted.
Winter, 1996
NJTC certifies FEIS
Winter/Spring, 1996 FTA approval of Record of Decision (ROD)
Spring/Summer, 1996 Conclude FFGA negotiations with FTA
Fall, 1996
Complete final design
Winter, 1997
Project Construction
Fall, 1999
Revenue service begins
Total Cost (1st Operable segment) :
$600 million
Federal Share (Same as total costs- NJTC applies toll revenues used for transit purposes
as local share)
DEC 07 '95 08:19PM DOT/DEPUTY SECRETARY
P.5/18
Hudson-Bergen Waterfront Light Rail Transit System
Northern New Jersey
(October 1995)
Description
NJTC proposes to construct the Hudson-Bergen LRT project,
a major component of the Urban Core program designed to
significantly enhance mobility in the NE New Jersey area. The
full project involves the construction of a 20.5-mile, 33-station
at-grade LRT line from Vince Lombardi Park-and-Ride lot [off
the New Jersey Turnpike] in Bergen County to South Bayonne,
Hudson County, New Jersey. The line passes through Port
Imperial, Hoboken and Jersey City. The outer ends of the line
will provide 8,800 park-and-ride spaces while the core routing
will serve high density commercial and residential centers in
Jersey City and Hoboken, connecting to bus, ferry, PATH and
NJT commuter rail services. The total project COSI is estimated
to be approximately $1.0 billion. Patronage forecasts project
that the line will be carrying in the range of 100,000 daily
passengers by 2010.
NJTC has selected a 11.5 mile "First Construction Stage" that
serves the Hoboken Terminal, Westside Avenue in Jersey City,
and East 34th Street in Bayonne. The cost of this initial
segment is estimated at approximately $600 million Later
phases will extend the line north to the Vince Lombardi
Park-and-Ride lot in Ridgefield, south to West 5th Street in
Bayonne and west to Route 440 in Jersey Citý.
Status
In February 1993, New Jersey Transit selected, as its locally preferred
alternative (LPA), a 15.3-mile, 24-station at-grade LRT line from Vince
Lombardi Park-and-Ride lot through Hoboken and Jersey City to Route
440 in Southwest Jersey City. Later in 1993, NJ Transit added a
5.4-mile, 9 station extension to southern Bayonne.
In mid-1993 NJ Transit initiated PE and the preparation of the final EIS
on the LPA. The environmental process is expected to culminate in the
issuance of a Record of Decision (ROD) by FTA in the Winter/Spring,
1996 timeframe. NJ Transit has decided on turnkey implementation of
the project. Preliminary engineering is underway and a consultant has
been retained to assist in packaging the turnkey documents and identify
possible opportunities for equity participation by the successful proposer.
DEC 07 '95 08:19PM DOT/DEPUTY SECRETARY
P.6/18
Section 3031 of ISTEA requires FTA to negotiate and enter into a full
funding grant agreement providing no less than $634 million for those
elements of the New Jersey Urban Core Project which can be fully
funded in FY 1992 through FY 1997. The Waterfront Project is
identified as one of eight elements which would be eligible for funding.
In fiscal years 1992 through 1995 Congress appropriated $330 million
for the "New Jersey Urban Core Project" which includes this project as
well as the Secaucus Transfer, the Newark-Elizabeth Rail Link and other
projects [Congress earmarked $79.3 million for the Secaucus Transfer in
FY 96].
FTA obligated approximately $29.1 million through FY 1993 to support
this project. Another $76.7 million was awarded in FY 1995 ($26.2
million in January and $50.5 million in August 1995). Total federal
funding awarded to this project is $105.8 million as of the beginning of
FFY 1996.
Justification
ISTEA states that the Urban Core project is not subject to the New
Starts criteria.
Mobility Improvements. The proposed project would provide guideway
transit service to existing and proposed new developments along the
New Jersey waterfront It would provide internal transit circulation
along the waterfront, and would connect with NJ Transit Commuter Rail
service at Hoboken, with PATH trains to Newark and Manhattan and
with the Port Imperial Ferry from Weehauken to Manhattan. The
original LPA (without the Bayonne extension) is estimated to save
almost 22,000 hours of travel time daily over the TSM alternative. Park
and Ride lots in Jersey City and Bayonne will intercept drivers bound for
the new offices on the NJ side of the Hudson who are presently caught in
tunnel traffic.
Cost Effectiveness. The cost effectiveness index for the original LPA is
$5 per new rider and the Bayonne extension by itself is estimated to have
a cost effectiveness index of less than $2.11.
Environmental Benefits. Northern New Jersey is a "severe"
nonattainment area for ozone. The region is categorized as a "moderate"
nonattainment area for carbon monoxide. FTA does not have
information specifically on the impact of the LPA on regional air quality.
However, the First Construction Stage is expected to reduce daily
emissions by about 0.3 percent in the study area and the LPA would
reduce emissions by approximately double that amount.
DEC 07 '95 08:19PM DOT/DEPUTY SECRETARY
P.7/18
Operating Efficiencies. FTA does not have information on how the LPA
would affect NJ Transit's operating cost per passenger. However, the
LRT line is a small fraction of the overall NJT system and should have
minimal impacts.
Local
The financial plan for the FCS has not been finalized. The prospective
Financial
plan is expected to involve a combination of FTA, State and private
Commitment
capital, with the exact mix to be defined in the course of the turnkey
investigations now underway.
NJ Transit will use locally funded projects such as the Kearny and
Waterfront Connections, and New Jersey Turnpike projects, as local
match for Secaucus Transfer, Waterfront and the Rail Link projects, as
authorized in ISTEA Sections 1044 and 3031. Since the project is in the
PE stage of development and since no financing plan nor source of funds
is in place for the entire project or the FCS, the capital financing plan is
rated "low." This rating will change if commitments for substantial
private sector contributions are received.
In 1993 the average vehicle age of NJ Transit's bus fleet was 8.9 years,
which is comparable to the national average of 8.3 years. The average
age of the rail fleet is 18.2 years.
DEC 07 '95 08:20PM DOT/DEPUTY SECRETARY
P.8/18
Tren Urbano
San Juan, Puerto Rico
(October 1995)
Description
The Puerto Rico Department of Transportation and Public Works
(DTPW), through its Highway and Transportation Authority (HTA),
has completed a Final Environmental Impact Statement (FEIS) and
selected a Locally preferred Alternative (LPA) that is described as a 17.2
km double-track guideway between Bayamon Centro and the Sagrado
Corazon area of Santuruce in San Juan, incorporating fourteen (14)
stations and a vehicle and trackway maintenance/storage facility. The
alignment allows for the future addition of two stations if deemed
necessary, one in Rio Piedras and one in Hato Rey. Approximately 40
percent of the alignment is at or near grade. The remainder of the
alignment, aside from a short below-grade section in the Centro Medico
area and the underground alignment through Rio Piedras, is generally
elevated above roadway rights-of way. The estimated capital cost for the
first phase of the project is $1.11 billion. Annual operating and
maintenance costs are estimated between $28 and $39 million. Under
the terms of the turnkey procurement, the selected contractor will be
responsible for the maintenance and operation of the Tren Urbano system
for a period of at least five years. Under the terms of the agreement, the
PRHTA will retain the option of extending this operation and
maintenance agreement for an additional five-year period.
In 1993, the Federal Transit Administration (FTA) selected Tren Urbano
as one of four Turnkey demonstration Projects under the Intermodal
Surface Transportation Efficiency Act (ISTEA). The Tren Urbano
project will be constructed and operated under a turnkey procurement
policy in order to expedite the implementation of the project and to
develop the necessary institutional capability to operate Tren Urbano.
Status
DTPW has prepared the FEIS for the Tren Urbano project. It is
anticipated that a Record of decision (ROD) will be issued for the project
in December, 1995.
Pursuant to the FTA's guidelines regarding the Full Funding Grant
Agreement (FFGA) process, an application was submitted to FTA on
October 10, 1995.
DEC 07 '95 08:20PM DOT/DEPUTY SECRETARY
P.9/18
Justification
Under the current financing strategy, the project would be exempt from
the New Start criteria because the Section 5309 share would be less than
one-third of the capital cost.
Mobility Improvements. The number of cars per capita in Puerto Rico
has grown to levels comparable to the mainland, but highway lane miles
per automobile are far below mainland levels, resulting in extreme
highway congestion, especially in San Juan. Travel time savings of over
10,000 hours daily are projected for the Tren Urbano project.
Travel time savings are calculated separately for work trips and
non-work trips and were calculated only for riders who use transit
under both the No-Build alternative and the LPA. Travel time savings
are valued at $4.80 per hour for work trips and $2.40 per hour for
non-work trips.
Cost Effectiveness. The most recent estimate of cost per new rider is
$3.79 (1994 dollars; 108,515 new riders per day) making this one of the
most cost effective projects currently seeking Federal discretionary
funds.
Environmental Benefits. San Juan is an attainment area for ozone and
carbon monoxide. Detailed information on the environmental impacts of
this project are included in the FEIS.
Operating Efficiencies. In the FEIS, the projected annual operating and
maintenance cost of the LPA is $38.8 million.
DEC 07 '95 08:20PM DOT/DEPUTY SECRETARY
P.10/18
Local
DTPW's financing plan proposes to pay the capital costs of the LPA for
Financial
Tren Urbano from three sources: 1) local revenues from the Puerto
Commitment
Rico Highway and Transportation Authority (PRHTA); 2) flexible U.S.
DOT formula funds; and 3) FTA capital program funds. All operating
costs, as well as debt service on PRHTA bonds, would be paid as part of
the PRHTA annual budget, established in accordance with standard
PRHTA budget procedures.
PRHTA generates revenues from gasoline taxes, oil and diesel oil taxes,
motor vehicle registration fees, and investment income. The Authority
will collect approximately $3.0 billion over the horizon of the cash flow
summary These internally generated funds will be used during FY 1996
and 1997 to meet Tren Urbano obligations.
The PRHTA has authority to issue revenue bonds to finance
transportation system improvements which alleviate traffic congestion.
The PRHTA intends to exercise this authority and issue senior and
subordinated Highway Revenue Bonds in amounts sufficient to meet its
capital construction needs. These bonds will be supported by PRHTA
revenues and HHWA flexible funds.
In addition to the Congressional earmarked funds that have already been
included in the FY 1995 budget ($5.0 million), PRHTA will continue to
seek FTA capital funds in an amount of $300.1 million.
The Tren Urbano financing plan is rated as "medium/high" because the
sources of the local funds needed to back the bonds are in place. Some
questions have been raised about the ability of these sources to fund all
of the programmed highway and transit improvements.
Funding to operate the existing bus system comes from appropriations by
the Commonwealth. The Tren Urbano deficits would be covered largely
by Highway Authority funds, and the Público (Jitney) operations are
privately operated and funded. These funding sources have been
adequate in the past and therefore the stability and reliability of funding
for operations is rated as "high." In 1992 the average age of the bus
fleet for the Metropolitan Bus Authority was 6.2 years, which is better
than the national average.
Other Factors
DEC 07 '95 08:21PM DOT/DEPUTY SECRETARY
P.11/18
Total
Appropriations
Balance
Funding
to Date
Required
Source of Funds
(Smillion)
(Smillion)
(Smillion)
Federal:
Section 5309 New Start
$300.10
$12.50
$287.60
FHWA-Backed COP's
300
0
300
Local Financing
513.50
0.00
513.50
0,00
TOTAL $1,113.60
$12.50
$1,101.10
DEC 07 '95 08:21PM DOT/DEPUTY SECRETARY
P.12/18
South Corridor
Sacramento, CA
(October, 1995)
Description
The Sacramento Regional Transit District (RT) is developing a multi-
phased 11.3 mile light rail project on the Union Pacific right-of-way as its
Locally Preferred Alternative (LPA) for the South Sacramento Corridor.
RT has elected to phase the project to maximize the use of available state
and local capital funds and to correspond with available operating funds.
Phase 1, known as the Interim Operable Segment (IOS), consists of a 6.3
mile segment of the full LPA. The segment would operate between
downtown Sacramento and Meadowview Road and has been forecast to
carry 25,000 passengers per day in the year 2015. The estimated capital
COSI of the IOS is approximately $200 million (1995 dollars).
Status
Section 3035 of ISTEA directed FTA to enter into a multiyear grant
agreement with RT for $26 million to provide for the completion of
alternatives analysis, preliminary engineering, and final design. Of that
amount, $4 million was appropriated through fiscal year 1996 RT is
currently funding preliminary engineering and FEIS with $3.8 million in
local dollars.
The Major Investment Study (Alternative Analysis)/Draft EIS was
completed in September 1994. RT selected the LPA in January 1995.
Phase 1 was defined in August 1995 and RT requested FTA approval to
initiate PE on Phase 1. RT expects to complete preliminary engineering
and a Final EIS in March 1966.
Project
Justification
Mobility Improvements Population, employment and person trips in the
Sacramento area are expected to increase significantly in the next twenty
years, with the South corridor expected to grow at rates higher than the
regional averages. This is projected to result in substantial deterioration in
the levels of service on the two north-south freeways in the corridor:
Interstate 5 and State Highway 99, Phase 1 of the project is forecast to.
attract as many as 4,585 new daily riders to transit, and save 2,688 daily
hours of transit travel time over the TSM alternative.
DEC 07 '95 08:21PM DOT/DEPUTY SECRETARY
P. 13/18
Cost Effectiveness The cost-effectiveness index for the LPA is $1 per new
rider. The cost-effectiveness index for Phase 1 is approximately $6 per
new rider. RT anticipates commencing PE for Phase 2 as soon as
additional operating funds can be secured.
Environmental Benefits Sacramento has recently changed from a "serious"
to a "severe" nonattainment area for ozone and a "moderate"
nonattainment area for carbon monoxide. The IOS would reduce
automobile trips by 3,779 over the TSM alternative and improve the level
of service on area roadways.
Operating Efficiencies The IOS will improve the operating cost per
passenger from $1.86 to $1.80 compared to the TSM alternative.
Local Financial
Commitment
RT's strategy is to construct the LPA in two segments. The first of these is
the 6.3 mile IOS from downtown Sacramento to Meadowview Road. RT
has secured operating funds for this segment, and has also identified $100
million of capital funds from state and local sources. RT intends to request
50 percent funding from the Sec. 5309 new start program.
DEC 07 '95 08:21PM DOT/DEPUTY SECRETARY
P. 14/18
Southwest LRT
Denver, Colorado
(October 1995)
Description
The Regional Transportation District (RTD) in Denver is in the
final stages of completing preliminary engineering (PE) for its
8.7-mile light rail transit (LRT) extension from the I-25 and
Broadway interchange in Denver parallel to Santa Fe Drive to
Mineral Avenue in Littleton. The double-track system will
operate over an exclusive, grade-separated right-of-way and
connect with the existing 5.3-mile Central Corridor light rail line,
which was funded with totally local funds and opened in
October 1994.
The capital cost (1995 dollars) for the LRT project is $167.2
million, including right-of-way acquisition, a maintenance
facility, Santa Fe improvements, preliminary engineering, final
design, construction, and acquisition of rolling stock. RTD
estimates that the SW LRT system will carry 8,400 passengers
per day in the year 2000 (opening year) and 22,000 passengers
per day in the year 2015.
Status
RTD recently completed the DEIS for the Southwest LRT
project, with the FEIS scheduled for completion in December,
1995.
The RTD board has recently authorized approximately $3
million in local and $900,000 in Section 9 funds to conduct final
design (FD) of the project.
The project is included in Denver's current Transportation
Improvement Program and Transportation Plan.
Congress has not authorized or appropriated any funds for this
project.
Justification
Mobility Improvements. Compared to an estimated travel time
in 2015 of 44 minutes between Littleton and downtown Denver
DEC 07 '95 08:22PM DOT/DEPUTY SECRETARY
P.15/18
for the NoBuild/TSM alternative, the travel time on LRT would
be 25 minutes, a savings of 43%. Total travel time savings
(hours per day) is 2,700 for year 2015.
Cost Effectiveness. The cost per new trip is estimated at $7.67
Environmental Benefits. Denver is classified as a "transitional"
nonattainment area for ozone and a "serious" nonattainment area
for carbon monoxide. The SW LRT project is projected to have
a modest positive impact on regional air quality by reducing total
vehicle trips and vehicle miles of travel as compared with the
no-build alternative.
Operating Efficiencies. Systemwide operating and maintenance
costs per transit rider for the SW LRT project are $0.70, for the
TSM $1.40, and for the no-build $1.20.
Local Financial
The share of this project funded by Section 5309 is estimated
Commitment
to be 77 percent. RTD's primary sources of revenue are a sales
and use tax and farebox receipts. The table below (shown in
1995 dollars) includes the local contributions for right-of-way,
LRT maintenance facility, Santa Fe improvements, PE matching
funds, and Final Design (FD) local funds.
The Central Corridor was all locally funded. If that portion of
the LRT system, to which this project connects, is included in
the financial analysis, the federal share of the total costs would
be 46 percent.
Denver's capital financing plan is rated as "medium" at this point
in project development. RTD is counting previous right-of-way
purchases, Santa Fe improvements, and a portion of the existing
LRT maintenance facility costs toward the local share of project
costs. The remaining local contribution would come from RTD
funds generated by the sales and use tax. All additional Federal
funding would be requested from Section 5309.
DEC 07 '95 08:22PM DOT/DEPUTY SECRETARY
P.16/18
The stability and reliability of its operating plan are rated as
"medium". It is anticipated that RTD will be able to operate
a major investment and continue operating its existing system.
In 1995 the average age of RTD's bus fleet was 7.5 years old,
which is comparable to the national average of 8.3 years.
Total
Funding
Source of Funds
(Smillion)
Federal:
Section 5309 New Start
-0- (appropriations thru FY
96)
Section 5309 New Start $128.80 (remaining to be appro-
priated)
Section 5307 New Start $ 4.90
Local:
RTD Sales and Use Tax $ 33.50
TOTAL
$167.20
DEC 07 '95 08:22PM DOT/DEPUTY SECRETARY
P.17/18
ST. LOUIS METROLINK
ST. CLAIR IMPLEMENTATION SCHEDULE
The St. Clair locally preferred alternative is a 24.8 mile extension of the MetroLink light rail
system from its current terminus in downtown East St. Louis, Illinois through the City of Belleville
to Scott Air Force Base and the Mid-America Airport. It will contain 13 stations and make
extensive use of abandoned railroad right-of-way.
The following is a summary of the anticipated time frame for development of the St. Louis St.
Clair extension project.
September, 1995
FTA permission to enter preliminary engineering, approval of
$8 million grant for PE
October, 1995
Bi-state secured project management consultant to manage the
entire project
January, 1996
Expect multiple contracts with engineering/design firms in
place to do the preliminary engineering
May, 1996
Complete preparation of supplemental draft environmental
impact statement (SDEIS)
August, 1996
Completion of final EIS. Concurrently, reach 30% on
engineering plans and cost estimates to be used as financial
basis for FFGA
September, 1996
FTA approval of Record of Decision (ROD)
September, 1996
Conclude FFGA negotiations with FTA
Nov. 1996 - Aug. 1998
Final Design and procurement of construction contractor
Aug. 1998 - Sept. 2020
Construction
Oct 2000 - Mar. 2001
Start up testing
May, 2001
Revenue service begins
Total Cost:
$363 million - $421 million (1992 dollars)
Federal Share at 80%
$290 - $337 million (new start funds)
TGM-10 (Sahaj)
11/27/95
DEC 07 '95 08:23PM DOT/DEPUTY SECRETARY
P.18/18
St. Clair County, Illinois Corridor
St. Louis, Missouri Metropolitan Area
Description
The East West Gateway Coordinating Council (EWGCC) is considering
transit alternatives for a 20-mile corridor between downtown East St.
Louis, Illinois, and the vicinity of Scott Air Force Base. Fixed guideway
alternatives being considered include both an extension of the MetroLink
light rail project (which opened in July 1993) and construction of a
busway which would terminate at the Metro Link station in East St.
Louis. Various alignments of each of these alternatives have been
studied.
A preliminary cost estimate for the light rail alternative along the former
CSXT railroad right-of-way is $431 million. The preliminary daily
ridership estimate for LRT is 4,847 in the year 2010.
Status
A draft EIS was completed in 1995. During 1995, preliminary
engineering (PE) was initiated on the project. The PE phase will include
development of a Supplemental Draft and Final Environmental Impact
Statement. The environmental work on the project is expected to be
completed in the XXXXX, 1996 timeframe.
Through FY 1995, Congress has appropriated $14.1 million for
preliminary engineering, final design, and acquisition of light rail vehicles.
Justification
Mobility Improvements. EWGCC estimates total transit trips (bus and
rail) in 2010 to be 134,703 for the No Build alternative and 138,588 for
the CSXT LRT alternative. The CSXT LRT alternative is projected to
save existing transit riders 824 hours of travel time per day in 2010.
Cost Effectiveness. The cost effectiveness index for the project
alternative is estimated at $36 per new rider, using a No Build option as
the base case.
Environmental Benefits. St. Louis, including St. Clair County, is a
"moderate" nonattainment area for ozone and a "not classified"
nonattainment area for carbon monoxide.
Steve 1/11/96 Silverman
CABINET AFFAIRS ROUTING SLIP
DATE:
FROM:
SUBJECT:
NY Times Acticle on FAA
FOR YOUR INFORMATION
FOR YOUR COMMENTS BY
FOR YOUR ACTION BY
Leon Panetta (Jen Palmieri)
NYTIMES Article Friday
Harold Ickes (John Sutton)
George Stephanopoulos
an FAA
John Angell
Barry Toiv
Kitty Higgins
Marcia Hale
John Emerson
Emily Bromberg
Alexis Herman
Lee Satterfield
Dan Wexler
Stephanie Streett-Anne Walley
Doug Sosnik
Karen Hancox
Linda Moore
Wendy Smith
Eric Eve
Mike McCurry
Ginny Terzano
Mary Ellen Glynn
Tom O'Donnell
Gene Sperling
Michael Deich
Jen O'Connor
111 1/2
Kathy Whalen
Marvin Krislov
Don Baer
Michael Waldman
Gabrielle Buschman
Bob Litan
T.J. Glauthier
Larry Haas
John Koskinen
Lee Ann Inadomi
Kris Balderston
Anne McGuire
JAN JAN 11 11 '96 06:51PM SAFTT DOT/SECRETARY OFFICE
P.2/3
Commuter Turboprop Aircraft Testing - New York Times Article
Matt Wald, the transportation beat reporter for the New York Times, is expected
to publish an article tomorrow that Is an update of the turboprop icing review
which FAA is conducting as a result of the ATR accident In Roselawn in October
of 1994.
According to the reporter, the article will be based on information which he
received from Embraer, the Brazilian manufacturer of one of the aircraft included
in the Icing tests.
After the accident in Roselawn, the FAA initiated a series of actions to focus on
the vulnerability of turboprop aircraft to icing. Extensive testing of the ATR as a
first phase resulted in the redesign of a de-icing boot which is now required for all
ATR aircraft operated in the United States,
In a second phase, FAA established test criteria for the rest of the turboprop
aircraft population. That population includes the Embraer, the Canadian
DeHaviland, the Dutch Fokker, the Swedish Saab, and others for a total of
approximately 20 aircraft types. FAA met with the manufacturers of these
aircraft to review the test criteria, and obtain agreement on the conduct of Icing
tests for the entire turboprop aircraft population. FAA had hoped to have
concluded these tests by November of 1995, one year after the Roselawn
accident, but complexity of the tests and schedules of the aircraft manufacturers
have delayed the completion of all of the tests. However, 75 percent of the
aircraft have had testing completed, and preliminary data have been obtained on
the remainder.
So far, the Embraer is the only aircraft which has had test results which the FAA
considers cause for more specific in-flight icing tests. However, these
preliminary results were not conclusive and additional tests are nearly
completed. FAA expects the expanded tests to be completed within the next few
weeks. In the meantime, FAA has no data which would cause concern about
the safety of the Embraer aircraft.
Embraer evidently contacted the New York Times because they believed that
FAA was preparing to issue unique requirements for their aircraft to counter icing
problems. In fact, FAA had prepared draft documents to be ready in the event
that the additional tests showed a safety problem, but additional data obtained
has obviated the need for them.
JAIY
JAN 11 '96 06:51PM DOT/SECRETARY OFFICE
P.P.3/3
11
FAA has contacted the reporter with the New York Times, as well as other major
papers, to clarify the facts surrounding this issue.
FAA expects to issue guidelines in the next several days to pilots on how best to
identify icing conditions and what to do should they find themselves in icing
conditions. FAA will also host an international icing symposium in the Spring to
discuss the latest research on aircraft icing, and what next steps are needed to
advance the level of knowledge in this area.
JAN 11 '96 05:05PM AVIATION INTL AFFAIR
P.2/4
U.S. Department of
Assistant Secretary
400 Sevenih SI. S W
Transportation
Washington, DC 20590
Office of the Secretary
of Transportation
January 11, 1996
MEMORANDUM TO:
Steven J. Akey
Assistant to the Secretary for Public Affairs
FROM:
Mark L. Gerchick Jos
Acting Assistant Secretary for Aviation and
International Affairs
SUBJECT:
Aviation Daily Article
I thought you might be interested in the attached year-end Aviation Daily article which
provides a fairly comprehensive overview of the Administration's significant
accomplishments in international aviation over the past year. The piece might also
provide a concise and informative background piece for national media and interested
Hill officials, as well as those who follow international aviation matters at the White
House.
Attachment
cc:
Steve Palmer
Michael Deich
Bruce Lindsey
Jennifer O'Connor
JAN
11 '96 05PM AVIATION INTL AFFAIR
P.3/4
Page 20
January 4, 1996
AVIATION DAILY
U.S. Shifts Air Accord Efforts To Asia After Big Year In Europe
by Edward McKenna
The U.S. will be looking in 1996 to build on its 1995
to get sidetracked during the drawn-out and eventu-
gains in Europe and improve its position in Asia after
ally unsuccessful talks with the U.K. The so-called
a year of considerable achievement.
minideal struck last June, which produced a Chicago-
By any measure, 1995 was a very productive year
Heathrow service for United, sparked an industry feud
for US. negotiators, tallying 20 new aviation accords,
and political firestorm as various constituencies argued
more than double the total of any of the last five years
their rights to Heathrow slots.
(see table on Page 21). Beginning the year with Canada
Despite continued efforts in several rounds of talks,
and ending with China the U.S. compiled an impressive
the two sides failed to reach an agreement. At yearend,
list of new pacts, including nine European open skies
frustrated U.S. lawmakers still were protesting the failed
agreements. Offsetting these successes, to some extent,
talks. Sen John McCain (R-Ariz.) threatened to hold
was the failure to gain a new agreement with the U.K.
hearings and Sen. Kay Bailey Hutchison (R-Texas)
and the still unsettled situation in Japan.
put a hold on the nomination of Charles Hunnicutt
Entering 1996, the U.S. has a less ambitious but
to be assistant secretary for aviation and inter-national
no less important agenda than in 1995.
affairs - a position that probably will
Although there is no European open skies
remain unfilled during the term of the
initiative, U.S. negotiators still begin the
1996
Clinton administration.
year with two important goals in place -
It now appears that attempts to
agreements with Germany and Japan.
Outlook
gain a new deal with the British are all
Also, there is likely to be a sea change in
but dead. DOT Secretary Federico Peña
U.S. strategy, focusing more on Asia than
has agreed to continue staff-level talks
Europe and on incremental rather than
At an impasse with
with the U.K., but "there is no partic-
U.K., U.S. will press
ular basis for any hope right now" for
open skies deals.
Looking to fulfill these goals, DOT
a breakthrough, a US. official conceded,
begins the year in a much stronger posi-
for Germany deal
adding, "We see no evidence at the
tion because of last year's accomplishments
moment that the British are going to
"The number of [new] truly liberal bilaterals. has to alter
afford us the flexibility that we need, especially with
the environment in which other talks take place," said
respect to Heathrow access."
Jeffrey Shane, former assistant secretary for policy
Instead, the U.S. has turned its attention to Germany.
and international affairs in the Bush administration and
The two countries had targeted 1997 for an open skies
currently with Washington law firm Wilmer, Cutler &
agreement, but that timetable apparently has been sped
Pickering.
up. "We're having very productive discussions now with
The department sought last year to establish a
Germany," said a DOT official. In fact, officials of the two
foundation for future negotiations through its new
countries are scheduled to continue unofficial talks
international aviation policy, officially issued in April,
this month aimed at clearing away potential European
as well as the new agreements. "We hope we were able
Union issues.
to get a longer view of U.S. interests, not just this month,
Many observers believe an open skies agreement
next season or next year, but really moving into the next
with Germany in combination with the other 10 Euro-
century," said Mark Gerchick, DOT acting assistant
pean open skies countries - the nine new ones, plus
secretary for aviation and international affairs. Along
The Netherlands - would put a great deal of pressure
the same lines, the department worked "to strengthen the
on the U.K. to open up its market. In this effort, DOT
economic analysis that goes into international aviation
has a key political ally in Sen. Larry Pressler (R-S.D.),
decisionmaking,". he said, adding that "overall, we had
chairman of the Senate Commerce Committee. Pressler
some real successes in rationalizing the process and
met with German Transport Minister Matthias Wiss-
expanding [or] making [it] more rigorous."
mann during 1995 and has boosted a new agreement
Continuing its efforts to liberalize relations with
repeatedly in speeches on the Senate floor.
Europe, the U.S. will press this year for an open skies
The U.S. may take other steps to liberalize further its
agreement with Germany. "The nine-country initiative
relations with Europe. In 1995, the U.S. hammered out an
was always viewed as a stepping stone, not an end in
agreement with Ukraine as well as a phased open skies
itself," Gerchick said. However, the initiative seemed
accord with the Czech Republic - the (Continued)
COPYRIGHT
1990
THE
COMPANIES.
&
JAN 11 '96 06PM AVIATION INTL AFFAIR
P. 4/4
AVIATION DAILY
January 4, 1996
Page 21
Air Agreements (Cont.)
decide later whether and when to hold passenger talku
It is these negotiations that pose the greatest chal-
first such pact with a former Eastern Bloc country. It
lenge this year. The U.S. and Japan managed to crafts
offered a similar agreement to Poland and may be able
an interim deal in 1995, like the US.-U.K. minideal, that
to work it out this year. In addition, a DOT ruling on
allowed Federal Express to operate beyond-Japan
antitrust immunity for Delta and code-share partners
service in exchange for additional rights for Japan's cargo
Swissair, Sabena and Austrian is likely early this year.
carriers. Still, the difficulties surrounding those talki
Also expected during the year is an application for similar
provoked angry reaction on Capitol Hill; as many
immunity from United for its alliance with Lufthansa,
lawmakers called for retaliatory actions against Japane
especially if the U.S. and Germany agree on open skies.
Reports from the current talks have notibeen positive
Another antitrust immunity application submitted
thus far. As they prepare to reconvene the negotiations
in 1995 came from American, for its alliance with
this month in Tokyo, the two sides remain far apart,
Canadian Airlines International. Although the request
may not be acted on until 1997, when the U.S.-Canada
Bilateral Air Agreements Signed In 1995
market becomes completely open, it underscores the
Month
Entity
Remarks
changes in the aviation relationship between the two
February
Canada
Phased Open Skies
countries. Signed in February, the U.S.-Canada bilateral
April
Ukraine
-
has spurred a 40% increase in scheduled jet aircraft
May
Switzerland
Open Skies
frequencies and a 15% increase in passenger traffic
May
Sweden
Open Skies
May
Peru
-
Those totals will grow again early this year when carriers
May
Norway
Open Skies
designated for new Montreal, Vancouver and Toronto
May
Luxembourg
Open Skies
service begin operations.
May
Iceland
Open Skies
South of the border, the U.S. achieved only limited
May
Finland
Open Skies
success in improving its relationship with Latin American
May
Denmark
Open Skies
countries. It signed new agreements with Brazil and
May
Belgium
Open Skies
May
Austria
Open Skies
Peru, expanding frequency opportunities for US. carriers.
June
U.K.
Minideal
The market remains largely dominated by United and
June
Brazil
—
American, and no apparent plans are in the wings to
September
Hong Kong
-
change that situation.
October
Philippines
1
In contrast, DOT is determined to alter the rapport
October
Macau
-
December
India
-
between the U.S. and Asian countries. At the end of
December
Czech Republic
Phased Open Skies
1995, the focus of U.S. policy clearly had shifted to Asia.
December
China
-
In the final four months of the year, the U.S. reached
new agreements with Hong Kong, the Philippines,
according to a senior U.S. official. In November, the US.
Macau, India and China and began talks with Thailand
proposed open skies phased over five years, allowing
In addition, Peña and his staff made a 17-day trip to
for new entry, beyond rights and new third-and fourth-
eight Asian countries in November. The trip "highlighted
freedom service in the interim Japan's plan was more
a series of liberalizing developments," said Gerchick,
restrictive, minimizing new entry and seeking full rights
who stressed the importance of the deal with Hong Kong
for its two all-cargo carriers, Nippon Cargo Airlines and
which will revert to Chinese rule in 1997. "I would [also]
Japan Airlines.
characterize the very substantial progress with Thailand
Even if the two sides manage to broach their
as very important symbolically. because of their previous
differences by the March deadline, many difficulties will
renunciation status," he said. The U.S. and Thailand
remain when they turn to passenger issues. DOT faces
are expected to announce the terms of a new pact this
a deeply divided industry as carriers with bilateral rights
month when they meet in Bangkok.
in Japan, such as United, fight for fifth-freedom service
A far cry from the open skies initiative in Europe,
in the region, while others, such as American and Delta,
the Asian accords represent progressive change, the
seek additional direct service to Japan. DOT is "not
kind of incremental gains the U.S. seeks in Japan. In
prepared to buy into" any offer from Japan that proposes
talks with Japan, the U.S. is looking to get some service
"a trade between thirds and fourths, on the one hand,
increases without limiting its additional rights beyond
and fifths, on the other," said Gerchick, who maintains
Japan. The two sides are engaged now in all-cargo
that the department does not view the issue as an
negotiations, working on a March deadline, and will
either/or situation.
COPYRIGHT 1005 THE COMPANIDE, NE
NOV 17 '95 06:02PM AVIATION INTL AFFAIR
P.1/5
DOT
FAA
persetam
U.S. DEPARTMENT OF TRANSPORTATION 400 Seventh Street
OFFICE OF THE SECRETARY
Washington, DC 205
OFFICE OF THE ASSISTANT SECRETARY FOR TRANSPORTATION POLICY
Number of Pages including this Page:
5
Date:
11/9/95 11/17/95
TO:
J. O'CONNOR
Fax. Tele. 456-7929 456-1121
456-6350
FROM:
JOHN LIEBER
DEPTUY Assistant Secretary for Transportation Policy
(202) 366-4450
FAX: (202) 366-7127
FAX MESSAGE:
NOV 17 '95 06:02PM AVIATION INTL AFFAIR
P.2/5
November 8, 1995
TO:
Jennifer 0' Connor
FROM:
Janno Lieber Junno
RE:
Labor Concerns about FAA Personnel Reform
You asked how we are responding to labor's concern that the
personnel reforms provided for in DOT's appropriations bill would
effectively decertify the unions or otherwise change their status
vis-a-vis the FAA.
The Administration worked closely with the unions in developing
its corporation proposal (which, incidentally, had been suggested
by NATCA during the campaign). Throughout our push for reform,
NATCA has consistently cited the need to improve conditions for
union employees as a major rationale for change.
The decertification concern was never raised - - either by labor
or by anyone else looking at the bill - - until the end of the
appropriations conference. In response, the conference committee
- - with our support -- included report language clarifying that
the intent was to maintain the FAA-union relationship. See
attached pages from the October 20, 1995 Congressional Record.
In addition, Secretary Pena has written to the unions reassuring
them that no changes will be made in that relationship. A copy
of that correspondence is attached. Of course, we should provide
whatever additional assurances are needed.
The unions want to build back in the legislative guarantee of
recognition of the union, primarily to protect against possible
attempts for future Administrations to dismantle the unions. The
McCain bill -- which, as you know, the Administration is
supporting and which unanimously cleared the Senate Commerce
committee earlier today - - does this.
Also attached is the draft response to all the PATCO letters.
Please let me know if you need other information or materials.
attachments
NOV
17
'95
06:02PM
AVIATION
INTL
AFFAIR
10514
CONGRESSIONAL RECORD- HOUSE
October 20, 1995
section 1003 of the Intermodal Surface Trans-
velopment and implementation of the new
Amendment No. 188; Retains language pro-
portation Efficiency Act, The House bill con-
acquisition system to the FAA adminis-
posed Dy the Senate expressing the MDM of
tained no similar provision.
trator. not the Secretary. The provision
the Senate regarding a dispute between the
Amendment No. 172: Deletes Senate Drovi-
takes effect on April 1. 1996. R-7 proposed Dy
United States and Japan over Implements-
sion that would have allowed states to trade
the Senate.
uon of the current U.S./Japan bilateral avia-
in unobligated balances of funds authorized
Amendment No. 176: Reduces bonuses and
tion agreement. The House 61/1 contained DO
or appropriated for highway demonstration
cash awards for Department of Transpor-
similar provision.
projects to mitigate reductions pursuant to
cation employees by 5752.852 as proposed by
Amendment No. 187; Includes Senate Jan-
section 1003 of the Intermodal Surface Trans-
the Schate. The House bill included no simi-
guage which modifies provisions of section
portation Efficiency Act. The House bill con-
lar provision.
339 of the Department of Transportation and
tained no similar provision.
Amendment No. 177: Limits funds for Do.
Related Agencies Appropriations Act, 1983
Amendment No. 173: Deletes Sonate provi-
partment of Transportation advisory com-
(Public Law 102-388). The House 0111 included
sion that would have established interstate
mittees to $850,000 as proposed by the Sen-
no similar provision.
compact Infrastructure banks. The House
ate. The House bill contained no similar pro-
Amendment No. 188: Deletes Senate provi-
0111 contained no similar provision.
vision.
sion that repeals section 404 of 23 U.S.C. and
Amendment No. 174:- Retains. with amend-
Amendment No. 178: Includes provision
inserts language that waives the freight ton-
ment. language in the Senate bill requiring
that enables the Secretary of Transportation
nage limit for rail lines benefiting from the
development of B new personnel management
to enforce and continue in effect the exemp
Local Rail Freight Assistance (LRFA) pro-
system for the Federal Aviation Administra-
tion provisions of the Motor Vehicle Infor-
gram for 8 project near Wahpeton. North Da-
tion. The House bill contained no similar
mation and Cost Savings Act. The House bill
kota. The funds are proceeds from LRFA
provisions. The conference agreement in-
contains no similar provision.
loans that have been repaid to the State. Ap-
cludes the following changes to the Senate
Amendment No. 179: Provides that the
proximately $2,300,000 may be used for the
bill: (a) the official responsible for develop
FAA Technical Center in Pomona. New Jer-
partial cost of a privately owned rail spur.
ment and implementation of the new person-
sey be designated as the "William J. Hughes
siding. and loading facility.
nel system is the FAA administrator. not
Technical Center", as proposed by the Sen-
Amendment No. 189: Includes Senate lan-
the Secretary: and (b) the new system shall
ate. The House bill contained no similar pro-
guage that would have delayed the restric-
not walve current law relating to veterans'
vision.
tion on the availability of certain highway
preference and unemployment compensation.
Amendment No. 180: Provides that no funds
funds and designated the National Highway
The provision takes effect on April 1. 1996. as
may be used to close Coast Guard small boat
System. The House bill contained no similar
proposed by the Senate.
stations or subunits, and allows flexibility
provision.
Management-labor relationship-The con-
for the Secretary LO implement system-wide
(erees believe that a harmonious manage-
management efficiencies. as proposed by the
TITLE IV
ment-labor relationship within the FAA 19
Senate. The House bill contained no similar
Amendment No. 190: Restores House lan-
important to the effectiveness and efficiency
provision. The conferees support Coast
guage deleted by the Senate which provides
of the national airspace system. The con-
Guard downsizing and streamlining efforts in
for mandatory standards and procedures gov-
ferees do not intend that the personnel man-
general. but find that in this Instance the
erning arbitrators and arbitration of labor
agement reforms included in this bill force
Coast Guard's methodology failed to fairly
disputes in the Washington. DC area.
the disestablishment of any existing man-
consider distinctions between small boat sta-
TITLE V
agement-labor agreement or lead to the dis-
tions. such as water temperature and sur-
Amendment No. 191: Deletes title V of the
solution of any union currently representing
vival time. leading ultimately to B proposal
House bill which restricts the use of funds
FAA employees. Instead. the conference
which lacked critical justification.
Amendment No. 181: Deletes Senate lan-
for improvements to the Miller Highway in
agreement provides the administrator of the
New York City. New York. This prohibition
FAA flexibility to redefine the management
guage that would redistribute funds made
18 included under amendment numbered 167.
labor relationship to the benefit of the agen-
available for obligation authorized by item
cy and all of its employees.
21 of the table in section 1105(f) of Public
CONFERENCE TOTAL-WITH COMPARISONS
Administrator's working group.-The con.
Law 102-240 to carry out additional surface
The total new budget (obligational) au-
ferees have included bill language which re-
transportation projects in Louisiana. The
thority for the fiscal year 1998 recommended
quires the FAA to develop new personnel and
House bill contained no similar provision.
by the Committee of Conference. with com-
procurement reform plans, with the goal of
Amendment No, 182: Includes Senate lan-
parisons to the fiscal year 1995 amount. the
accelerating the modernization of the FAA
guage that provides for the transfer of cer-
1996 budget estimates, and the House and
in the most efficient and cost-effective man-
tain federal property in Hoboken. New Jer-
Senate bills for 1996 follow:
ner. The conferees believe the success of this
sey. The House bill contained no similar pro-
New Dudget (obligational)
plan will, in Dart, depend upon the assistance
vision.
authority. flscal year
of the entire aviation community. The con-
Amendment No. 183: Deletes Senate lan-
1995
$14,214,401.000
forees would like to mee high level input from
guage which requires a five percent reduc-
tion from Oscal year 1995 levels in the energy
Budget estimates of new
the aviation community. The conferees
costs of federal facilities used by agencies
(obligational) authority.
therefore strongly recommend that the ad-
fiscal year 1996
35,468,964,831
ministrator consult with the widest array of
funded in this Act. The conferees are aware
House bill. Oscal year 1986
12,810,725.806
interested parties in developing the new per-
that this issue will be addressed government
wide by the Treasury, Postal Service and
Senate bill, fiscal year 1996
12,613,811,567
sonnel and procurement systems. The admin-
General Government Appropriations Act.
Conference agreement, fis-
istrator should consider establishing a work-
1998,
cal year 1996
12,680,532.831
ing STOUD to assist his efforts. The working
Amendment No. 184: Deletes language pro-
Conference
agreement
group could include. DUE not be limited to,
representatives from the air carriers, general
posed by the Senate requiring the Secretary
compared with:
and business aviation, airports. aircraft
of Transportation to conduct a study of com-
New
budget
manufacturers, airline and FAA employees.
petition and air fares in rural aviation mar-
(obligational) author-
and the Office of the Secretary of Defense.
kets in the United States.
ity. fiscal year 1995
-1.533.868,169
Amendment No. 175: Retains. with amend-
Amendment No. 185: Includes Senate lan-
Budget estimates of new
ment. language In the Senate bill requiring
guage that would provide $1,000,000 to estad
(obligational) author-
development of & new acquisition manage-
lish and operate the Railroad Safety Insti-
ity, fiscal year 1996
22.788.432,000
ment system for the Federal Aviation Ad-
tute. The House bill contained no similar
House bill, fiscal year
ministration. The House bill contained no
provision. The conference agreement also,ad-
1996
130.192.975
similar provisions. The conference agree-
dresses this lesue under amendment num-
Senate bill. fiscal year
ment changes the official responsibile for de-
bered 6.
1996
+68,721,264
NOV 17 '95 06:03PM AVIATION INTL AFFAIR
KAP.45
of
THE SECRETARY OF TRANSPORTATION
WASHINGTON, D.C. 20590
UNITED STATES o AMERICA
October 20, 1995
Mr. Barry Krasner
President, National Air Traffic
Controllers Association
1150 - 17th Street, NW, Suite 701
Washington, DC 20036
Dear Barry:
As you know, the Clinton Administration and the Congress are currently pursuing several
avenues to achieve Federal Aviation Administration (FAA) reform. Several of the
legislative initiatives grant the FAA authority to establish a new personnel system in some
areas, while preserving coverage by Title V of the U.S. Code in other areas.
The Clinton Administration has voiced strong support for the FAA reform proposal
introduced by Senators McCain, Ford and Hollings. One very important aspect of their
bill is its preservation of the statutory framework for labor-management relations,
Chapter 71 of Title V, within FAA. We believe that the preservation of this framework is
a necessary component of any reform legislation.
Also, we supported and worked to preserve Premium Pay for Controllers, and the
Conference Committee agreed to retain Premium Pay.
It indeed is unfortunate that you did not raise the DOT FY 96 appropriations bill language
with me until Wednesday, October 18, the day the conferees considered this issue. I
immediately went to work on this issue but, despite our efforts, we were unable to
convince the conferees to clarify the Chapter 71 issue.
The conferees included in the Statement of Managers language that makes it clear that no
labor organizations are to be disenfranchised by the personnel reform provisions. We
strongly support this language. You can be assured that we will continue to recognize and
support the existing labor-management statutory framework.
Sincerely,
Jedisico Pun
Federico Peña