VIETNAM'S FREE LABOR MOVEMENT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP67B00446R000400100017-9
• Release Decision: RIFPUB
• Original Classification: K
• Document Page Count: 4
• Document Creation Date: December 16, 2016
• Document Release Date: June 21, 2005
• Sequence Number: 17
• Publication Date: August 9, 1966
• Content Type: OPEN

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CONGRESSIONAL RECORD - APPENDIX August 9, 1966
84
A41
ot substitute
Lawrence sign concare the late 40,8 and
from vehicles and make This took several forms, many of which wore
great vivid skylines of the city can be seen can separate people particularly at dusk when the tall build- the vehicular roads a part of the cityscape related to the it ,eat ion one a labor pmost
ings are silhouetted against the setting sun rather than a disruptive element. "Welt
and, the lights are beginning to flick on in As Halprin points out, there is, provided useful labor newspapers in Europe. And it want
has
solution
one
them
But there can only pendent of outside support completely inde-It is
Freewaysthe wil ~rsoon oe freeways in the cityat 9.11,
program
long Haipr in, pwhose atternsbook against
The
Vietna
as The city must come
p oblem toflhighway has do at d a printing press to the 'CVT and
city, city,nnotaim:
U.S "thee ruroff altfreeway, when it enters the however,
must change its rules." This means, he engineers-but as a good place to live and helps in other ways.
says, that wide embankments with shrub- work. It must be a worthwhile place to go Recently, however, both German and Amer-
for
berg, grass and plantings are out in built-up to and not merely to go through. scan set up unions, asolidaritymong programs others, of have their own begun to
urban cores. It must integrate into a the CVT. In late May the construction work-
trafftc architecture whose nature is one of ers union of Germany (Industriegewerk-
the great challenges of our time: ' \ schaft Bau, Steins, Eiden) after consulting
Halprin would change the rules "to main- 1 \ ietnam's Free Labor Movement with the CVT to ascertain what was the most
tain the fine grain of older sections of our V needed, purchased typewriters, motor hikes,
tores" e not charm. only cause of their often plc- an addressograph, a movie projector, and an
"bring many of "Neighborhoods," of the s; " he says, EXTENSION OF REMARKS automobile for shipment to Vietnam. For-
and mae into the virtues of the small town of tunately, just at this time, _the German gov-
the metropolis to .t. HON. overwhelming scale of HNABRAHAM J. MULTER ernment's contribution of a hospital ship is
leaving for Southeast Asia. So, the construc-
"Unfortunatly, nsroyed hoos are easily of NEW foals tion workers union's gifts will have free
disrupted and destroyed by ploughing
The DGB (German Federation Of Labor)
through them, particularly if they are oc- IN THETu sday August 9, 1966 REPRESENTATIVES transportation.
cupied by groups with no great ability to o
bring presure on City Hall." has made a financial contribution to the
It will l be be well to remember this for in- Mr. MULTER. Mr. Speaker, One of Vietnamese labor unions. Ebert
Ger-
Foundation stance, when our highway ply planned, approach movement marvels of in Vietnam. TAsia is the uon The hrough all of many, whichiis closely tied with the labor
Takoma Park. e presently
the adversity of the past 25 years the movement-its director comes from the
Freeway l would split the
teo North Central unusually y Vietnamese Federaltion of Labor has DGB-has stepped up its interest in Viet-
right in half. an nam. Up to now its activities have primarily
this proud, old, tightly-knit
diverse community then freeways h must be tuns never failed to carry out its functions been* of an educational nature, inviting for
study
an ntly approach the highway the hway builders trips and to assume its responsibilities. example to Germany. Vietnamese A new unionists and to make enlarged pro-
pro-
neled, Frequently
usually oppose not only because it is expen- The Cooperation of the American labor
Auto Workers Union has sent
Not stun- oneofeLaborwith is athe nother milestonerin gram The nitedbeing
sive, but also because driving through
n el is an unpleasant experience. rester- medicine from stocks available in Detroit.
designed, labor history. The United Steelworkers has a dual pro-
tartly so, says Halp lpt Properly Not
they could have all the he qualities of a hand- Meyer Bernstein, director of the inter- gram: First, as a result of a visit to Vietnam
some environment. The walls might be lined national affairs department of the United it noticed the need for a midmorning snack
with bas-reliefs and other works of art to be
seen in motion, the vaults of the Stock- Steelworkers of America, tells the story at the schools maintained by the CVT for
wa
holm subway. . Widths of tunnels can vary; in the following article from the July children of its members. These consist of
light might be bro)lght in from the top; and 1966 edition of the AFL-CIO Free Trade one or two rooms through the cthere might be vast underground plazas with Union News. social centers centers were the c country.
the
shops and arcades, theaters and restaurants I commend the article to the attention Several of these scattered
Germans with the help r Vietnamese a built by the union
and, The propoe, parking places. Of our colleagues: workers' volunteers. One of the newest and
The the North Leg tunnel, which will SOLIDARITY WITH VIETNAM'S FREE best is located in the dock area of Saigon.
replace offers the North Leg of the Ito d Loop, LABOR MOVEMENT The children obviously don't have enough
model to do just healthful food to eat. So, the Steelworkers
offers an
could opportunity
cities he It could ban example model for other g (By Meyer Bernstein) proposed sending sterilized canned chocolate
in cto follow-an example c the world, Confusing as are the reports from Viet- milk for distribution by the CVT to these
fact, on how America, which first mass nam-even to the experts-there is one mat- children. The union made the appeal o its
was
produced automobiles, now proposes to cope ter upon which loud and clear information locals for funds. More than an appeal
with them. is to be had for the asking. And that is with collected.
Many of the destructive effects of free- regard to existence of a free, democratic,
ARE,
ways can be avoided, says Halprin, if they effective labor movement. The which can milk get is a being eingte sent shipping through C"CARE,
follow the existing street pattern. The The Vietnamese Federation of Labor-CVT The first
inreign May id d and the program. rest wbe
existing, local street can be preserved as a in its French initials-is without question from our foreign
kind of shelf with the freeway depressed one of the most outstanding worker organiza- . rest. will il the
below it. This technique would seem tions in all of Southeast Asia. It has to made union has regular turned Intervals
over an al then a iii school to 800
especially applicable in Washington where be to. have been able to survive a cold war, kits consisting of pencils, notebooks, crayons,
streets and avenues are unusually wide. But the Diem dictatorship and a succession of att. which erg of sec at CARE warehouses
to date it has been ignored because the high- military governments. out the en when.
way builders design freeways for country Not only has the CVT to carry
speeds of 60 or 65 miles per hour. This re- normal functions of collective bargaining, The International Association of Machin-
quires wide lanes and enormous interchanges, including striking-even in war time-and ists also has a Vietnam aid program, as does
using from 40 to 150 acres of urban land. training its leadership, but the vicissitudes tTSe International Union of Electrical Work-
Halprin feels freeway building can be made of the struggle for independence have com-s such as the essence,~isi wpart of hat thecity Pennsylvania Avenue fop ding of assume
different level.
communit es fore refugees from ationsprogram started on n a horemen's
plan proposes. It would not ban oars from the Communists and Communist overrun The vast increase in shipping to Vietnam
the avenue altogether, but route the heavy areas, the distribution of food, the establish- caused an enormous tie-up in.the docks of
traffic along a new, submerged expressway ment and maintenance of primary schools Saigon and lesser ports. Ships had to wait
on E Street. Above that expressway (tun- for its destitute members and the like. weeks before they could be unloaded. Union
reeled under the Ellipse) would be shelves For the most part it has been doing all president Thomas W. Gleason went to Viet-
for local traffic to feed Into underground this on a shoestring budget. Wages are low nam as a consultant to AID. He made a
parking garages. Above them would rise in Vietnam-the new Esso agreement, which number of recommendations to ease the
new buildings to line the proposed National took three-quarters of a year to negotiate, shipping crisis and he offered the services of his
own s Square and an attractive "belvedere," a tree- provides a basic wage of only 80 cents a day. hh a ore's expense dozen of to help put taffis re ople at his
shaded overlook with outdoor cafes and The dues are then comparatively low. .ions into effect.
restaurants. With the escalation of the war there has
The idea of making transportation arteries been an increase in American help. The Of necessity, then, his program affected
an integral part of city building is not new. AID program now provides for useful assist- dockworkers. The problem was to raise their
The ideal city in this respect is, of course, ance which almost parallels that which the productivity; but this could be done not only
Venice, where the traffic moves quietly on Marshall Plan gave to the German Federa- by setting up new processes but also by
canals, leaving people on foot undisturbed tion of Labor when it was reestablished upon establishing new working rules and by asso-
de dock problems.
nt streets piazzas of great gran- attthe aher and labor advisors in Germany in closely wthe workers and ith the solution their union more
dear r and beauty.
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August 9, 1966
CONGRESSIONAL RECORD -APPENDIX
The need is for all segments of our econ-
omy to combine their knowledge, their ideas
and their imagination in a joint effort-and,
at the same time, give each segment visibility
for its own actions.
It has been alleged recently that there is
something sinister designated as the traffic
safety establishment. Actually, a basic prob-
lem has been the nonexistence of an estab-
lishment. We need one urgently. We need
one that is made up of top people who have
authority to speak and to make commitments
for their organizations.
The President has acted to bring about the
long overdue coordination of federal traffic
safety activities. It's time that business co-
ordinated its efforts in this field, too. And
it's time for clear communication between
the two.
Freeways Enter the City
EXTENSION OF REMARKS
or
HON. JOHN P. SAYLOR
OF PENNSYLVANIA
IN THE HOUSE OF REPRESENTATIVES
Tuesday, August 9, 1966
Mr. SAYLOR. Mr. Speaker, after the
many disappointments experienced by
District of Columbia planners striving
for a solution to ever-growing traffic
problems, all responsible officials and in-
terested citizens should insist upon the
most careful overall study of present and
future needs before permitting a ven-
ture Into further debacles such as the
DuPont Circle underpass episode. In
that notorious case pedestrian and ve-
hicular traffic at one of Washington's
busiest zones was disrupted for months
that went into years in deference to con-
struction of automobile and streetcar
tunnels; to and behold the streetcar was
soon thereafter taken off the streets
and its passageway under the circle was
summarily discarded as valueless for
routing traffic of any kind.
About a decade ago a Boston architec-
tural firm was assigned the task of de-
ciding upon a route to bring traffic into
the Inner Loop from the Wisconsin Ave-
nue corridor in the vicinity of Bethesda.
The plan was designed to handle traffic
requirements through 1980. We have
since come almost halfway to that point
in history and there is still a question
about the logical way to make the con-
nection. The parkway connection with
the Beltway through Cabin John could
at least ease the problem if it went any-
where in particular in Washington's
direction, but its abrupt termination still
leaves Its value in doubt.
What if the final determination on the
North Leg of the Inner Loop were now
entirely settled and the matter of han-
dling traffic no longer presented a prob-
lem through 1980? Washington is un-
likely to stop growing at that point;
meanwhile the annual output of cars and
trucks already is exceeding 10 million
units. What our planners are someday
going to have to concede-and it may as
well be at this time-is that there is just
not enough open space In the District to
continue forever building highways and
freeways. Instead of trying to find new
routes to bring more cars Into the Dis-
trict, the logical approach would be to
find ways to keep them out.
The first step would be to rule out once
and forever the proposal to build park-
ing lots at public expense, a plan which
would only invite more trouble. The
projected rapid transit system.is a move
in the right direction. Fringe parking
and greater use of public transportation
systems must be encouraged.
The Washington Post's Sunday sup-
plement, Potomac, on July 31 contained
a scholarly analysis of freeways and their
effect upon a city's social, aesthetic, and
economic life. Presented by Wolf Von
Eckhardt, the newspaper's architectural
critic, the article is required reading for
everyone interested in the District's traf-
fic problems. I might suggest parenthet-
ically that if Mr. Von Eckhardt is not a
member of one of the many planning
commissions involved in District traffic
problems, someone in command should
certainly seek to obtain his services.
The article follows:
FREEWAYS ENTER THE CITY
(By Wolf Von Eckhardt)
AUTOS VERSUS PEOPLE?
A, freeway is a road from four to twelve
lanes wide constructed for the exclusive use
of cars, trucks and buses. It has three essen-
tial characteristics. 1) The two opposing
streams of traffic are separated by a strip of
land or some other divider. 2) Access is
limited to interchanges with. special lanes to
smooth entrance and exit of vehicles. 5) All
intersecting roads are separated in different
levels to eliminate the need for crossing or
turning against the main stream of traffic.
The difference between a freeway and a
parkway is---except for express buses--oom-
mercial vehicles, such as trucks, are excluded
from the parkway which has been designed
with greater attention to landscaping and
blending into the topography.
In a recent meeting of the National Capital
Planning Commission, the six ex-officio rep-
resentatives of the Federal Government
united to outvote the five representatives of
the citizenry on a motion to proceed with a
network of freeways within the city essenti-
ally as planned twenty years ago.
A. few days earlier, the six federal men had,
in the secret councils of a Presidential policy
advisory committee on Washington's free-
ways, reached sudden agreement. It was
prompted by three concessions on the part of
the highway men:
To appease the Georgetown establishment,
they agreed to spare the swanky, embassy
studded area west of Dupont Circle. The
northern leg of the inner loop is to be tun-
neled under K Street.
To win the needed swing vote of the Na-
tional Park Service, they promised to replace
whatever parkland they take either in kind
or In cash and to do their share to realize
the ambitious plans for a more magnificent
Mall and Pennsylvania Avenue.
And to make the citizenry at large feel a
little better about bulldozed homes and
spoiled parks and views, they promised that
Washington's new freeways are henceforth
to be better designed than the ugly concrete
ribbons we already have.
But what is good freeway design in the
city?
"Whether sunken or raised or level, the
positive design of wide roads in an urban
environment is an almost virgin art," says
the English architect Paul Ritter in his book
Planning ,for Man and Motor.
We can be proud of some of our scenic
freeways, designed for recreation on wheels.
The first of them, the Bronx River Parkway
in New York, designed in 1916, is still one of
A4183
the most attractive. Even our superb George
Washington Parkway surpasses it only be-
cause of its breathtaking views of the Po-
tomac.
Our ordinary, utilitarian freeways, how-
ever, built with 90 percent federal money
under the Interstate and Defense Highway
Act of 1956, are just that-utilitarian.
Rarely do they respect the landscape with
the grace of the German Autobahn and other
highways in Europe. And when it comes to
bridges and other freeway structures, our
highway engineers usually make Neander-
thal architecture look elegant by comparison.
And our urban freeways are terrible-for
example, look at that maze of concrete spa-
ghetti plunked on the north side of 14th
Street Bridge.
People generally dress up when they go
downtown. They acknowledge an affinity
between civilization, civility and cities. Our
highway engineers, however, seem to regard
cities-with their intricate texture of build-
ings, streets, parks, plazas, waterfronts, gar-
dens and cherished old neighborhoods--only
as bothersome obstacles that must either be
bulldozed or covered with as much concrete
as possible.
As yet no one in this country has come up
with a civilized, well-behaved urban freeway.
There is no design for any American city
that even attempts to make the freeway a
part of the urban texture.
A growing number of architects and city
planners fear that it can't be done. They
don't propose to outlaw the automobile. It
has given people an unprecedented freedom
of movement which could never be taken
away. But they do say that limited access
freeways, while necessary to expedite motor
travel between cities have no place within
the city.
They take a hard-nosed, practical view.
Within the city, they say, our efforts must
be directed toward making travel by private
automobile a luxury rather than a necessity.
Everyone seems agreed that the inner city
must keep and if possible increase the num-
ber of people who live, work, do business,
enjoy culture and pay taxes there. But, so
runs the argument, if Increasing numbers of
downtown workers and shoppers mean more
cars-these cars, moving on freeways and
standing on parking lots and in garages, re-
duce rather than increase the space for peo-
ple to live and work. In Los Angeles, for
instance, 56 to 66 percent (claims vary) of
valuable inner city space is already given
over to the automobile, moving or standing.
Ergo: The more cars you bring into the
city the more you hurt Its chances for liva-
bility, viability and dynamic economic
growth: The thing to do, these practical
people assert, is to shift the massive effort
now made to build inner city freeways to
much less expensive and more efficient rapid
transit and other public transportation.
Meanwhile, stop the freeways at the city
gates and distribute car traffic over a vastly
improved network of existing streets--much
as in the sensitive areas of the human body
the blood is taken from arteries into capil-
laries.
Improvement of existing streets and roads
within the city has been neglected in recent
years because it is cheaper for cities to build
new freeways with easily acquired federal
money. But now, cities could create express
streets with somewhat limited access such
as have proven very successful in Berlin;
computerized traffic regulation based on the
heaviest demand--a system being tried in
Toronto; and, ban street parking, a move
that could be made possible by more off-
street parking provisions and garages. This
removal of parked cars on streets, of course,
automatically provides additional traffic
lanes.
Others, however, believe that good design
can tame freeways in the city. "New vistas
unfold because of the elevated freeway," says
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August 9, 1966
This had led to many collective bargaining
reforms and has improved the condition of
dock labor.
These and similar efforts are all paying
enormous dividends. But they represent
only a fraction of what could and should be
done, *They in fact represent only a small
fraction of the kind of aid which the Amer-
ican government and the American unions
contributed towards the strengthening of the
German and Japanese unions after World
War II.
Proposal for Ownership and Operation of
U.S. Satellite Earth Stations
EXTENSION OF REMARKS
of
HON. CARLTON R. SICKLES
OF MARYLAND
IN THE HOUSE OF REPRESENTATIVES
Tuesday, August 9, 1966
Mr. SICKLES. Mr. Speaker, Mr. E.
A. Gallagher, president of Western Union
International, Inc., has written a very
enlightening letter to the Honorable
Rosel H. Hyde, Chairman of the Federal
Communications Commission, concern-
ing the ownership and operation of the
proposed U.S. satellite earth stations. In
brief, it suggests that the current con-
troversy about who should own and
operate the stations be resolved by estab-
lishing joint ownership by the author-
ized communications carriers and
Comsat, with the managerial functions
entrusted to Comsat.
The letter follows:
WESTERN UNION INTERNATIONAL, INC.,
New York, N.Y., July 7, 1966.
Hon. RosEL H. HYDE,.
Chairman, Federal Communications Com-
mission, Washington, D.C.
DEAR CHAIRMAN HYDE: Notwithstanding the
Commission's prompt, affirmative interim
decision regarding the ownership and opera-
tion of the three initial satellite earth sta-
tions in the United States, questions regard-
ing earth stations are still very much before
the Commission.
The earth station controversy shows no
signs of abatement and, Indeed, appears to
be increasing In Intensity. It is in the na-
tion's interest for its telecommunications in-
dustry to come forward with constructive,
harmonious proposals for the Commission's
consideration as an alternative to the
mounting conflicting claims and applica-
tions,
The purpose of this letter is to recom-
mend some middleground on which the en-
tire industry can join in resolving the earth
station controversy by a willingness to com-
promise individual corporate positions in
order to advance United States telecommuni-
cations policies.
BACKGROUND
Since August 1964, more than 1,510 pages
of pleadings and applications relating to the
satellite earth station controversy have been
filed with the Commission. Many thousands
of dollars and untold hours of effort have
been spent by the industry in advocacy, dupli-
cate engineering analyses, surveying for sta-
tion sites and countless other related tasks.
It is questionable whether the resulting
public benefits are commensurate with
these expenditures. Conflicting applications
for the fourth earth station in the south-
eastern United States and the fifth station in
the Caribbean area are now before the Com-
mission, with more yet to come.
Positions were taken before the Commis-
Sion in its proceeding in Docket No. 15735,
regarding the three initial earth stations by
the following common carriers and an asso-
elation of carriers: American Telephone and
Telegraph Company (AT&T), Communica-
tions Satellite Corporation (Comsat), Ha-
waiian Telephone Company (Hawaiian), PITT
World Communications, Inc. (ITT), RCA
Communications, Inc. (RCA), Western
Union International, Inc. (WUI), and
United States Independent Telephone As-
sociation (USITA). The initial positions of
these organizations regarding earth stations
are summarized as follows:
(a) Comsat-exclusive ownership and op-
eration by it;
(b) WUI and RCA-joint carrier owner-
ship;
(c) AT&T, Hawaiian, and USITA-joint
Comsat-carrier ownership; and
(d) ITT-individual carrier ownership.
These capsule summaries are not intended
to portray or detract from the complete
position of each organization which is on
record with the Commission. The initial
position of each organization has remained
basically unchanged, although certain vari-
ations have evolved: witness the ITT-RCA-
WUI'joint application for a fourth earth
station in the southeastern United States.
On May 12, 1965, the Commission an-
nounced an interim two-year policy au-
thorizing Comsat exclusively to own and
operate the three initial satellite earth sta-
tions to be located in northeastern and
northwestern parts of the continental
United States and in Hawaii. The Commis-
sion's interim policy was expressly condi-
tioned so as not to prejudice the position of
any communications common carrier in the
future involving final determination of earth
station ownership and operation.
Following the Commission's Interim de-
cision regarding the three initial stations,
these events occurred:
(a) Comsat requested exclusive authori-
zation for a fourth earth station in the
southeastern United States and a fifth sta-
tion in the Caribbean area;
(b) ITT requested authority for its own
Caribbean station, and indicated no objec-
tion to joint participation by the other in-
ternational public service carriers; WUI and
RCA each requested joint participation; and
(c) RCA, WUI and ITT filed a joint appli-
cation for a station in the southeastern
United States and Invited participation by
any other authorized international carrier,
except Comsat.
The earth station controversy is flaming
anew.
Comsat, The Western Union Telegraph
Company (WUTCo) and AT&T have, for ex-
ample, each petitioned to deny the joint
southeastern application of ITT, WUI and
RCA. AT&T's abjection, basically technical,
was accompanied by a request for partici-
pation in this joint station, AT&T and
Comsat have each petitioned to deny ITT'a
application for a Caribbean earth station.
On the other hand, RCA and WUI have re-
quested participation in this Caribbean sta-
tion.
Comsat's application for a Caribbean earth
station has been met with separate petitions
to deny filed by Will, RCA, ITT and AT&T,
respectively. Finally, AT&T, ITT, RCA, WUI
and WUTCo, have each separately petitioned
to deny Comsat's application for a south-
eastern station.
This complicated situation has become
further muddled by separate applications by
AT&T, ITT and WUI for authority to join in
the laying of a transistorized, high-capacity
submarine cable connecting the Carribbean
area with Florida. Comsat has opposed
these applications.
Adversary pleadings are mounting rapidly
and voluminously in the Commission's files.
Carriers formerly conceding some role to
Comsat in earth station planning and Opera-
A4185
tion have become more adamant against
Comsat participation. Before there is any
further hardening of opposing positions,
WUI suggests a re-evaluation of the respec-.
tive positions of all interested authorized
communications carriers with the view
toward compromising individual corporate
viewpoints. This compromise would be in
the public interest, in the interest of national
defense and in the furtherance of sound
United States telecommunications policies.
wul'S PROPOSAL
The Communications Satellite Act provides
the Commission with a choice of alternative
methods of ownership and operation of earth
stations. The Act has been paraphrased as
follows:
'Under the provisions of the Communica-
tions Satellite Act, Comsat alone, or one or
more carriers, or Comsat and one or more
carriers may be licensed as the sole owner
and operator of earth stations.,
"Comsat and one or more carriers" is the
obvious middle ground on which the industry
can unite in common purpose and joint pur-
suit of the statutory goals as declared by
Congress in the Satellite Act.
The wisdom and foresight of the Congress
in providing the Commission with the alter-
native guidelines for earth station ownership
enable us to submit this compromise proposal.
Joint ownership of all satellite earth sta-
tions, within the Commission's jurisdiction,
by Comsat and authorized communications
carriers is the answer to the current contro-
versy. The joint owners could designate
Comsat as their managerial agent for the con-
struction and operation of these stations in
much the same fashion as the signatories to
the August 1964 multi-nation communica-
tions satellite Agreement have appointed
Comsat the manager of the space segment.
A consensus on this solution should be at-
tainable in the public interest since it in-
volves less compromise of previously advanced
positions than any other solution that comes
to mind. Comsat, with the assistance and
guidance of the Department of State and the
Commission, has already demonstrated the
feasibility of multi-nation ownership and
operation of the space segment. AT&T,
Hawaiian, ITT, RCA, Will and USITA have,
at one time or another, suggested joint-
carrier ownership, and in most instances,
with some form of participation by Comsat.
Joint earth station ownership by the au-
thorized communications carriers and Com-
sat, with the managerial functions entrusted
to Comsat, will be both feasible and bene-
ficial. Potential conflicts of interest will be
obviated and concerted industry efforts will
be channeled toward attainment of the na-
tional telecommunications policy.
This joint earth station ownership in the
United States would obviate a possible pro-
liferation of redundant stations by competi-
tive interests and would also facilitate coln-
mon earth station entry points in the United
States for communications from abroad, with
resulting operating efficiencies for overseas
telecommunications entities.
Additionally, joint ownership would dis-
pose of the problem of diverse ownership of
different stations in the United States which
could ,be disruptive of the system because
the individual owner, be it Comsat or an au-
thorized communications carrier, might be
inclined to favor its own station without re-
gard to overall system efficiency.
Multiple-carrier ownership of the earth
stations in the United States will be con-
sistent with the multiple-nation participa-
tion in the existing European earth stations.
The success of the global satellite system is
1 Asher H. Ende, Deputy Chief, Common
Carrier Bureau, Address before IEEE Inter-
national Communications Conference, Phila-
delphia, Pennsylvania, June 15, 1966 (Empha-
sis added).
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 Approved For Release 2005/06/29 : CIA-RDP67B00446R000400100017-9
A4186 CONGRESSIONAL RECORD --APPENDIX
dependent not only upon the cooperation
of the many participating sovereign nations
but also upon the cooperation of the tele-
communications industry in this country.
If cooperation cannot be attained at home,
It cannot be expected abroad. Cooperation
by entities with different interests Is the
touchstone for attainment of:
[T]he policy of the United States to estab-
lish, in conjunction and in cooperation with
other countries, as expeditiously as practic-
able a commercial communications satellite
system, as part of an improved global com-
munications network, which will be respon-
sive to public needs and national objectives,
which will serve the communication needs
of the United States and other countries,
and which will contribute to world peace and
understanding. Communications Satellite
Act, Section 102(a).
If the United States telecommunications
industry will join together in a cooperative
endeavor to attain "peace and understand-
ing" on the earth station question, a meet-
ing might be convened under the aegis of
the Commission to work out the details for
joint earth station ownership by Comsat and
all eligible qualified carriers serving the pub-
lic and Government, and for management
of the stations by Comsat.
Pending possible resolution of this matter
along the lines outlined herein, we have no
choice but to pursue our present course of
action in promoting the joint application for
a southeastern station with our co-applicants
and in opposing exclusive single-entity sta-
tions.
Copies of this letter are being sent to all
organizations named herein together with
those business and labor leaders concerned
with overseas telecommunications named in
the Report and Recommendations to Senate
and House Commerce Committees of April
1966 by the Intragovernmental Committee on
International Telecommunications (see At-
tachment). All interested organizations are
respectfully requested to communicate their
views to the Commission concerning the sug-
gestions in this letter.
Very truly yours,
E. A. GALLAGHER.
ATTACHMENT
Mr. Joseph A. Beirne, President, Communi-
cations Workers of America, 1925 If Street,
N.W., Washington, D.C.
Mr. Harold S. Geneen, President, Interna-
tional Telephone & Telegraph Corporation,
820 Park Avenue, New York, New York 10022.
Mr. Douglas S. Guild, President, Hawaiian
Telephone Company, P.O. Box 2200, Hono-
lulu, Hawaii 96805.
Mr. Elmer L. Hageman, President, Commer-
cial Telegraphers Union, 1025 Dupont Circle
Building, Washington, D.C.
Mr. Howard R. Hawkins, President, RCA
Communications, Inc., 66 Broad Street, New
York, New York 10004.
Mr. Frederick R. Rappel, Chairman, Ameri-
can Telephone and Telegraph Company, 195
Broadway, New York, New York 10007.
Mr. James McCormack, Chairman, Com-
munications Satellite Corporation, 1900 L
Street, N.W., Washington, D.C. 20036.
Mr. Russell W. McFall, President, The
Western Union Telegraph Company, 60 Hud-
son Street, New York, New York 10013.
Mr. James R. McNitt, President, ITT World
Communications Inc., 67 Broad Street, New
York, New York 10004.
Mr. Peter A. Nenzel, President, United
States Independent Telephone Association,
425 13th Street, N.W., Washington, D.C.
2000'4.
General David Sarnoff, Chairman, Radio
Corporation of America, 30 Rockefeller Plaza,
New York, New York 10020.
Mr. Joseph P. Belly, President, American
Communications Association, 18 John Street,
New York, New York 10038.
Long Beach, Calif., Is Site of North
American Aviation's Ocean Systems
Research and Development Center
EXTENSION OF REMARKS
OF
HON. CRAIG HOSMER
OF CALIFORNIA
IN THE HOUSE OF REPRESENTATIVES
Tuesday, August 9, 1966
Mr. HOSMER. Mr. Speaker, today
North American Aviation, Inc., and the
city of Long Beach are announcing
jointly the establishment of that cor-
poration's ocean systems research and
development center at Long Beach. This
move highlights the city's hospitality not
only to new industry, but also its ideal
capabilities for support of both govern-
mental and private enterprise activities
in oceanography, oceanology and related
endeavors.
The following news dispatch contains
full details regarding the new center:
LONG BEACH, CALIF., August 9, 1966.-North
American Aviation Inc., will establish the
Nation's newest and most modern ocean sys-
tems research and devlopment center on the
waterfront here.
The announcement today followed a Long
Beach City Council action to lease the former
Navy landing and facility to North American
Aviation and to modify the modern structure
to provide 38,800 square feet of office, lab-
oratory, and engineering space.
The facility will also serve as headquarters
for ocean systems operations (080), the cor-
poration's marine and undersea business arm.
Under terms of the proposed agreement,
NAA will leave the facility, basin and park-
ing area for a term of 5 years with options of
3 and 2 years.
Frank G. Compton, general manager of
OSO, and a vice president of North American's
autonetics division said the city-owned fa-
cility will house administrative, engineering,
and scientific activity.
The landing, built in 1960 at the cost of
more than $5 million, has a 6-acre water
area enclosed by two concrete moles.
North American Aviation recently an-
nounced it will build a submersible "work
boat" with diver lockout features and capable
of operation at depths to 2,000 feet, the first
of a new generation of high-performance
underwater vehicles.
The new boat is scheduled for launching
late in 1967. It wil be built at NAA's fa-
cilities in the Los Angeles area and tested,
launched acid based at the Long Beach fa-
cility.
City officials hailed the aerospace firm's de-
cision to locate here as another significant
step toward establishing Long Beach as a
major oceanographic center.
"We are very pleased that North American
Aviation has chosen Long Beach as the site
for their ocean operations," said city man-
ager John R. Mansel. "We are fully con-
vinced, as Is North American, and many
other U.S. firms, that ocean exploration and
the development of its vast resources is a new
frontier with great promise."
Compton, whose administrative and en-
gineering offices are temporarily located at
North American's Santa Ana plant, said the
Long Beach facility is ideally located for en-
gineering and test activity. He emphasized
that no manufacturing will be done at the
Long Beach site.
"It is, In my opinion, the best location for
marine research and development work in
the Nation," Compton said. "The location is
ai
August 9, 1966
in one of the great maritime cities of the
country."
He pointed out that the facility is strategi-
cally located near deep water as well as the
varied resources of the southern California
metropolitan area.
Initially, the OSO facilities will be staffed
by about 250 to 300 engineers, scientists, and
supporting personnel.
"North American Aviation has been en-
gaged in design and development of under-
sea equipment and study of techniques in all
ocean science and engineering fields for sev-
eral years, our emphasis at this time is on
meeting AHD technological challenges and
requirements common to the many estab-
lished and emerging fields in underwater
technology," Compton said.
"We are engaged in development of a va-
riety of manned and unmanned projects and
underwater work techniques for commercial,
defense, and scientific undersea program. In
fact, all of the company's experience and ad-
vanced technology, to which several of its
operating divisions contribute, gives our
ocean systems operations a complete re-
search, development, and production capabil-
ity," Compton added.
Occupancy of the Long Beach facility Is
planned for next March, when modifications
to the building are completed.
The building's interior will require some
remodeling to accommodate the OSO offices
and laboratories. No changes are planned for
the building's exterior and landing.
The landing is situated next to an area
where the city is building a 114-acre addition
to the downtown shore where it is to be de-
veloped into a Sylvan-sea setting with a ma-
rine museum and other facilities,
Ridiculous Way To Fight a War
EXTENSION OF REMARKS
OF
HON. GLENARD P. LIPSCOMB
OF CALIFORNIA
IN THE HOUSE OF REPRESENTATIVES
Tuesday, August 9, 1966
Mr. LIPSCOMB. Mr. Speaker, the
Glendale, Calif., News-Press recently dis-
cussed the question of how successful the
policy of building bridges to Communist
nations has been.
The News-Press finds that the policy of
trading with and aiding Communist na-
tions is completely unsuccessful, as it
titled in its August 1, 1966, editorial en-
titled "Ridiculous Way To Fight a War."
Under leave to extend my remarks, I
submit for inclusion in the RECORD a copy
of the editorial.
RIDICULOUS WAY To FIGHT A WAR
It is proper to ask whether the current pol-
icy of the United States of America toward
the enemy is "building bridges" or burning
them behind us.
Neither the concept nor the results of the
program are new. Nor has the theory that :if
we trade with and aid the enemy we will be
rewarded with kindness and understanding,
been successful in the areas where it now is
applied.
The United States, for example, has given
Poland $600 million in aid, mostly food, since
1957 under this concept. Today the Polish
government has cancelled athletic participa-
tion with the United States, woos North Viet
Nam and says there is no use talking about
"building bridges" unless we stop air strikes
and withdraw from Viet Nam.
About a month ago, the President boasted
of new cultural and educational exchanges
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