board of the Greyhound Corp. and a director of the Transportation Association of America, in April 1961 requested our Transportation Association of America. highway panel to go to work to develop a Transportation Association of America. policy on uniform time. A few months later, in October, our board of directorsformally adopted a policy position, now endorsed by the highway, rail, air, oil pipeline, and water carriers, calling for uniformity of time, whether standard or daylight, and uniformity in the dates of time changes within each time zone.. This year we went to work on Project Timesaver. First, we conducted a nationwide survey of the time practices in each State with the assistance of the Attorneys General. We received virtually 100 percent cooperation. Second, we con-ducted industry surveys of the nature and extent of this problem for the bus, air, and rail carriers. Third, we instituted a program to stimulate interest in this matter by Government officials-Federal, State, and local-and by other affected business interests. Fourth, we then printed and distributed a brochure entitled, "Project Timesaver-It's Time To End Clock Confusion." Fifth, we helped in getting the States of California, Nevada, and Vermont to join the April-October club, bringing those States into conformity with most of the other States on the switchover dates.

Sixth, last August, we sponsored in Washington a Uniform Time Conference attended by a large number of Government and industry representatives. This group unanimously voted to create an Ad Hoc Committee for Time Uniformity as the organization to get this time uniformity job done. It was agreed that its principal initial effort would be to work on the problem at the State and local levels. I was designated to serve in the capacity as its executive director. Seventh, we have since formed a steering committee on which Mr. Hosea serves as the representative of your industry. That committee is now working on specific plans for action next year.

You might be interested in the scope of interest in this project. More than 20 Government agencies at Federal, State, and local levels are cooperating. At the Cabinet level we have the Departments of Agriculture, Commerce, Post Office, and Defense. Still at the Federal level we have the Budget Bureau, Weather Bureau, General Services Administration, Civil Aeronautics Board, Interstate Commerce Commission, Federal Aviation Agency, Federal Communications Commission, Coast and Geodetic Survey, Naval Observatory, and the Advisory Com-mission for Intergovernmental Relations.

At State level we have brought into this cooperative effort the Council of StateGovernments, National Association of State Aviation Officials, and the American Association of Motor Vehicle Administrators.

At the local level we have invited the cooperation of the American Municipal Association, Conference of Mayors, National Association of County Officials, and the International Association of Chiefs of Police.

Turning to industry, more than 30 national organizations are a part of this undertaking, many of which are not in transportation. They include the National Association of Motor Bus Owners, Air Transport Association, American Short Line Railroad Association, American Trucking Associations, American Waterways Operators, Association of American Railroads, Association of Local Transport Airlines, Automotive Safety Foundation, National Industrial Traffic League, and the Transportation Association of America.

In the communications world we have the American Telephone & Telegraph Company, National Association of Broadcasters, and Western Union. In the field of finance, we have the American Bankers Association, Association of Stock Exchange Firms, Investment Bankers Association, National Association of Se-curities Dealers, and others.

We have also sought the cooperation in this undertaking of the American Farm Bureau Federation, the National Council of Farmer Cooperatives, and the National Grange. We also welcomed the interest of the American Society of Travel Agents, the National Association of Manufacturers, National Association of Travel Organizations, and the U.S. Chamber of Commerce. Thus you can see we have a very broad base of governmental and industry interest in this work.

In conclusion, we are convinced that the transportation industry is the bulwark of freedom and our American way of life. We must constantly strive to strengthen this industry under private enterprise. Greater time uniformity will help eliminate substantial cost, duplication of effort, and passenger-shipper confusion. It will also reduce, we think, considerable waste of our productive resources included in the gross national product. Ladies and gentlemen, this is a call to arms for time uniformity.

PROJECT TIMESAVER

A PLAN TO END THE "CLOCK JUGGLING" WHICH CONFUSES AND COSTS THE NATION

(Prepared by the Transportation Association of America)

Today the Nation suffers from an economic drain and confusion caused by widespread, costly and frustrating "clock juggling."

Efforts to eliminate this long-standing hindrance in our daily lives are long overdue. It is to correct this condition that project timesaver is dedicated. First, the problem:

What is clock juggling?

Over the years, there have been widespread variations in standard and daylight saving time across the country, complicated by frequent time zone boundary disputes, differing standard-daylight changeover dates, and an assortment of local community options. These factors have combined to create bewildering uncertainty and confusion in the minds of the traveling and shipping public. They have also complicated the operating and scheduling problems of the transport industry at untold cost. This time scramble adversely affects communications, industrial, financial, and other interests as well.

A typical sample of this confusion appeared in the April 28, 1962 edition of the Washington Post, as follows:

"Tide tables issued by the Coast and Geodetic Survey during this season are given in daylight saving time, the Survey said yesterday. The table published in yesterday's edition of this newspaper mistakenly indicated the tides were shown in standard time."

And sympathize with the confused driver and passengers on the Greyhound bus which operates over the 35-mile highway distance between Steubenville, Ohio, and Moundsville, W. Va.-it passes through bus stops with seven different time changes.

In a broader vein, it has been said wisely that "time and tide wait for no man." The poignant tragedy is that considerable time—which can never be regained—is being wasted and lost daily as a result of this problem.

How widespread is the use of daylight saving time?

Of the 50 States in the Union, 28 States and the District of Columbia will be observing daylight saving time during 1963, according to the latest information available. Sixteen of these twenty-eight States will observe it on a statewide basis. The other 12 will observe daylight saving time in differing areas, ranging from a single city to practically statewide. The map shown on p. 26 depicts the States which are affected and the time zones in which they are located. Will those States observing daylight saving time make their time changes on the same dates?

No. Thirteen of the States will follow daylight saving time from the end of April to the end of October. The remainder will begin or terminate daylight saving time in other months. The patchwork nature of these practices is reflected on the map shown on p. 27.

Is the daylight saving time now in effect a result of Federal legislation?

No. Except for two wartime periods daylight saving time has been a matter for the States to decide. This device of advancing the clock 1 hour was first adopted by the Congress in 1918 when, because of World War I, daylight saving time was established on a nationwide basis. It was repealed after the war. During World War II "war time" was again enacted by the Congress but was repealed after the cessation of hostilities. During the intervening and subsequent peacetime years the States have expanded the use of daylight saving time, as a matter of either State legislation or of local community option.

Would greater uniformity in the use of daylight saving time help the bus industry?

Indeed so. This time problem is particularly aggravating for the bus operators which serve the crossroads and byways of America.

The Carolina Coach Co. deplores the plight of the Salisbury, Md., passengers to New York City who must keep straight the frequent changes in scheduled departures set for 1:45 p.m. in early April, changed to 2:45 p.m. on April 29, changed to 1:45 p.m. on May 30, changed to 2:45 p.m. on September 3, changed

to 1:45 p.m. on October 28. As the company aptly observes, the passengers "lay the blame on the bus companies and wind up driving their cars and we lose the revenue."

Trailways complains of the traffic losses, rescheduling of work, reassignment of equipment, excessive cost of publishing timetables, etc., and estimates that up to 40 percent of the time devoted to preparation of schedules could be saved if greater time uniformity could be achieved. Trailways says that "the condition has worsened every year in the last few years."

The National Association of Motor Bus Owners asserts on behalf of the industry that "potential savings might reach a quarter of a million dollars on scheduling and timetable costs alone."

Would increased uniformity around the clock benefit the railroads?

Undoubtedly yes. Modern railroading is precision railroading. For 80 years the railroads led the fight to eliminate confusion in time standards. This historical pioneering effort is well documented in "The Day of Two Noons," published by the Association of American Railroads.

In 1957, the New York Herald Tribune highlighted the impact of daylight saving time on the railroad industry under the title "Daylight Time Costs Railroads $1 Million."

The railroads operate on standard time. Many of them, however, are forced to publish two kinds of timetables, one based on standard time for the use by carrier employees and the other reporting train schedules on local time (standard and daylight) for the benefit of the traveling and shipping public.

A 1962 survey of more than 20 railroads identified the following areas of general confusion and difficulty attributable to lack of uniform time:

General confusion in passenger timetables.

Difficulty in scheduling passenger trains to accommodate origin, intermediate, and destination requirements.

Extra expense of printing timetables.

Difficulty in handling mail to meet Post Office Department requirements. Necessity for rescheduling freight trains to meet market delivery times on perishables and livestock, and to maintain adequate interline service.

Work of operating employees on standard time while nonoperating employees work on daylight saving time, resulting in confusion and inconvenience.

Revision of switching crew schedules to meet requirements of local industry. Confusion, particularly for train and enginemen, for employees who follow standard time at work while using daylight saving time at home.

Reduced communication time between widely separated stations on the same railroad.

Are the airlines also concerned?

Yes; the airlines are seriously concerned with the confusion, the passenger inconvenience, and the additional expense, caused by variations in daylight saving time observance in different areas of the country.

An airport usually serves a large geographical area which may even extend across State boundaries. These service areas frequently include both daylight and standard time zones. This causes confusion to many passengers; some of

whom might arrive at the airport an hour early for their flight or, even worse, arrive an hour late and miss their flight. This frustration also extends to families and friends of departing or arriving passengers.

A missed flight is of serious and expensive concern to both the passenger and the airline. For the airline, a missed passenger today may well become a nonairline passenger of tomorrow.

During certain times of the year, the nonuniformity in dates for daylight time observance results in as much as a 4-hour time change on a coast-to-coast flight, 1 hour beyond the normal 3-hour change. This extra hour which the transcontinental passenger experiences in these circumstances makes his physical adjustment to the new time zone that much more difficult. Any one who has ever had to adjust to a 4-hour time change on a 5-hour flight will understand this problem. A very definite and measurable expense to the airline is the required reprinting and redistribution of system timetables with each time change at some individual point on the system. If cutoff dates for daylight saving time were uniform in all areas, schedule reissuance based on time changes would take place only twice each year. This would result in a substantial cost saving to the airline industry.