Perhaps you have already heard of the almost unbelievable example involving bus service in 1962 over the 35-mile highway distance between Steubenville, Ohio, and Moundsville, W. Va. If the busdriver and passengers maintained correct local time at all stops en route they would have been forced to adjust their watches seven different times an average of once every 5 miles.

I would like to interpolate here that that has been modified by passage of a State law in West Virginia.

In Pennsylvania, State law requires that official business be conducted on eastern standard time. Yet, this year all Pennsylvania communities except Yatesville (population 472) will be observing daylight saving time during the spring and summer months.

Another example of clock confusion exists just across the Potomac River in Virginia. As a result of State legislative action, on the first Saturday in April the same time was observed in the State capital of Richmond, in the metropolitan area comprising Alexandria and the counties of Fairfax and Arlington, and in the city of Bristol on the Virginia-Tennessee border.

On the last Sunday in April the metropolitan areas adjacent to Washington, D.C., moved the clocks forward 1 hour. On the Sunday following Memorial Day 1 month later, Richmond caught up with Alexandria but was then 1 hour faster than Bristol. In less than 3 months, Richmond will, on the Sunday after Labor Day, rejoin Bristol but will then be 1 hour behind Alexandria. On October 26, Alexandria will lose an hour and rejoin the rest of the State until the cycle begins all over again next spring.

In Alabama, State laws speaks only of "standard railroad central time" and for the first time the State had daylight saving time in operation in 1964-for 1 week only in one city. In Delaware, no State law applies, with daylight saving time being a matter of local option as is the case in 12 of the other States observing daylight saving time. Major Delaware communities set the pattern county by county, but this is done only by custom and could change at any time.

In Maine, daylight saving time prevails yet the business hours of stores dispensing alcoholic beverages are maintained on eastern standard time, as required by State liquor laws. The same is true in Iowa and in those Ohio counties on daylight saving time this summer.

In Minnesota, daylight saving time is observed generally between the last Sunday in May and Labor Day. State law, however, authorized municipalities along the State borders to conform their time practices to those being observed across the State line. This year several cities violated State law and city ordinances by placing daylight sav ing time in effect for longer periods.

In New Jersey, State law requires all public conveyances to conform their timetables to both eastern standard time and eastern daylight time simultaneously-in other words, two expensive sets of timetables for all carriers.

In Idaho, the observance of daylight saving time varies from door to door in northern municipalities as the merchants and tavern operators conduct business hours at the most advantageous times to attract the Washington State trade.

We also know that in many communities and on college campuses, including the University of Minnesota, official clocks are maintained

on central standard time while business is conducted and college classes operate on daylight saving time.

More dramatic proof of the time scramble is located just a few blocks from this hearing room. On this very day, the huge wall clock in Union Station remains on eastern standard time while the timepieces maintained throughout the rest of the city, including those at the Interstate Commerce Commission, responsible for regulating time boundaries, observe eastern daylight time.

Another example will demonstrate to the subcommittee that time. confusion does not confine itself just to east-west variations across the country. It also affects travelers going north-south between Chicago and Milwaukee and then beyond to and from Minneapolis-St. Paul. More specifically, Chicago will observe central daylight time this year from the last Sunday in April to the last Sunday in October. Minneapolis-St. Paul will observe daylight saving time from the fourth Sunday in May to the Tuesday after Labor Day. Milwaukee will be on daylight saving time between the last Sunday in April and the last Sunday in September.

Thus, these cities will experience time shifts and schedule changes occurring five times in 6 months. This is confusing to the traveling public. It is also expensive to the common carriers in maintaining correct timetables and schedules.

It is also significant to point out that clock confusion also exists even in areas not observing any daylight saving time. For example, when 20 States shifted to daylight saving time on the last Sunday of April, there were 38 schedule changes of common carriers serving Tucson, Ariz.

Finally, I would point out to the subcommittee that its review of the time problem is coming not a moment too soon. Many States have considered or are now considering the establishment of new daylight saving time practices, including possible authorization on a year-round basis. Thus, the widespread time confusion of today could well be compounded by tomorrow.

I will now conclude my statement by stating the recommendations of the Committee for Time Uniformity, on behalf of its members. Our specific objectives are summarized in the Project Timesaver brochure attached to this statement. While we generally support greater time uniformity for all citizens, we take no position on whether daylight saving time should or should not be observed by any particular State or community.

What we do urge, however, is that such jurisdictions which do observe daylight saving time should, in the interest of national uniformity, begin and end daylight saving time on the last Sundays of April and October, respectively, of each year.

We also agreed last year to support the recommendation of 30 years' standing by the Interstate Commerce Commission that the Congress should reexamine the entire field of standard time to determine whether existing Federal legislation on the subject should be amended or repealed. We are highly pleased that Congress has taken prompt action to do so.

There are 10 time uniformity bills pending before your subcommittee, Mr. Chairman. We are appreciative of the interest taken in the subject by all Congressmen who have introduced these bills. We also

believe that the enactment into law of any of them would reduce the time confusion which now prevails.

It is the official position of this organization, however, that Congress should adopt the recommendations of the ICC which are embodied in both H.R. 4702 and H.R. 7891. This would mean that the future observance of both standard and daylight saving time would be assured at Federal, State, and local levels, including interstate com

merce.

In the event, however, that you would not choose to require such mandatory observance by State and local interests we then would urge you to approve H.R. 11483, which is identical to the bill (S. 1033) unanimously reported last year by the Senate Commerce Committee. Otherwise, we would urge you to approve of any of the other pending bills which you feel would best achieve nationwide time uniformity.

Finally, we believe that the examples we have presented, as well as the additional information to be presented by other witnesses in these hearings, constitute compelling proof of the immediate need for corrective action. It is our belief that such action will serve the national and public interest including our national security, and even contribute to an expanding gross national product.

Thank you for the privilege of appearing before your subcommittee to discuss Project Timesaver. Mr. Redding will now offer the TAA statement of position, and we will then both be glad to answer any questions.

Mr. LONG. It is from my understanding, Mr. Ramspeck, that Mr. Redding has agreed to let Mr. Roeper testify before he does, so I think that we might, if it is agreeable with you, see if any members of the committee have any questions of you at this time, if that would be acceptable.

Mr. RAMSPECK. That will be fine.

Mr. LONG. Before we do that, I am not sure that you have incorporated into the record all of the exhibits that you had attached to your statement. I have looked through them and I think this is a very comprehensive document and I think it might be well to attach and make a part of the record all of the exhibits that you had attached to your statement, if that would be in keeping with your thinking. Mr. RAMSPECK. We would like very much to have that done, Mr. Chairman.

Mr. LONG. Does any member of the committee have any objection? It will be so ordered.

(Attachments referred to follow:)

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 widspread, 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 regainedis 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 below depicts the States which are affected and the time zones in which they are located:

Will those States observing daylinght 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 below:

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 operations 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, change 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 “res." 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 $1,000,000."

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.