I. EXTENT OF OBSERVANCE IN 1964 OF DAYLIGHT SAVING TIME IN THE UNITED STATES

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II. EXTENT OF UNIFORMITY IN DAYLIGHT SAVING TIME SWITCHOVER DATES-1964

A. Switch from standard to daylight saving time

1. Of the 15 States observing daylight saving time on a statewide basis, all 15 States switched to DST on the last Sunday in April.

1 These data have been derived from 1964 reports received from State officials and other

sources.

2. Of the 16 States observing daylight saving time on a nonstatewide basis, all except the following 11 States switched to daylight saving time the last Sunday in April:

B. Switch from daylight saving to standard time

1. Of the 15 States observing daylight saving time on a statewide basis, all except West Virginia and Wisconsin will return to standard time on the last Sunday in October. West Virginia and Wisconsin will switch instead on the last Sunday of September.

2. Of the 16 States observing daylight saving time on a nonstatewide basis, 5 of them (Colorado, Minnesota, Montana, New Mexico, and South Dakota) will return to standard time in September. All of these States except Minnesota, however, observe daylight saving time in very limited areas.

Nine other States (Idaho, Indiana, Iowa, Kentucky, Michigan, Missouri, Ohio, Pennsylvania, and Virginia) will return to standard time on varying dates ranging from August to October with some Indiana communities even observing daylight saving time on a year-round basis.

Only in Maryland and Oregon will standard time be resumed on the last Sunday of October.

C. States observing both the April-October switchboard dates2

1. Fifteen of the thirty-two States observe the switchover dates of the last Sundays in April and October, as follows:

Mr. LONG. Mr. Van Deerlin, do you have any question of Mr. Ramspeck?

Mr. VAN DEERLIN. No questions.

Mr. LONG. Mr. Glenn?

Mr. GLENN. I have no questions, Mr. Chairman, but as an exMember of Congress we appreciate your coming here and giving us the benefit of your knowledge and experience in this great field. Mr. RAMSPECK. Thank you.

Mr. LONG. Mr. Curtin?

Mr. CURTIN. No questions.

Mr. LONG. Thank you very kindly, Mr. Ramspeck. Your statement was very comprehensive.

Mr. RAMSPECK. Thank you, Mr. Chairman.

Mr. LONG. Mr. P. M. Roeper, vice president, transportation and maintenance, Pennsylvania Railroad, appearing for the Association of American Railroads. Come around, Mr. Roeper, if you would, please. Proceed in your own way.

2 The District of Columbia also observes daylight saving time from the last Sunday in April to the last Sunday in October.

STATEMENT OF P. M. ROEPER, VICE PRESIDENT, TRANSPORTATION AND MAINTENANCE, PENNSYLVANIA RAILROAD, APPEARING FOR THE ASSOCIATION OF AMERICAN RAILROADS, WASHINGTON, D.C.

Mr. ROEPER. First, I want to thank you for taking me ahead of your scheduled witness and also thank Mr. Redding for offering me this time.

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Mr. Chairman, I am Park M. Roeper, vice president, transportation and maintenance, of the Pennsylvania Railroad Co. at Philadelphia, Pa., appearing as a witness for the Association of American Railroads in support of a uniform time within standard time zones. have been employed by the Pennsylvania Railroad for 36 years, 22 of which have been spent as a transportation officer, serving in various capacities as superintendent, general manager, and now as vice president of transportation and maintenance.

In my present position I am responsible for passenger and freight train operations and the development and recommendation of company policies which will provide transportation that is economical and will meet the requirements of the public and our patrons. I am appearing in behalf of the Association of American Railroads (representing 95 percent of the Nation's rail mileage), through action taken by its board of directors which has resolved the position of the railroad industry in favor of uniformity of time within standard time zones. This position is taken after gaining full cognizance of the confusion, inconvenience, and unwarranted expense brought about by the lack of uniformity in the observance of time and the effect of the Standard Time Act of 1918.

I have prepared and given the clerk a statement of my testimony in support of the industry's position and ask that it be made a part of this record, and rather than go into the detail I will just summarize my testimony.

Mr. LONG. I think that is wise, Mr. Roeper, and without objection your statement with the exhibits attached to it and made a part of it will be made a part of the record.

Mr. ROEPER. Thank you. I direct your particular attention to page 3, which is a reproduction of pages 16 and 17 of the "Official Guide of the Railways," listing cities and towns observing daylight saving time. These pages clearly serve as evidence of the lack of uniformity in the observance of time by communities, and it also shows the sketchy information that is available to the railroad clerk in the conduct of his business as to what time certain towns or cities are on because the information on those two pages is very general.

Examples also following the testimony illustrate the confusion and inconvenience experienced by the public as a result of daylight saving time and by the railroads who are required by law to operate on a standard-time basis. Following those examples in my testimony I then develop the cost of revising and issuing new schedules and employee working timetables as well as instructions, that cost around $2 million or more a year. This expense could be avoided if everyone within a time zone would be required to observe the same time whether it be standard or daylight and if the change from one to the other were made simultaneously in all zones.

Beginning on page 7 of my testimony are comments by various other railroads. These are additional examples citing the difficulties experienced because of lack of time uniformity. They may be summarized as follows: General confusion in passenger train schedules; difficulty in scheduling passenger trains to accommodate origin, intermediate, and destination requirements; the extra expense in printing of schedules and timetables; the difficulty in handling mail to meet post office requirements; the rescheduling of freight trains; the use of two times in transacting business; switching through scheduling difficulties; and reduced communication time between offices on the same railroad. The position of the railroad industry is to urge and support action that will bring about the same standard of time within time zones of fixed boundaries.

If there is to be annual changeover from standard to daylight time there should be a common changeover date applicable to all time zones, or at least in the eastern, central, mountain, and Pacific zones. Furthermore, the change should be applicable to the entire zone and not merely a portion thereof. Of the bills before this committee those that would make the observance of standard time mandatory the year around for all purposes-that is, H.R. 2335 and 2532-would result in the maximum uniformity, and these bills would carry even greater economic benefit to the railroads than the $2 million developed in my testimony. This would be brought about as a result of not having to pay certain employees 8 hours' pay for 7 hours' work at the spring changeover and then when the fall changeover comes to pay an hours' overtime so that we have the employee in the changeover period work such hours to catch up to the employee who is starting his new tour on standard time.

Mr. LONG. Excuse me, Mr. Roeper. As I understand it, what happens is that you pay them at both instances.

Mr. ROEPER. Yes, sir. In the first instance our employees are paid for an 8-hour day when they come to work. Now, on a position that is manned 24 hours a day, obviously in the spring changeover you can't have two people working on that one job; so, consequently, you are paying the one employee who gets to leave an hour earlier because there is no work for him to do, and in the fall then you have to keep the employee on duty an hour longer because at 6 o'clock in the morning it is really 7 o'clock for his starting time, so it amounts to an hour's penalty pay in the morning. We lose on both ends of that deal.

While not as economically beneficial to the railroads, either H.R. 6284 or H.R. 11407 would receive the support of this industry since they eliminate most of the objectionable factors presented in this testimony.

The only thing those two bills do not eliminate is that hour lost at both changeover periods. The main difficulty with H.R. 4702, the bill which I understand is recommended by the Interstate Commerce Commission, is that it would, in effect, involve the changing of time zone boundaries to achieve daylight saving time. This could continue to cost the railroad industry a substantial part of the $2 million with which it is burdened.

However, one of the sound provisions of H.R. 4702 is that provision which would require the observance of Federal time standards by all persons. Notwithstanding the weak points of H.R. 4702, it is more