For the ABC program, including the special $400 million program authorized by section 2(a) of the Federal-Aid Highway Act of 1958, projects have been completed since July 1, 1956, at a total cost of $11.5 billion, and engineering and right-of-way acquisition totaling $792 million.

ABC projects were underway or authorized on December 31, 1963, totaling $3.8 billion and included nearly 21,000 miles of construction contracts at a total cost of $3.1 billion and engineering and right-ofway acquisition totaling $732 million.

The status of active and completed projects under the ABC program is shown by States in the enclosed table 6.

The Federal-aid highway program is being advanced at the maximum rate that can be supported from revenues accruing to the highway trust fund. The 1965 fiscal year apportionments made last July included the ABC apportionment of $975 million and an Interstate apportionment of $2.7 billion as authorized by the 1961 act.

Scheduling of obligations continues to be necessary in order that the trust fund balance will be adequate to reimburse the States promptly for work done. The schedule makes all remaining funds apportioned for the fiscal years through 1965 available for obligation this fiscal year on a quarterly basis. For next year the estimated amount to be made available for new obligations is equal to apportionments to be made this summer for the fiscal year 1966, based on a $975 million authorization for the ABC program and $2.8 billion for the Interstate program.

The program for completion of the Interstate System by September 30, 1972, as authorized by the Federal-Aid Highway Act of 1961 is shown in figure 3.

Interstate apportionments under this authorized program total $37 billion. It is anticipated that an Interstate apportionment of $2.8 billion will be made this summer for the fiscal year 1966, as shown by States in table 7.

Subsequent Interstate apportionments are expected to make available the amounts authorized by the 1961 act $2.9 billion for fiscal year 1967, $3 billion for each of the fiscal years 1968, 1969, and 1970, and $2.885 billion for the fiscal year 1971.

In addition to the total $37 billion of Interstate apportionments the proposed program provides apportionments for ABC and estimated allocations for other programs totaling $17.554 billion through fiscal 1973.

Estimated annual apportionments, disbursements, revenues and trust fund balances for the program to be financed from the highway trust fund are shown in table 8. Amounts are included for "other" programs to cover estimated requirements of $5 million annually for emergency relief in the repair of Federal-aid highways damaged by floods or other disasters which would continue to be financed from the highway trust fund.

At this point, Mr. Chairman, I would like to discuss briefly our progress in some significant areas of related Bureau activity.

RESEARCH AND DEVELOPMENT

The 1962 Highway Act requires that 1/2 percent of the Federal-aid funds apportioned to the States be spent for planning and research and if not so used, they lapse. Since the passage of this act the States have increased the amount being spent for research and development from $8 million to approximately $20 million. This has been a very significant increase and has afforded us the opportunity to develop a more coordinated program.

The Office of Research and Development of the Bureau of Public Roads has worked with the States and research agencies to improve communication and cooperation so that maximum efficiency is realized in the expenditure of research funds. Sizable projects financed jointly by the several State highway departments are being undertaken in a cooperative effort to deal with some of our most pressing transportation problems.

Among the more important research and development projects on which substantial progress is being made, are those involving quality control for construction, including statistical concepts for materials acceptance testing and more rapid and nondestructive testing procedures. A concentrated research effort is also being directed toward accident prevention and traffic aids both in the form of electronic devices and measures that will assist the driver in performing his task with a higher degree of efficiency to improve traffic safety and reduce traffic delays. In these research and development projects the Bureau's program is being coordinated with the projects conducted by the State highway departments that involve Federal-aid funds.

The results of research and development are of little value unless fully utilized. All means possible are being taken by the Bureau to see that the State highway departments, industry, and others, are aware of the most recent development in engineering technology and make the best use of this information.

URBAN TRANSPORTATION PLANNING

The requirements of the 1962 Federal-Aid Highway Act with respect to urban transportation planning is in my opinion, one of the most significant and forward-looking provisions of Federal highway legislation in recent years and I am glad to report gratifying progress in meeting the objectives so carefully spelled out in that act.

The techniques that have been in the process of development by the Bureau of Public Roads and the State highway departments for the past 20 years in urban transportation planning have been advanced rapidly in recent years. With the aid of the 12-percent highway planning funds and the housing planning funds under the so-called

701 program available for this work through the close cooperation between the Bureau and the Housing and Home Finance Agency, each with appropriate State or local matching, financial resources are considered generally adequate at this time.

The use of the computer in analysis and introduction into highway planning of the thinking of other professions have helped develop an improved planning process. This process is proving valuable not only to highway and transportation planning, but to general planning

as well.

The initiation of the planning process in all urban areas of 50,000 population or more, now numbering 217, has not been without its problems, the most vexing of which is that of developing cooperation between State and local jurisdiction so wisely called for by the act. In many areas, local communities are for the first time being brought together through State encouragement to plan together for the future on a regional or metropolitan basis. A commonly agreed-upon goal is essential to proper transportation planning, and is a requirement of our legislation. It is no less important for many other local public and private development plans as well. That is what I meant by the far-reaching effect of the 1962 act.

Since the passage of the 1962 act, a number of State highway departments have reorganized, in order more effectively to meet their responsibilities for planning in urban areas. Several have emphasized increasing their staff competency through various types of training. In several cases, highway departments have sponsored State legislation to enable them to cooperate closely with local communities in establishing and carrying out transportation planning programs in conjunction with comprehensive community planning.

On July 25, 1963, I reported to this committee that planning programs were underway in over one-third of the urban areas included under the provisions of the 1962 Federal-Aid Highway Act.

Today, I am glad to be able to report that the planning process already is well enough organized to meet the requirements of the act in about 100 urbanized areas. Every one of the remaining areas that will have to meet the requirements of the act by July 1, 1965, still has adequate time to do so if and I emphasize if-those lagging show a sense of urgency about accelerating their progress.

There is no need for any area to fail to meet the requirements of the act and be denied Federal aid, but there is some danger that some might. In some cases, of course, the delay in organizing the planning work will not mean a delay in construction, since the States have scheduled the initiation of the planning process to be consistent with their anticipated construction programs in their urban areas. In some, it will be a considerable problem, but one that they can avoid by accelerating their progress.

Again, we regard this program as extremely significant in the development of our urban and metropolitan areas in the years ahead, and we are giving it top priority in our Office of Planning.

STUDY OF SCENIC ROADS AND PARKWAYS

At a meeting last week, the six member agencies of the Recreation Advisory Council agreed to ask the Department of Commerce to make a study of a proposed national program for development of scenic roads and parkways, with the general advice and participation of the Council members.

The study would seek to formulate general criteria for the selection of scenic roads and parkways; how much such facilities would cost; how they could be paid for; where they should be located; who would benefit; and how existing roads might be utilized to serve recreational purposes.

FEDERAL-AID HIGHWAY POLICY AFTER 1972

The Bureau of Public Roads and the State highway departments have recognized that it is not too early to begin assembling material for presentation to the Congress to serve as a basis for determining Federal policy with respect to highway aid after 1972. We are particularly gratified that this committee has approved, and the House has passed, H.R. 8853, which provides for a study of future highway policy and programs after that date. Under the authority of the Secretary of Commerce and in anticipation of the enactment of this bill into law, the Bureau is actively planning the steps necessary to carry out the necessary studies.

In this planning, as in the actual conduct of the work, the Bureau is looking forward to the cooperation of the State highway departments. Toward this end, the American Association of State Highway Officials has appointed a committee to work closely with the Bureau and in fact, the initial meeting of this committee with the Bureau staff assigned to the study is scheduled for later this week. We anticipate a cordial and effective relationship with the State officials, and with the city and county officials who will have a deep interest in the studies.

RELOCATION ASSISTANCE AND PAYMENTS

The Federal-Aid Highway Act of 1962 required, for the first time, State highway departments to render relocation advisory assistance to families to be displaced by highway projects on the Federal-aid systems. It also permits Federal-aid participation in the moving costs of such relocations, not to exceed $200 for residence units and $3,000 for businesses, if authorized by State law. The Bureau of Public Roads has issued detailed instructions concerning the application of these provisions.

Since October 23, 1962, the effective date of this requirement, all State highway departments have set up the machinery for rendering relocation advisory assistance.

Pursuant to Federal law, the payment of moving costs is dependent upon State legal authorization. When the Federal highway reloca

tion provision was enacted in 1962, only eight States had statutory provisions on the subject. Many of these laws were very limited in their application, and were not as broad as the Federal highway provision.

Today, there are 19 States which have authority to make payments for moving costs. These States are Connecticut, Hawaii, Maryland, Massachusetts, Minnesota, Nebraska, Nevada, New Jersey, New York, North Dakota, Ohio, Oregon, Rhode Island, South Dakota, Tennessee, Utah, Vermont, West Virginia, and Wisconsin. In addition, some States pay moving costs, such as Oklahoma, not pursuant to a specific statutory authorization, but by a decision of the State court or its attorney general.

In order to better evaluate the trend of development, the Bureau last summer completed a survey of State relocation assistance and payment activities, from October 23, 1962, to May 1, 1963, approximately a 6-month period.

During the period, residential or business buildings were involved on 704 Federal-aid highway projects. Approximately 21,000 residential units were removed from rights-of-way in the 6 months. Inquiries about relocation assistance were received from approximately 2,600 residents, or 12 percent of the total. Of the 2,600 inquiries, 2,200 were from urban residents. In 860 of the 2,600 cases, or approximately 4 percent of the 21,000 residential units, relocation was accomplished as a direct result of the assistance provided by the State highway department or its agents. Relocation assistance payments totaling $6.3 million have been authorized as of December 31, 1963, to help defray relocation costs incurred by families and businesses displaced by construction of Federal-aid highways. As shown by table 5 this total provided for payments amounting to $2.2 million to 14,412 families and $4.1 million to 2,290 businesses. The 1962 act provided for Federal participation in such relocation costs, limited to the Federal pro rata share of total costs up to $200 per family and $3,000 per business.

SAFETY PROGRAM

The Office of Highway Safety was established in the Bureau of Public Roads 2 years ago to meet more adequately our responsibilities for safety in highway transportation. Urgent need exists for attention to this phase of the highway program. The National Safety Council recently announced 43,400 deaths and $7.7 billion economic loss as the national traffic accident toll for 1963.

With this multibillion-dollar traffic accident liability and the interstate character of highway travel, we are concentrating our safety programs in areas of high priority where Federal resources can be used independently or in cooperation with others to produce worthwhile results. Continuing liaison is maintained with the automotive industry, with research activities, and with other safety programs in and out of Government to assure full consideration of the public in-terest in the resolution of safety issues.