DEPARTMENT OF TRANSPORTATION AND RELATED AGENCIES APPROPRIATIONS FOR 1970

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP86-00244R000300120033-5
• Release Decision: RIFPUB
• Original Classification: K
• Document Page Count: 14
• Document Creation Date: December 12, 2016
• Document Release Date: November 5, 2001
• Sequence Number: 33
• Content Type: MISC

Incluj)ed herein are a few
48$;c rtex which are
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DEPAR 1 , ' OF, TRANSPORTATION AND RL'L~1TED AGENCIES APPROPRIATIONS FOR 1970
IIRARINGS
BEFOR J A
SUDCOI 41TTEE OF THE
C0I2.122..V E ON APPROPRIATIONS
HOUSE OF REPRESINTATIVI;S
SUBCOMTT ON D.i 2ARTM72 OF TRANSPORTATION AND RELATED
AG] LIES APPROPRIATIONS
EJJTARD P. BOLAND, Massachusetts, Chairman
John J. Mcall, California William E. Minshall, Ohio
Sidney R. Yates, Illinois Silvio 0. Conte, Massachusetts
Ralph Preston and Thomas J. Kingfield, Staff Assistants to the Subcommittee
PART 1
Civil Aeronautics Board
Federal Highway Administration
Federal Railroad Administration
Interstate Commerce Commission
National Transportation Safety Board
United States Coast Guard
Washington Metropolitan Area Transit Authority
Printed for the use of the Committee on Appropriations
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Monday, September 15, 1969
FEDMAL HIGHWAY ADMINISTRATION pg. 1015
mansion and strengthening of both in-house and contract research pg. 1028
and devcloniient effort requires an increase of y,3,160,Ooo in fiscal year
1970 to a new total of ;315,330,000. Included in this increase is an ad-
ditional 12,200,000 for the contract program, ,13300,000 for a new research
inolcmentacion program, and ;;500,000 for planning needed higghwa research
f acjlitic..
The new research irrplementation program is being established to iden-
tify and evaluate completed research projects suitable for demonstration
and test, using BPI in-house technical specialists. The 1300,000 requested
will be used for demonstration projects in the following categories: in-
corporation of special design features, special construction features,
highway maintenance practices, and the effect of special highway features
on operations.
Research activities at the Fairbank Highway Research Station have
grown to the point where existing laboratory facilities are completely
inadequate. Additional space is required for priority programs for the
Traffic Systems Division. Current research in the heavy structural test
program cannot proceed because crowded conditions produce safety hazards.
The amount of y500,000 is necessary so that planning and engineering stud-
ies may be conducted prior to actual construction.
An increase of 60170,000 and 17 positions are requested for program
operations. These positions are needed to enable the field organization
to perform additional ftnctions required by the Federal-Aid Highway Act
of 1968 and to deal with complex problems arising as the organization be-
comes increasingly involved in transportation systems of urban areas.
Mr. Provan. The tentative schedule for moving into the Nassif Building
is that the Bureau of Public Roads would move in on the third of October.
The weekend of the 3d of October, and then the administrator's office would
move in 2 weeks later and the Safety Bureau 2 weeks later than that. So it
would be the third, the 17th and then the end of the month of October.
Mr. Boland. What other building in the Washington area will house
components of the Federal Highway Administration?
Mr. Proven. The headquarters will all be in the Massif Building.
We will, of course, have the Division Office, which will be in. the District,
and what we call region 15 will be out in Arlington, but all of the heed-
quarters will be in the Nassif Building.
pg. 1086
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RESEARCH AND D E { LOPI, ITT ORGANIZATION
Pg. 1037
1.1r. Boland. ?What consideration has been given to the creation of a
"rcocarc1 and devciopment-tl an-Propriation for the Federal Highway Ad;rJinistra-
tion? Both the Bureau of Public Roads and the National High;aay Safety
Bureau have significant research and development. As you will recall, the
committee notes: in the hearings last year that there appears to be some
areas of duplication. In your opinion, Mr. Turner, what are the pros and
cons of the creation of one R. D. appropriation and organization for your
administration?
Ni'. Turner. This is another one of the elements that is being con-
sidered in this study we referred to a while ago. There are advantages
in a single R. & D. unit in that it supposedly-and I emphasize "supposedly"-
would eliminate duplication or overlaps. We think we can accomplish the
sane thing by better supervision and management. This ve are attem-aptins
to do. I think we have located and eliminated some of the duplication that
we talked about last year at the hearing and what may appear to be duplica-
tion in terms of the activities which are complementary to each other, tai-
lored to fit a particular reed rather than being duplicative of each other.
IN-HOUSE RESEARCH AND D LOPMENT E11 RTS pg. 1136
1-1r. Boland. You have some in-house research and development efforts.
What are they? What are your major in-house research and development ef-
forts and how many people do you have working in this area on your in-
house research and development effort?
I,Ir. Bartelsmeycr. The in-house people number 252. seventy-three of
these, including 37 professional employees, are at headquarters and 179
employees, including 121 professionals, are at the Fairbank Laboratory.
ATr. Boland. Are these professionals actually engaged in in-house
research and development?
Ni'. Bartelsmeyer. Yes; their responsibilities include conducting
in-house research and development activities.
1Ir. Boland. Will you detail for the record specifically what this
staff does in in-house research and development? What particular research
and development programs` does the staff concern itself with and how many
of the staff work on in-house research and development programs?
Mr. Bartelsmeyer. The in-house research staff is also responsible
for monitoring and developing the contract work.
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1,1r. Boland. Toes it do any research and development on its own?
It. B rtelsmeyer. Yes, we currently have active in-house research
efforts in such fields as soils, materials, pavement markings, suspension
bridge design, and computer applications.
It. Boland. How many people do you have working in this area? I am
talking about working specifically on soils, bridge design, and pavement
markings? It seems to me once you have gone over that material that you
have clone about all you can do in research.
It. Bartelsmeyer. I have a breakdown here that may provide this in-
formation.
Dlr. Boland. Supply it for the record. We are just interested in
knowing what your staff does, what the professionals do in in-house research
and development. We understand you have to have people to monitor the con-
tracts that are entered into by the administration, by the Bureau. We would
also like to know specifically what your own staff does in the way of re-
search and development.
Dir. Bartelsmeyer. We will furnish this for the record.
(The information follows:)
Approximately one-half of the man-hours of specialized division
personnel are devoted to in-house research. This is equivalent of 102
to 107 man-years of effort.
A large portion of the in-house effort relates to the physical
properties of highway materials, the behavior of such materials under
stress of loads, the improvement of designs for bridges and pavements,
the development of means of protection of highway structures from wind
and flood, and similar research oriented toward the physical character-
istics of highway systems.
Such research does not represent repetitive investigation of the
same areas year after year, but as new construction materials enter
the market, new technology becomes available, or as highways and struc-
tures are subjected to greater stresses and heavier loads, new ap-
proaches through research are needed to maintain an efficient highway
transportation system.
The tabular material of ongoing in-house research studies provided
for the record in response to a previous question shows a detailed
breakdown of the current in-house effort.
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FAIRBAii IIIGIfllAY RESEARCH STATION
P6- 1177
I?'r. I?IcFall. Fairban, I-Ighway research Station.
Place the justification on page 42 in the record at this point.
(Tile justification follows:)
5. New Research Facilities at Fairbank Highway Research Station
The staff research activities of the four technical divisions at
the Fairbank Highway Research Station have now grown to the point where
e_:fisting laboratory facilities are completely inadequate. Some of the
priority c: crimental programs of the Traffic Systems Division cannot
be initialed until space is obtained, and current research in the heavy
structural test program is producing such crowded conditions that stud-
ies cannot proceed concurrently because of safety hazards. A program
of capital improvements in required.
It is recommended that an appropriation for the planning and
engineering work in Phase I be approved in fiscal year 1970:
Phase I, fiscal year 1970, $500,000 for planning, architects,
and engineering ~ftinds.
Phase I, fiscal year 1971, $1,500,000 for site preparation
and preliminary construction.
Phase II, fiscal year 1971, $5,500,000 for construction of
traffic systems operations research laboratories, expansion of
structures and applied mechanics laboratory and conversions to
existing laboratories.
Phase II, fiscal year 1972, ,3,500,000 for construction of
auxiliary facilities, office building for library, cafeteria and
demonstration and training facilities, additional specialized
field facilities.
Since joint use of the facilities by the Bureau of Public Roads
and the National Highway Safety Bureau is contemplated, later adjust-
ment of the amounts rikay be required.
RESEARCII FACILITIES
You are requesting $500,000 for the first step in the construction of
new research facilities at the Fairbank Highway Research Station. This is
the first increment of a program estimated to cost $11 million.
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Would the 75-percent freeze on nets Government construction affect the
fiscal year 1970 request?
Imo. Turner. Not the fiscal 1970 request, because this is purely for
planing and preparatory work. No construction would be done out of this.
Iir. Mcil1l. What part has been played by the National Highway Safety
Bureau in the planning of the now facilities?
11r. Turner. This facility will jointly serve the needs of both of the
other two safety Bureaus, the National III.; hway Safety Bureau and the Motor
Carrier Safety Bureau, in addition to public roads needs. The Safety
Bureau, however, may develop special needs that cannot be accommodated at
the Fairbank facility.
Mr. McFall. Have they participated in the planning of the facility?
Mr. Turner. Yes, they have been a part of the team that has studied
the need.
Mr. McFall. Does the ;Ill million estimate include facilities for the
National Highway Safety.I3ureau, or does it only include facilities required
by the Bureau of Public Roads?
Mr. Turner. No, sir; it will be used to meet the needs of all the
F!R.1A offices.
Mr. AMciFall. The committee has indicated that maximum joint use of re-
search facilities should be made by all component organizations of the Do-
partuent of Transportation. Are there any plans to have the FAA, the IRA,
or any other organization within the Department use the proposed new facil-
ities? Do any of them use the present Fairbank facility?
Mr. Turner. The Fairbmlc facility, of course, originally began as
a Public Roads laboratory e,;.clusively. With the creation of the Department
safety bureaus, we have combined our needs, and it is servicing both of them.
There is a facility planning group within the Department that is in-
terested in the needs of the entire Department. It has considerea the Fair-
bank installation and included it in the total package of needs of the entire
Department, and it will be available for Federal Highway Administration, FAA,
and any of the other parts of the Department.
It will be, in effect, a combined departmental facility as well as being
available for any other agency of Government that has needs of that type.
Mr. McFall. This is located out by the CIA building?
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Mr. urder. Yes
;:ir,ar fit, 1: vousld t;su?ii it iroiui(1 the other wny. The CIA is located
our 1'si1)lirs ]{ortdrs property out there.
Mr. I?Ic1: ill. For seniority purposes, since you were the first in the
area, v c will say it that slay.
I-Iow many square feet of space are presently at the Fairbank Station?
Mr. Turner. 51,850 square feet.
Mr. McFall. How many square feet are proposed for the new facility?
IrIr. Turner. Under phase 1, 185,000; and under phase 2, 167,000 square
(Off the record)
RE, SEARCH 'FACILITIES pz. 1455
M . McFall. What are your plans for research facilities including
the -test tracks?
Mr. Brenner. I will submit that for the record.
(The information follows:)
i'Iie research, test and development facilities currently required
to carry out the two safety acts enacted in 1966 have been identified
in the report to Congress and in a series of more detailed studies
conducted after the report was submitted in October 1968. The basic
premise of our plan is to utilize existing facilities wherever pos-
sible and to request new construction authorizations to meet require-
ments which cannot be economically met with existing facilities.
1. Planned now construction:
(a) Driving simulation laboratory.
(b) Compliance test facility.
2. Capital improvements in existing facilities:
(a) Bio-Ihigineering Laboratory (augmentation of the
Federal Aviation Administration Aeronautical
Center at Oklahoma City, Oklahoma).
(b) Applied Research Laboratory (au,; ncntation of Fair-
bank Highway Research Station at McLean, Va.)
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A third major requirement is for a capability to conduct a wide
variety of tests on drivers, vehicles and roadway interactions. These
tests can only be conducted on a proving ground type of facility. In
lieu of building a now facility, our efforts will be devoted to gett-
inf; research unc c:- iay in existing or soon-to-be-built facilities, such
as those associated with universities.
Authorization for a Government proving ground is, therefore, not
being requested at this time; however, such a request will be made in
the event the presently planned alternative of using existing facilities
proves unvorl.able.
Mr. Minshall. Will you yield for a minute? There was an article
that aDDpeared recently in a payer, in the Detroit News, I believe, to the
effect that the National Highway Safety Bureau has been allowed $10 mil-
lion to prepare a miltimillion-dollar automotive proving ground.
11r. Brenner. I would like to submit for the record our very detailed
reply to that particular report which was totally erroneous.
Mr. lllnshall. Will you also send a copy of that response to Congress-
man Frank Bow because he was the one that handed me the letter.
Afic. Brenner. I think we already have.
I-r. AicFall. Also provide information as to the estimated total cost
of the research facilities and their locations.
(The information follows:)
The presently estimated cost of the new construction and capital im-
provement program outlined above is as follows:
Facility
Driving simulation laboratory-----------------------------------
$35,300,000
Compliance test facility----------------------------------------
8,6oo,ooo
Bioengineering laboratory---------------------------------------
700,000
Applied research laboratory-------------------------------------
3,300,000
These amounts include the cost of design.
4!,900,000
Although the current plan, whereby the requirements for proving ground
type facilities will be satisfied through the use of existing facilities,
eliminates any present need for funds for new construction; funds may be
required to modify these facilities to configure them for our specific tests.
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It is Generally planned that facilities will be located on real estate
that is presently under Government control. As stated earlier, it is s ~ planned
that the required capability in the areas of bioengineering and.applied re-
search will be satisfied through capital improvements to existing facilities
at the Federal Aviation Administration Aeronautical Center at Oklahoma City,
Okla., and the Fairbank Highway Research Station at McLean, Q. Site selec-
tion criteria for the driving simulation laboratory and the compliance test
facility have been completed and action initiated to start site selection
proceedings.
FAIRBANK HIGHWAY RESEARCH FACILITY pg. 1100
Air. McFall. What are some of the efforts you wish to undertake
which cannot be accommodated at the present facility? Will you briefly
say something about this, and then expand on it for the record?
11r. Turner. May I have Mr. Shufflebarger do that? He has been
working closer with that than I have. .
Mr. Shufflebarger. We feel there are needs for this kind of space
right now. Conditions are very crowded out there. We have work going
on in hallways where people have their offices.
The kinds of facilities we are talking about iimmediately, the highest
needs, are in the area of research in traffic control. We have a number
of electronic systems, the variety of systems we have talked about today.
As these several systems progress, we will need to study them in the
laboratories to make sure that they all fit together. If we have a pass-
ing aid system and a ramp merging system, it is necessary to blend them
together to have a joint system on the car or at the roadside that will
take account of both.
Research is needed in the laboratory for this kind of thing. It is
the kind of research that is important for the Government to do. They
cannot depend on a contractor to cover every sin;le aspect that the
Government has to worry about, such as public acceptance, fail-safe
measures, and combinations of systems.
(Additional information follows:)
TYPICAL STUDIES TO BE PE J R1,1ED IN PROPOSED LABORATORIES AT
FAIRBANKC HIGIIWAY RESEARCH STATION
TRAFFIC SYSTEMS
(a) Testing performance of traffic control system components
including reliability.
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(b) Feasibility of concepts and processes 'o: areawide traffic
surveillance.
Traffic flog z simulation c:periments.
Highway applications of conununications techniques.
1eTv techniques of roadside communication--visual and auditory.
Driver abilities in relation to highway system design.
MAT iIALS AND QUALITY CONTROL pg. 1180
(a) 7Izvironmentally controlled research on hydraulic cement.
(b) Structural materials under laboratory environmental exposure.
(c) Research on properties and performance of bituminous mixtures.
(d) Develop procedures for conducting tests.
(e) Artificial weathering facilities.
(f) Assess properties and fail-safe characteristics of new metal
and alloy applications.
JT2 SYSTE 1S pg. 1181
(a) Elastic stability in large trusses.
(b) Design criteria for large bridge bracing systems.
(c) Load distributions of proposed deck systems.
(d) Testing scientific models of proposed highway structures.
(e) Research in dynamics of moving loads, wind and seismic effects,
and shock and impact effects.
(f) Development of inspection devices for structures.
(;) Ventilation and air flow problems in joint development work.
(h) Full scale moving load tests of pavements.
(i) Research in earth pressures on footings and supports.
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EINIRONI, M2AL CONTROL
Scientific models of storm drainage systems.
Water flow and scour prevention research.
Tunnel and air-rights structures research.
Highway illumination concepts and techniques.
Simulation of rain, snow, ice, and fog effects.
MiGINE SING AND MAINTMANCE METHODOLOGY
(a) Extend and improve use of automatic data processing in high-
way engineering.
(b) Visual and perspective simulation for highway design.
(c) Photogran,ietry and remote sensing applications.
(d) Development of automated maintenance data collection.
I.ir. McFall. Is this the kind of research that must be done very
close to the National Capital on pride land? Would we be better off to
put this facility 10 miles down in Virginia somewhere, or 10 miles out in
Maryland?
l-ir. Turner. I think we would not find it is merely (nearly) as ef-
ficient as combining it there because the traffic operation item, to pick
up the one he is talking about, is necessarily tied with many of the other
things that we also will be working on - the application of the results of
that study throughout the design parts of the program, the question of
finance, and General administration of the program.
If we moved that group away from the rest of the group, their neighbors
and coworkers, I think we would lose value that we could not replace.
Mr. McFall. What is the investment in physical plant that you have
already at this test station?
PMZr. Turner. Aside from the land, I think we put about E million
into what we have out there at the present time, but that is not .1;- mil-
lion of 1969 dollars. Those' were back in the early 1940'e and early 1950's
that we put buildings out there which are there now.
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Mr. I-'cFcll. I would assume that as the projects are completed,
equipment associated with them is removed or turaed over to a new project.
This is in reference to the need for space.
Can you give us a few c::ariples of projects at Fairbank which were
completed in fiscal 1969?
The question is really intended to determine how you use your space,
whether you have a turnover here. I think in answer to the previous
question you said you had some new projects which require more space,
more buildings; that you are overcrowded now. When we desired that
question, we thought you are completing certain projects as you proceeded
thus making more space available for use on new projects.
Presumably, the answer would be something along the line that there
is more and more research being done, and you need more and more space,
and by the completion of projects you will not free that space.
Mr. Shufflobarger. Its, sir; that is the way I would describe it,
because most of these facilities and space we are talking about would serve
more than one particular piece of work.
If you have a laboratory or a work area that has to do with the
traffic control, there might be a variety of individual studies in the
traffic control area or in the traffic behavior area, wherein you would
make use of this laboratory space.
In a given period we might be working on one particular project,
and in the-following period we would be working on another project in the
same area and using the same laboratory.
There are other kinds of laboratories in the physical research area
for subjects such as structural design, studies of bridge vibrations and
aerodynamic characteristics.
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1457
U.S. DEPARTMENT Or TRANSPORTATION,
FEDERAi, HIGHWAY ADMINISTRATION,
TVaRlzinnton, D.C., August 1, 1069.
CAairnlan of (hr Board, IiuMN Roy, Inc?
Detroit, Dlioh.
Dean ivin. Hoy: Secretary Volpe has asked inc to reply to your letter of May 28,
1:16:1, wherein you expressed concern over the National highway Safety I$urenn'H
plans for the development of research, development, and test facilities.
Ilefore tithing up each of the specllic points in your letter, I might make name
general conuncuts.
Last year about 55,000 people died III vehicle ernshen in the United States
which represented an alitiuae high. By 1972, If present. rates continue, 2 million
Americans will have (]led in a crash since the introduction of the automobile.
Over 3,500,000 people are injured every year and $15 billion in lost through
vehicle crashes. These grim statistics Imparted n sense of urgency to the Con-
gress when they enacted the National Traffic and Motor Vehicle Safety Act in
1906 and to our efforts to carry out its provisions by reducing traffic injuries and
deaths, by every ineans possible.
We recognize that Improper actions on the part of drivers and pedestrians
and haizaardolls road conditions cause tunny of these fatalities. We are now
evolving a broad range of programs to do something about this part of the prob-
lem. For example, studies we have made show that alcohol is a: major contribu-
tive factor in fatal crashes. As as result we are undertaking, with the State gov-
ernments, a tough program of countermeasures to Identify chronic alcoholics and
keep them from behind the wheel. Attached Is a copy of n newspaper article on
our efforts in the area which I ant sure will be of interest Lo you.
However, the other aspect of the problem is the vehicle itself and here we
have convincing evidence that improvements can he made in design to provide
more safety. Your letter mentions several; occupant restraints, impact absorbing
steering columns, and padded interior as being ffective. These features are re-
quired by Federal safety standards as you know, They are saving thousands of
lives each year. We also know that much more needs, to be done to make motor
velileles safer and are working on many new safety standards to achieve this.
However, these stau-dards cannot be established with confidence except through
accurate laboratory and field measurements And careful analysis of results.
Factual, objective, and teeluaically sound information cannot be obtained with-
out the appropriate laboratories and associated measurement capability. This
was Clearly recognized by the Congress when it required that we study the needs
for accident and injury research and test facilities.
With regard to the specific points in your letter, I have the following comments :
The Bureau has not been allotted $10 million to prepare plans for a proving
ground nor have any appropriations been requested from the Congress for this
amount. However, several weeks ago the house Committee on Interstate and
Foreign Commerce reported out a bill authorizing planning, design, and con-
struction of research facilities provided we submit it detailed prospectus for each
faeility sought. Evers If the prospectus is affirmed this in Itself will not provide
ally funds. 'I'he'?e nnast be sought from the Appropriation Committees.
In October 1968 we submitted a report to the Congress, in accordance with
the provisions of the law, on "Requirement,s for Motor Vehicle and Highway
Safety Itescarch anal Test Facilities." I am attaching a copy of this report. It pro-
vides a complete justification for the need of facilities and recommended $10 mil-
lion for engiueeriug planning and design.
As indicated by the report, maximum use will he made of existing Government
facilities but some needed facilities do not exist and must be built. Automobile
manufacturers have built extensive research facilities and we are investigating
the possibility of using there. There Is a problem, however, in this regard. This
relates to the feasibility of using the facilities of one company to evaluate the
compliance of Its products and the products of its competitors with Federal
standards.
The basic purpose of the test facilities we require is to make physical test and
measurements to Insure compliance with existing safety standards, to develop
scientific data for developing new safety standards and to Investigate safety de
tests. We hope to make public the results of these tests to the maximum extent
possible.
The purpose of NHSB 1s not to coerce manufacturers into building care the way
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1458
the Bureau thinks they should be built. However, Insofar as the safety quality
of the vehicle is concerned, the Bureau has the respoislbility and the authority
to stimulate the manufacturers to improve safety quality ; but, in all cases, this Is
done under the authority of the Administrative Procedures Act which provides
Industry with it full opportunity to have their views hear(] and evaluated.
Furthers[(ore, its the Secretary has stated, and the Bureau staff has stated re-
peatedly, we would far prefer to have Industry [Hove ahead with improved safety
perforuinace of its products voluntarily without waiting for Federal rules to be
issued.
The 1tureau has the rasponsihilily of Imdnic trust to fully Inform the cnnsutner
of such information its the corvparallve hazards of diITerent products. Further-
more, under the Freedom of information Act, It has no alternative (other than to
release to the public any relevant, information collected will[ Pede.at funds.
The problem of stalling the Itureau with competent technical is'olrie has been
it problem from the start. Several recr11t.ing ('ampctlgrts were conducted In De-
troit, Cleveland, and other large cities. Inasmuch its the best automotive brains
work for the automotive Industry, then the uoveruutent has no choice but to look
to industry as the most Important field for recruiting.
Government facilities are provided for testing airplanes and suggesting new
designs as well.. The Government also tests other products relating to health and
safety, such as drugs and foodstuffs. 1'ersunnt to new rulen[akln" action on r'ry
product, the cognizant Government agency must ^roceed on the basis of hard,
scientific fact, and, in most Instances, such facts V ill not be forthcoming except
through laboratory or proving ground types of testing.
The law s'ecifically directs the Secretary to establish standards in the context
of performance rather than the design. Thus, the observation that the Govern-
ment should not tell the mr_nufacturerb t to meet the standards completely
coincides with the law under which NIISB Is operating. However, while the
NIISB has no intention "to delve into every phase of automotive engineering and
manufacturing," it must be able to conduct whatever research is required to as-
sure tlr"t the standards that it _:as, find is responsible f^r, are not set In a vacu.rm.
A number of small domestic manufacturers, Including the null, of tie parts
producers and after-market suppliers, do not have the physical research and tebt
facilities required for product development. In this sense, these sma'Ier domestic
producers cannot even compete with the larger domestic companies. Furdherm:re,
it numbe^ of foreign producers have better physical test facilities tnan these
presently available to our smaller domestic producers. 1 it suitable Government
research and test facility or proving ground is constructed, it becotne avail-
able to all groups of users, not solely the Government. If any thing, the :act that
a Government facility is in operation can very well reduce & substantir.) part of
the research burden now being carried by in(lividual companies. For example, if
certain basi? research of general interest to all prnrlucers were conducted in a
Government facility, this would eliminate the necebsity of conducting this work
in private facilities and the likelihood or duplica'' of the some wo.k between
companies in ..ue context of proprietary Interest.
The desirr.bility of cooperation between industry and Gnvvrnmpnt is full;
recognized by the Department. Secretary Volpe ^epresseu this as follows in a
speech before the Automotive Sr.fety Foundation :
"Industrial leaders should Insist that their cars be designed from road t3
rooftop as mobile safety systems. I would hope chat the auto industry "till
recognize the problsm, as it has begun to do, and give as much serious con-
sideratlcn to safety as to beauty, comfort, and power. If all of iu, --'-ndustry,
government, and the public-work together to set new Poals 'nd app'; what
we already know, I would hope that we could save perhaps 15,000 American
lives per ^ear."
I am enclosing a copy of the Secretary's speeca.
Other countries do, :n fact, maintain central Government research laboratories,
for example, the Road Resea*ch Laboratory in England. In the U red States,
there are a number of %4overnment (,,vned or operated lrborat-sries o- research
facilities, some of which are operated for the Government by :adustt.,-. Argcane
National Laboratory, Brookhr?en, etc.. so there is nothing new, in tar idea of
Government research laboratories.
STATE AND COMMUNITY HIGHWAY &2l
Mr. McFAL . Place pages 201-220 in the record at this point`
(The pages follow:)
Approved For Release 2002/01/08 : CIA-RDP86-00244R000300120033=5i .