Mr. BOYNTON. It is $85 million. Out of that $85,250,000 we have appropriated $76,550,000 through 1968, which leaves $8,700,000 of the loan authority left. We are requesting an appropriation of $8 million this year out of the loan authority.

Mr. DAVIS. You are anticipating highway fund revenues of about how much?

Mr. BOYNTON. Approximately $21 million.

Mr. DAVIS. What is the nature of the things paid for out of the highway fund and what are the things paid for out of the general fund?

ITEMS FINANCED BY GENERAL FUND

Mr. BOYNTON. The major items paid for out of the general fund are street lighting, electrical energy, which runs about $3.6 million, capital outlay for improvement to the street lighting system, and approximately $400,000 a year for operating the telephone system for the entire District government. Those are the main items in our general fund budget.

Others are purchase and maintenance of vehicles for other District agencies, maintaining and installing the communications systems for the police and fire departments, consisting of police patrol boxes and fire alarm boxes and maintaining some radio systems for other District agencies.

ITEMS FINANCED BY HIGHWAY FUND

The appropriations financed out of the highway fund include all of the work we do in connection with the highways that are oriented toward the motorist. A rather large item is 15 percent of the salaries of the Metropolitan Police Department that come out of highway funds. The entire appropriation of the Department of Motor Vehicles also comes out of the highway fund.

EFFECT OF LEGISLATION ON CONTINUING PROJECTS

Mr. DAVIS. Are we or are we not cleared to go ahead with all of the construction projects that are contemplated in this budget, or are some parts of the program tied up in the legal proceedings to which you refer?

Mr. AIRIS. All of the major capital outlay projects connected with freeways are tied up.

Mr. DAVIS. Including the freeway you specifically referred to?

Mr. AIRIS. We can just scan down the list. We will start with item 8. "Interchange C." That is not covered under the injunction and we think we could build it as a usable segment to Barney Circle.

NORTHEAST-NORTH CENTRAL FREEWAY

Item 9 is specifically mentioned in the injunction.

Ninth Street Expressway is not mentioned in the injunction. Only by inference could it be construed as being covered by the injunction. The east leg is mentioned in the injunction and is definitely covered by the injunction.

The Potomac River Freeway is not mentioned in the injunction, except by inference, but it is tied closely with the Three Sisters Bridge, which is covered by the injunction.

The south leg is not mentioned in the injunction; only by inference would we be prevented from going ahead with it. I think the implication that it would be covered is enough to stop us.

Those are substantially the projects that this Department feels we will be prohibited from continuing.

Mr. DAVIS. Now, would the proposed legislation to which you referred, is that intended to free you from the effects of the injunction? Mr. AIRIS. Let me try to answer that this way. As we understand, the legislation which was introduced by members of the Kluczynski committee, as it was worded, would permit us to go ahead with these projects.

Mr. RIVARD. As the Kluczynski bill was originally introduced, we could go ahead with the interstate freeway projects, which means it would relieve us of the lawsuit on those projects, although there is one noninterstate in it, the Missouri Avenue Expressway, which would not be covered under that bill, nor would other parts of the ABC program.

STATUS OF LEGISLATION

Mr. DAVIS. Now, what can you tell us as to the status of that legisla tion at the present time?

Mr. AIRIS. Sir, I just don't know. I don't think we are sufficiently in touch with the Kluczynski committee to know exactly where it is right now.

Mr. RIVARD. The District has sent forth a piece of legislation where the letter of transmittal says they object and offer a substitute bill. That bill, in itself, as it is written, would not permit these to go ahead; except on only three of the projects.

Mr. AIRIS. This is pretty well covered in the editorial that Mr. Silsby handed to you.

Mr. DAVIS. Until this is clarified, we would simply be putting more money into that $200 million pot, wouldn't we?

Mr. AIRIS. I am afraid so.

Mr. Rivard, can you offer any hopes I have not offered?

Mr. RIVARD. Right now we are stymied by the lawsuit, not only on the four projects, but as Mr. Airis stated, by the inference which has been placed on the rest of the projects so that we can't proceed with anything.

Mr. AIRIS. I would have to be candid and tell it to you exactly as we see it and that is it, sir.

DEFINITION OF WASHINGTON METROPOLITAN AREA

Mr. DAVIS. When we use the term "Washington metropolitan area" in the chart referred to this morning, is that a well-defined concept by municipalities or is that just a general concept of the buildup around the city?

Mr. RIVARD. The SMSA goes to the limits of the counties in the area. Mr. DAVIS. All the counties adjoining the District of Columbia? Mr. RIVARD. That is right. In other words, the difference between what is sometimes called the urbanized area and the SMSA is clear. The urbanized area in the sense of definition is smaller than the SMSA and includes only the built-up areas. The SMSA includes all the counties in the urbanized area and goes to the county boundary.

Mr. AIRIS. The only reason that was used is that it was an easily defined metropolitan area.

Mr. DAVIS. That is all I have, Mr. Chairman.

Mr. NATCHER. Mr. McDade?

STATEMENT OF CONGRESSMAN M'DADE

Mr. McDADE. With your permission, I will just make a statement. I regret I didn't hear all the testimony that was offered. I haven't changed my view that the tactics that are being used to try to destroy the highway program in the District of Columbia by shadow groups, I think, are reprehensible and I want to make it clear as a member of this committee, Mr. Chairman, that I think we will be totally justified in carefully looking at some of the related proposals that come before this committee before we make any decision. I say that, too, as a member of the Interior Subcommittee, which has an interest in these matters because of some of the jurisdiction that we have. It is a serious situation and I don't think I have ever seen anything quite like it. I regret most of all, I guess, the efforts of people to sabotage, totally, the highway program without ever surfacing. You wonder why people lose confidence in their government. When you see the actions of the Planning Commission and the Secretary of Transportation and their attitude in this whole affair, my confidence is shaken.

That is all I have, Mr. Chairman. Thank you.

Mr. NATCHER. Gentlemen, I would just like to say, on the record, at this point that I concur fully with the statement made by Mr. McDade concerning just what has transpired up to this point.

EVENING STAR EDITORIAL

At this point in the record, unless there is some objection, I want to insert an editorial which appeared in the Evening Star on January 18 of this year, entitled "Boyd's Distortions."

Mr. Airis, you will recall that not only the Evening Star, but the other newspapers who have an interest in our Capital City and want something done to solve this matter, have pointed out time after time just what has transpired.

This editorial in part states-and I quote a portion of it:

Secretary Alan S. Boyd's performance on television the other day in discussing the North-Central Freeway would be hard to top for pure demagogic irresponsibility.

According to Boyd, traffic surveys show that the North-Central Freeway, which is located on the east side of Rock Creek Park, belongs west of the park "along the Wisconsin Avenue corridor." Ten years ago, he charges, the road planned to accommodate this traffic was proposed far to the west, but that political pressures forced it to be "pushed eastward" until political pressure was insufficient to top it. Boyd concludes that "We should not just tear down the houses of poor people and Negroes." We ought, he says, "to make a determined effort to put freeways where the traffic wants to go."

This entire version-and its racial implications are the most unconscionable of all-is a flagrant distortion of the history of the North-Central Freeway. It is certainly true that political pressures from a variety of sources, including Congress, played a role in foreclosing desirable freeway construction west of Rock Creek in the 1950's. But while those specific disputes were raging, traffic studies were showing conclusively that the primary freeway needs then, as now, were not along Wisconsin Avenue, but east of the park. The fact is that the officially approved transportation plans of those days accordingly gave the high

est priority to freeways east of the park in addition to relatively modest proposals on the west-not in lieu of them.

Either Boyd is unaware of these facts-which is hard to believe since many of his present subordinates were parties to those previous plans-or he is misrep resenting them deliberately.

Now, Mr. Airis, I just quote that much of the editorial. Again I want Mr. McDade to know that I concur with every word he said. This editorial is very similar to editorials that have appeared in the newspapers in Washington concerning this matter.

Mr. Airis, the thing that I wonder about is just how long a few people think they can do this to the city of Washington. That is the thing that amazes me.

Without objection, the editorial will be inserted in the record at this point.

(The editorial follows:)

[From the Evening Star, Jan. 18, 1968]

BOYD'S DISTORTIONS

Secretary Alan S. Boyd's performance on television the other day in discussing the North-Central Freeway would be hard to top for pure demagogic irresponsibility.

According to Boyd, traffic surveys show that the North-Central Freeway, which is located on the east side of Rock Creek Park, belongs west of the park “along the Wisconsin Avenue corridor." Ten years ago, he charges, the road planned to accommodate this traffic was proposed far to the west, but that political pressures forced it to be "pushed eastward" until political pressure was insufficient to top it. Boyd concludes that "We should not just tear down the houses of poor people and Negroes." We ought, he says, "to make a determined effort to put freeways where the traffic wants to go."

This entire version-and its racial implications are the most unconscionable of all-is a flagrant distortion of the history of the North-Central Freeway.

It is certainly true that political pressures from a variety of sources, including Congress, played a role in foreclosing desirable freeway construction west of Rock Creek in the 1950's. But while those specific disputes were raging, traffic studies were showing conclusively that the primary freeway needs then, as now, were not along Wisconsin Avenue but east of the park. The fact is that the officially approved transportation plans of those days accordingly gave the highest priority to freeways east of the park in addition to relatively modest proposals on the west-not in lieu of them.

Either Boyd is unaware of these facts which is hard to believe since many of his present subordinates were parties to those previous plans-or he is misrepresenting them deliberately. In either event, his contention that the enormous population concentrations in the Silver Spring-Wheaton areas who would benefit from a North-Central Freeway east of the park would prefer to enter the District far to the west in the area of Wisconsin Avenue is patently absurd.

Boyd is playing a less reprehensible game of politics in attempting to force the present District government to embrace as its program-his own fallacious conclusions.

Washington's freeway program has stagnated primarily because of the obstructionist tactics of a handful of Federal officials who are philosphically opposed to urban freeways. When the new Department of Transportation was created, there were high hopes that its chief, as a Cabinet-level coordinator, would get things moving. Boyd, instead, has proved to be a Secretary of Anti-Transportation, and one wonders how much longer the White House will permit this intolerable situation to continue.

Mr. NATCHER. Are there questions?

PROPOSED LANGUAGE CHANGES

Mr. NATCHER. I direct your attention to the proposed language changes appearing at page 24-1. We shall place that page in the record at this point.

(The page follows:)

JUSTIFICATION OF PROPOSED LANGUAGE CHANGES

Delete: "Rental of three passenger-carrying vehicles for use by the Commissioners; and purchase of 56 passenger motor vehicles, including 40 for replacement only."

Insert: "Rental of three passenger-carrying vehicles for use by the Commissioner, Deputy Commissioner and Chairman of the City Council; and purchase of 54 passenger motor vehicles, of which 34 shall be for replacement only."

This change is to provide for the purchase of one additional passenger vehicle for the City Council, one additional passenger vehicle for the Office of the Commissioners' Council on Human Relations, one additional passenger vehicle for the Department of Buildings and Grounds, seven additional passenger vehicles for the Department of Public Welfare, six additional passenger vehicles for the Department of Public Health, two additional passenger vehicles for the Board of Higher Education, two additional passenger vehicles for the Board of Vocational Education, and to continue our policy of replacing obsolete and worn-out equipment, 6 years old or more, on which maintenance costs have become excessive.

Mr. NATCHER. How about these language changes, Mr. Airis? Why are they necessary?

Mr. AIRIS. This is to change the authority, depending on the need, of purchasing passenger-carrying vehicles for the various District agencies, all of which are justified by each particular agency. Mr. NATCHER. Are there any questions?

ADMINISTRATION

Under administration you are requesting $595,521 and 55 positions, an increase of $24,476 for mandatory items.

We will insert pages 24-4 and 24-5 of the justifications at this point. (The pages follow:)