to the large urban areas. The workshops are under the direction of the Urban Affairs Committee of the Council of the Southern Mountains, Inc. Interest in a Chicago project developed out of these workshops.

Program financing

The program of the Council of the Southern Mountains, Inc., is financed by organizations, institutions, businesses, and individuals on a volunteer basis. The local urban programs depend upon the fundraising efforts of the local board of managers for their support.

The Chicago program

1. The southern mountain people planning to migrate to the Chicago area are contacted through families, friends, and local agencies in the home community in an effort to alert them to the facts of urban living in the Chicago area. These migrants are urged to contact the Chicago office as soon as they get to Chicago. 2. Each migrant reporting to the Chicago office is interviewed; an employment history is taken; and skills listed for use in relation to job opportunities known to the council office.

3. The council contacts and urges businessmen to use mountain people who qualify for available jobs. Group interviews are arranged for prospective employers at the council office and the applicants are assisted in understanding the job requirements and in making out applications.

4. Job opportunities made known to the council are posted on a bulletin board in front of the council's office. Persons having skills for job openings are contacted either by telephone or in person.

5. The migrants are assisted in learning what training opportunities are available; how to apply for training; how to look for a job on their own; and how to react when they are turned down.

6. Each Saturday morning, classes are held to help the migrants learn where to look for a job; how to dress when going for an interview; how to participate in an interview; and what an employer expects of employees.

7. Success classes are held 1 night each week for 2 hours. At these sessions, conducted by an executive of the Combined Insurance Co. of America, the art of self-help is taught and individual migrants tell the class about their personal

successes.

8. Public relations programs, undertaking to explain the mountain people and help the urban community assimilate these people into the community, include news media stories on the council's work and special discussions for community leaders.

Program assessment

Started in November of 1963, the council's program has already had farreaching effects on the problem of migrant relocation into the urban community of Chicago. More and more businesses and groups are becoming interested in the mountain people and are working to assist them in becoming constructive participants in their community and job.

For further information, contact STEP, or Council of the Southern Mountains, Inc., 4606 North Kenmore Avenue, Chicago 40, Ill.

STEP SOLUTIONS TO EMPLOYMENT PROBLEMS-A CASE STUDY ON COMPANYSPONSORED TRAINING

National Association of Manufacturers, New York, N.Y.

If you have this problem: Company need for a labor force with particular skills not available in the area.

This case study may help you: A company-sponsored training program to supply the skilled labor force required in an industry new to the area.

Nautilus Industries, Inc., Freeland, Pa. (near Hazleton, northwest of Allentown), located a new plant in the anthracite Coal Belt of eastern Pennsylvania to manufacture home equipment; such as, exhaust fans, range hoods, and air purifiers. Candidates for its training program were natives of the area, experienced only in coal mining, many of them chronically unemployed.

Gerald L. Cohen, founder and president of Nautilus, a native of the area, knew the type of work force available, and had the conviction that former coal miners could be trained to work in other industries. The company training program has produced a skilled, productive work force and the company has continued to show a steady rate of growth.

A CASE STUDY OF A COMPANY-SPONSORED TRAINING PROGRAM TO PREPARE INDIVIDUALS FOR JOB OPENINGS WHEN AND WHERE AVAILABLE

This particular case study involves the training of former coal miners whose previous work experience did not fit the skill requirements of the metalworking industry.

How the program operates

Selection:

1. In the selection process, the applicant is first interviewed by the top official of the company as to his motivation and his attitude about work, personal responsibility, and the company.

2. Following this interview, the names of the applicants are reviewed by four leaders of the community for a character check.

3. Those applicants that qualify are sent to the State employment service for mechanical aptitude tests in welding, assembly, and press operations. Those with the aptitudes required are employed.

Training:

The job classifications required are paint sprayer, shear operator, buffer repairman, press operator, welder, assembler, packer, finisher, and inspector. On-the-job training is the only method used in training for all operations. Members of the company supervisory force are the instructors. Training time varies depending upon the job but the usual method is:

1. Detailed on-the-job instruction from the supervisor as to the job content and operation.

2. Observation of the actual job operation.

3. The trainee then assists a qualified operator.

4. The trainee then works as an operator under the direction of the supervisor. This method of training has been done efficiently and inexpensively without upsetting production schedules.

Motivation factor

A factor of major importance in the development of a skilled metalworking labor force in this coal-mining area was the motivation of the individuals involved.

The industrial history of the area had created problems in the area of management-union relations as well as productivity, based on a substandard concept of a day's work.

First, it was necessary to establish a sound relationship between management and labor. This has been accomplished through various forms of communications; such as, a weekly letter from the president, outlining current problems and progress. Note sample above.

As for productivity, time-and-motion studies have been used to establish a standard hour-incentive plan which has proven of benefit to both employees and employer.

The employees are represented by the Aluminum Workers International Union, Local No. 465, AFL-CIO.

Assessment of program

The training program has resulted in a skilled productive work force. A typical example of transition from coal miner to skilled metalworker is an employee who spent 29 years in coal mining and had been out of work for 2 years before coming with Nautilus. Now he is a skilled stamping press operator.

Plans are underway to expand plant facilities and add 125 more employees to the present force of 150.

The community of Freeland and the State of Pennsylvania are high in their compliments about Nautilus Industries, Inc., and what it has meant to the people in that area.

For further information contact STEP or Nautilus Industries, Inc., Freeland, Pa.

CONGRESS OF THE UNITED STATES,

Hon. ROBERT E. JONES,

HOUSE OF REPRESENTATIVES, Washington, D.C., February 5, 1965.

Chairman, Ad Hoc Subcommittee on Appalachia,
House Committee on Public Works,

Washington, D.C.

DEAR MR. CHAIRMAN: I appreciate the opportunity of presenting my statement to your subcommittee yesterday in support of the Appalachian bills. In my testimony, I referred to U.S. Highway No. 460 as a route that should be included in the Appalachian highway system, and indicated that I would submit for the hearing record statements from interested organizations in support of this highway being made a part of the proposed system.

I herewith enclose for the printed record of your hearings a statement from Mr. A. D. Gerberich, chairman of the New River Valley Steering Committee on Roads, of Pearisburg, Va., and a letter from Mr. James A. Williams, president, Great Lakes to Florida Highways Association, Inc., Wytheville, Va. I shall appreciate your subcommittee's consideration of this information as you continue your work on the Appalachia bill. With kindest regards, I am, Sincerely yours,

W. PAT JENNINGS.

STATEMENT SUBMITTED BY A. D. GERBERICH, CHAIRMAN OF THE NEW RIVER VALLEY STEERING COMMITTEE ON ROADS

Mr. Chairman, members of the Ad Hoc Subcommittee on Appalachia of the House Public Works Committee, this is a statement in support of the Appalachian Regional Development Act of 1965 and the inclusion of U.S. Route 460 in the system of developmental roads envisioned by this important bill.

Rather than appear in person and in an effort to expedite your important hearings on this matter, we have requested Congressman W. Pat Jennings to submit our testimony to your subcommittee.

U.S. Route 460 is one of the Nation's major highways east of the Mississippi. It runs from Norfolk, Va., to St. Louis, Mo.

The section of U.S. Route 460, which is the subject of our testimony today, would relate very vitally to the Appalachian regional development program extending from Interstate 81 at Christiansburg, Va., to a point across the Kentucky State border where it intersects the proposed Appalachian Development Highway (now Route 23) from Asheville, N.C., to Columbus, Ohio.

U.S. Route 460, from Christiansburg, Va., to Kentucky, serves the counties of Montgomery and Giles in Virginia; the counties of Mercer and Monroe in West Virginia; the cities of Princeton and Bluefield in West Virginia; the counties of Tazewell and Buchanan (via Richlands, Tazewell, and Grundy) in Virginia; and into Kentucky through Pike County, Floyd County, Johnson County, Morgan County, and other counties to Lexington and west to St. Louis.

It traverses, for the most part, rugged terrain-and it comprises a narrow, twisting, winding, steep, hazardous, outdated means of transportation. In spite of these obstacles, it carries a heavy traffic load because it is the only avenue for traffic seeking commerce with the mining, manufacturing, and agricultural operations of this rugged region. Engineering problems and high construction costs have retarded its modernization since allotments by the States have never taken into consideration the excessive costs per mile. The meager allocations, therefore, provide little mileage.

U.S. Route 460 can become the most important link in the Appalachian Development Highway system for the development and restoration of southwest Virginia, southern West Virginia, and eastern Kentucky.

At Pearisburg, in Giles County, Va., U.S. Route 460 connects with Virginia State Route 100, a major link south to the veneer and furniture plants at Pulaski, Va., and the textile, furniture, and other industries of Virginia, North Carolina, and then south from West Virginia via New River Valley.

At Rich Creek, Va., in Giles County, it affords the West Virginia counties of Monroe, Greenbrier, and parts of Summers with their main access to Princeton, W. Va., and Bluefield, W. Va.

U.S. Route 460 is the gateway from the New River Valley area of Radford, Va., and the counties of Giles, Montgomery, and Pulaski in Virginia to the cities

of Princeton, W. Va., and Bluefield, W. Va., and to Mercer, Monroe, and other West Virginia counties as well as the West Virginia and southwest Virginia coalfields.

The forestry industry of West Virginia finds a ready market for its logs and lumber at the veneer plants and furniture plants at Pulaski, Va., the furniture factories of Roanoke and Martinsville, Va., and the furniture industries of North Carolina. U.S. Route 460 to Pearisburg, Va., and Virginia Route 100, south from that point, provide the only outlet for this traffic. The present narrow, winding, wornout Route 460 makes hazardous and expensive the transportation of these forestry products. Modern highways could increase the market and decrease the transportation costs.

Traffic counts show over 8,000 vehicles using U.S. Route 460 from Pearisburg, Va., to Rich Creek, Va., each 24 hours. Over 1,600 of these are trucks and tractor trailers. Celanese Corp., alone, has over 10,000 truck trips in and out of their Giles County plant at Pearisburg, Va., each year. General Chemical at Pulaski, Va., has thousands of tons of its chemical products in huge tank trailers annually traveling the West Virginia Turnpike, thence over U.S. Route 460 and Virginia Route 100 to Pulaski, Va., with chemicals from the Kanawha Valley. Other thousands of tons of General Chemical's products travel the West Virginia Turnpike and U.S. Route 460 to Rich Creek, Va., in Giles County, thence north over Route 119 to northern West Virginia, and the Pittsburgh area. This company recently protested to us about the hazards of outmoded highways and the high costs of transportation for its products. General Chemical urged us to seek a solution.

These are only two of the hundreds of industries and firms using U.S. Route 460 from south to north and from east to west.

We provide no incentive for new industries to locate along the U.S. Route 460 corridor. Reputable management, considering their employees and shareholders, view with amazement and stupefaction the hairpin turns on U.S. Route 460 through Giles County. Industrial prospects literally laugh at the highways of the New River Valley. Our roads, indeed, are a sorry commentary on our conscientious efforts to develop our area to its maximum potential.

More than once in our industrial promotion program in the New River Valley, we have been hindered by the lack of good highways. Recently, the executive director of our New River Valley Industrial Commission had an industrial prospect in Giles County Va. It was a rainy, foggy day. To get to our county seat, they had to cross a mountain over a hazardous highway with hairpin curves. While rounding one of these high-banked curves, our industrial prospect looked over to our executive director and asked: "Son, where in the hell are you taking me?"

Rich Creek, Va., is one of our communities in Giles County. Last month, we had representatives of one of the top plant site location consultants in the country to visit our area. He was seeking a site for a needle trade operation, a sewing plant which could mean 200 new jobs to our area. Just before the industrial expert reached Rich Creek, Va., the director of our industrial commission informed him that efforts are being made to seek four-lane construction for U.S. Route 460 between Narrows, Va., and the West Virginia State line at Glen Lyn, Va. The industrial expert then remarked to our director: "Christ, you sure do need it. This road certainly is treacherous."

We did not get either one of these two industries, and we have lost others this same way.

All these regions along U.S. Route 460 in Virginia and West Virginia are bound together by mutual interests through the exchange of manufactured products, raw materials, coal, other commodities and labor. They have a mutual interest also in the development that a modernized U.S. Route 460 can bring to these

areas.

Hundreds of workers from Princeton, W. Va., and the counties of Mercer, Monroe, and Summers in West Virginia are now employed in the giant Celanese plant at Pearisburg, Va., in Giles County, the Radford Army Ammunition Plant at Radford, Va., and other industries in the New River Valley of Virginia. They commute daily over the hazardous and winding U.S. Route 460.

U.S. Route 460 affords Princeton, W. Va., Bluefield, W. Va., and a number of counties in southern West Virginia with their only access to the coalfields and other business interests of southwest Virginia in Tazewell and Buchanan Counties and eastern Kentucky. Bluefield, W. Va., is a great wholesale distribution center for this entire southwest Virginia area as well as Giles County, Va., to

the east. This merchandise must be transported over outmoded U.S. Route 460, delaying delivery and increasing costs.

A modern U.S. Route 460, from Christiansburg, Va., to the Kentucky border, would provide an important connection for all Virginia and West Virginia areas as U.S. Route 460 intersects (near Pikeville, Ky.) the proposed Appalachian development highway from Asheville, N.C., to Columbus, Ohio.

U.S. Route 460 would also connect these same areas with the proposed development highway from near Knoxville, Tenn., to Charleston, W. Va., as they intersect in eastern Kentucky, near the Kentucky border.

A modernized U.S. Route 460 will provide the nearest access for Giles County and the New River Valley in Virginia to Interstate 77 at Princeton, W. Va., thence over the turnpike to Beckley, W. Va., Charleston, W. Va., and the market areas of the Midwest and Great Lakes region.

At Beckley, W. Va., via 460 and Interstate 77, these areas in Virginia would have quick access to the proposed development highway from Beckley north to northern West Virginia and Pennsylvania.

At Blacksburg, Va., is located Virginia Polytechnic Institute (VPI), one of the Nation's fastest growing technical and research universities. At present, it is the fifth largest engineering school in the Nation. It has enrollment now of 6,000 students-with 15,000 projected for 1975. Route 460 provides the only means of highway transportation to this great school from any area or direction. Hundreds of students from southwest Virginia and West Virginia enroll here. Scores of others from these two States, who could not otherwise afford the cost, could commute to VPI if highway conditions were more favorable.

At Radford, Va., is located Radford College for Women, a rapidly expanding and highly rated college for girls. Radford College has the second largest enrollment of any woman's college in the United States.

In Giles County, Va., lies millions of tons of low- and medium-grade iron ore that are awaiting development. Recent prospecting and test drillings reveal huge deposits, which modern electric furnaces can upgrade for profitable processing. The use of large quantities of coal from the nearby coalfields of West Virginia will be required to develop this iron ore to its maximum potential. The Norfolk & Western Railway and certain steel interests are now conducting extensive experiments looking to this important development. The outlook is promising for a major industrial enterprise, allied with steel and iron. A modernized U.S. Route 460 is absolutely essential for the realization of this project.

The 1964 Report of the President's Appalachian Regional Commission says: "Its penetration (the Appalachian area) by an adequate transportation network is the first requisite of its full participation in industrial America."

U.S. Route 460 through southwest Virginia and southern West Virginia-from Christiansburg to the Kentucky border-is the most outdated and inadequate highway in the East for the traffic it carries. With the Commission's marvelous system of proposed development highways, crisscrossing the Appalachian area, and with a modernized U.S. Route 460 as the main link, joining together this great system of transportation, the entire region will reap immeasurable benefits by opening our inaccessible area to more industrial development. Manufactured products and raw materials can move in and out without today's transportation handicaps.

It would also introduce to thousands of tourists the most scenic and spectacular vacation spots in the Nation. Attractions such as Mountain Lake in Giles County, Va., Claytor Lake in Pulaski County, Va., the Bluestone recreational project near Princeton, W. Va., and Bluefield, W. Va., the spectacular breaks of the Cumberland and its vast park and recreation area astride the VirginiaKentucky border near Grundy, Va., and our numerous rivers, streams, and vacation areas.

U.S. Route 460 is important to the future growth and development of these recreational areas of southwest Virginia and southern West Virginia. Its modernization will create a recreational and tourist business that will provide employment and produce revenues even beyond the industrial expansion we might expect.

Considerable effort is being made by the State of Virginia to get U.S. Route 460 included in the system of developmental roads that is provided for in the Appalachian Regional Development Act of 1965. Our Governor of Virginia, the Honorable Albertis S. Harrison, already is on record in favor of this proposal. He has been joined by Mr. D. B. Fugate, our Virginia highway commissioner, and