33592 CONGRESSIONAL RECORD- SENATE November 21, 1967 people united, we shall become provincial warring factions trapped in outmoded man­ners and customs. The equalitarian and plu­ralistic principles which sustained a..nd nurtured the American way of life will suf­focate under continued reliance on outmoded, governmental forms.

Yours is the power and the glory to do what must be done. I hope that in your wis­dom you will be equal to the task of taking on this enormous challenge.

DEVALUATION OF THE BRITISH POUND

Mr. MILLER. Mr. President, in the Wall Street Journal of November 21, 1967, there w_as puqlished an article by Ray Vicker, entitled "Good Intentions, Economic Laws."

This article was most timely in its reve­lations of the statements by political leaders in Great Britain denying that the pound would be devaluated, only to find that dConomic forces over which such statements had no control eventually forced devaluation. The people of the United States would do well to take a lesson from the experience of the people of Great Britain.

Mr. President, I ask unanimous con­sent to have printed in the RECORD the article written by Ray Vicker entitled "Good Intentions, Economic Laws."

There being no objection, the article was ordered to be printed in the RECORD, as follows:

GOOD INTENTIONS, ECONOMIC LAWS (By Ray Vicker)

LoNDON.-"We have made clear, not only with words but with deeds, our unalterable determination to maintain the value of the pound sterling and also the values that de­pend upon it."

So said Britain's Prime Minister Wilson at a meeting of American economists in New York City this summer. Indeed, this is the position he was maintaining vocally almost up to last weekend's announcement of devaluation to the new mini-pound by the Exchequer James Callaghan.

Last Sunday night Prime Minister Wil­son, spruced and powdered, appeared on the British Broadcasting Corp. television net­work. With a straight face, he claimed that: "Our decision to devalue attacks our problems at the roots."

There is an econoinic and political lesson here for anybody watching the U.S. dollar and its troubles as America consistently spends more than it earns. The moral might be: Never trust a politician when he talks about the value of the government money he is spending. No matter what he says, economic laws are going to catch up with him.

FACT OF LIFE

Profligate American Government officials might broaden their knowledge of economic law, too, by studying what has happened in Britain. Developments in the United King­dom show clearly what conservative econ­omists have been con tending all along: The value of money depends on the gold and reserves behind it, on the claims existing against the currency, on the psychology of people who must deal with it, and on the basic strength of the economy. When over­seas spending and lending exceed income, the currency is weakened. When that eco-

. nomic fact of life is ignored too long, a currency must be devalued, even if the act is inconvenient for incumbent politicians.

Defenders of a Government spend-lend policy in the U.S. like to claim that the basic strength of the American economy out­weighs all the other econoinic laws applicable to monetary valuations. But that basic strength is only relevant when it is not being dissipated. Extravagant spending can dissipate huge family fortunes; it can drain government strength, too.

Immediately after Britain's devaluation, President Johnson issued a. ste.tement in Washington reaffirming "unequivocally the commitment of the United States to buy and sell gold at the existing price of $35 an ounce." In other words, no dollar devaluation is contemplated.

This statement, of course, was designed to strengthen one of the planks supporting the dollar-the psychological confidence of the people dealing in it.

This confidence, however, is seldom formed on the basis of political statements, except perhaps for the very naive soul (who most certainly should not be trading in world foreign exchange markets). If political state­ments were enough, the pound sterling would still be priced at $2.80 in foreign exchange markets.

Doubt it? Then look at some of the heart­lifting quotes that came from Whitehall dur­ing the long and vain battle to save the pound at the old rate.

"NO DOUBT WHATSOEVER" Here's Prime Minister Wilson speaking in

London April 4, 1965: "We have left the French government in no doubt whatsoever about our determination to maintain the value of sterling."

And on July 24, Chancellor Callaghan arose in the House of Commons to declare emphat­ically: "Devaluation is no way out. It is a ftight from reality."

Such statements number several dooen over the last three years, with the number multiplying geometrically in the last year as Britain's monetary situation deteriorated. None of these statements helped the pound.

In world money markets, the psychology behind support or lack of it for a. currency 1s usually based upon such mundane· things as the trend of reserves, trade deficits or bal­ances, export prices in relationship to com­petitors, and budget deficits or surpluses. In

short, confidence can in most cases be traced to the degree of soundness of a nation's fiscal and monetary policies and how reserves are affected.

In recent years Britain has been con­sistently overspending in foreign fields. It has tried to maintain. the remnants of em­pire and to do much. more than resources permitted. This might have been possible 1! British laborers and executives had worked harder and more efficiently. Addition to re­sources might have enabled the $2.80 pound to carry the burdens placed upon it.

Instead, both labor and management have resisted change, though there a.re some nota­ble exceptions among the big companies such as Unilever, Rio-Tinto Zinc, Bowater Pa.per, Imperial Chemical. World trade reflected the situation. While world trade was averaging a gain of nearly 9 % a year over the last decade and a quarter, Britain's gain was only about 5%. Meanwhile, the spending and lending programs of the government mounted.

Loans, economic gimmicks, currency swaps and other Rube Goldberg fl.nancial shenani­gans can delay disaster for a country ignor­ing basic economic laws. Empty promises by politicians about "putting things right" may calm worries of the gullible for a while. Even­tually, simple econoinic facts lift control of the situation from hands of the government involved.

Mr. Callaghan aptly described the situa­tion a few years ago, before the Labor Gov­ernment took power. Said he: "If I were Chancellor of the Exchequer I should be haunted by thoughts that a situation can al­ways arise in which others hold our destinies in their hands, because they hold our cur­rency."

This, of course, is exactly the position in which Mr. Callaghan found himself last week. So many other countries had claims against the pound that Britain was powerless to prevent Saturday's devaluation.

So it ls rather a disquieting thought to know that American gold reserves have slumped from $22.9 billion to $13.1 billion in the decade ended this July. Meanwhile, claims against that gold have mounted from $15.8 billion to $30 billion. So, perhaps it is not surprising that some hard-nosed foreign exchange traders are growing bearish about the dollar.

And the new British mini-pound indicates that it wlll take more than fine words and gimmicks to correct the situation.

RECESS UNTIL 10 A.M. TOMORROW Mr. MANSFIELD. Mr. President, in

accordance with the order of Friday, November 17, 1967, I move that the Sen­ate stand in recess until 10 a.m. tomorrow.

The motion was agreed to; and <at 11 o'clock and 9 minutes p.m.) the Senate recessed until tomorrow, Wednesdav. November 22, 1967, at 10 a.m.

,EXT ENS I 0 NS ·o F RE M rA R KS Statement of Income

EXTENSION OF REMARKS OF

HON. WILLIAM L. HUNGATE OF MISSOURI

IN THE HOUSE OF REPRESENTATIVES Tuesday, November 21, 1967

Mr. HUNGATE. Mr. Speaker, in No­vember 1966, I placed in the CoNGRES-

sroNAL RECORD a statement of my income as shown by my most recent income tax return-1965. Now, on November 21, 1967, I continue that practice.

My most recent--1966-joint personal income tax return, form 1040, page 1, indicates that my wife and I have two children, one of whom is at home and one at college. We own a 1966 Ford and a 1963 Falcon. Our son at college has a 1963 Ford.

My congressional salary, line 5, is

$30,000. My other income, line 6, from page 2, part II, line 8, is $850.45, for a to­tal on line 7, page 1, of $30,850.45, less line 8 adjustment for allowed congres­sional living expenses attending Con­gress in Washington, D.C., $3,000. Total income, line 9, is $27 ,850.45.

Itemized deductions, line 1 la are $2,696.72, consisting primarily of State and local real estate and personal prop­erty taxes, $1,695.51, and interest pay­ments of $780.21.

November 21, 1967 CONGRESSIONAL RECORD - SENA TE 33593 The total income tax, line 12, is

$5,261.19, and the total tax withheld ls $5,368.30 plus $400 paid by estimate. making $5,768.30. The tax overpayment, line 23, is $507 .11, all of which I requested . be applied to my 1967 estimated tax.

The principal sources of income, aside from congressional salary. were interest on savings and loan deposits, speaking fees in excess of travel expense incurred ilil connection therewlilth, and income from law partnership. The gross amount of ordinary income received from the law partnershlP-Hungate & Grewach, Troy, Mo.-was $1,345.59, which was substantially reduced by depreciation and partnership expenses chargeable to me.

Neither my wife, myself, nor the law partnership own any stocks or bonds and we have not bought or sold any real es­tate since the date of my last report, November 1966.

Campaign funds raised for me are handled by committees, and held in trust so that I have no direct control over such funds.

Rogers Says Nation on Verge of Explosive Medical Situation-Renews Call for Hearings

EXTENSION OF REMARKS OF

HON. PAUL G. ROGERS OF FLORIDA

IN THE HOUSE OF REPRESENTATIVES

Tuesday, November 21, 1967

Mr. ROGERS of Florida. Mr. Speaker, the National Advisory Commission on Health Manpower report is yet another indicator that the Nation is about to face an explosive medical situation if it does not act now.

In the past year we have seen reports stating that the medical price index has spiraled ahead of the rest of the econ­omy. And we have seen reports that the health facilities, although among the best in the world, are not adequate. Now we see again a report which sets out that our manpower is woefully trailing our needs in the field of health.

That all boils down to one fact. We do not have enough, no relief is in sight, and what we do have is costing more and more.

I think this points up the need to look into the matter of hospital and medical care, not only from a cost factor, but from a manpower and facility viewpoint. For the three are all intertwined.

I called for an investigation into the high cost of hospital care last month and pointed out that the cost per day for hospital care has doubled in the past decade and is expected to rise to $100 per day in the near future.

One of the things that bothers me about the setup under which we are now operating is .that we are oonstanitly talk­ing about appropriating more money for health services, but we are not properly

reviewing one of the major concerns­why the cost is continuing to rise at such an alarming rate. I think this should be given a priority position and I urge that hearings be held to look into this immediately. ·

The Kee Report: Air a~d Highway Safety

EXTENSION OF REMARKS OJ'

HON. JAMES KEE · ; OJ' WEST VIRGINIA

IN THE HOUSE OF REPRESENTATIVES

Tuesday, November 21, 1967 Mr. KEE. Mr. Speaker, under leave to

extend my remarks in the RECORD, I in­clude last week's public service television and radio newscast, "The Kee Report." The subject discussed is Air and High­way Safety. The report follows:

THE KEE REPORT

This is Jim Kee-bringing you the Kee Report.

One of the modern wonders of the world ls the progress being made in developing fast and emcient means of mase transporta­tion. Most of this development, in fact, has taken place in little more than a century. First, it was the locomotive and passenger train-next, the motor car and finally, the airplane travell1ng at breath-taking speed.

Before these achievements of sc1ent1flc and mechanical invention, most inhabitants of this earth lived out their life span close to the place where they were born. The only exceptions were the rich who could afford the high cost of travel and those hardy adven­turers in all ages who were determined to see the world no matter what the cost.

The luxury of travel ls now well within the means of millions of Americans. But like all scientifl.c advances, the improvement in mass transportation has created serious problems. This ls true of highway travel, air travel, and even rail travel because experts believe train travel must be revived in some areas to meet the transportation needs of the next generation.

The trend of the future was indicated re­cently when President Johnson requested Congress to appropriate an additional seven m11lions of dollars to provide more safety control omcers for air travel. But, with this modest request, the White House warned that air travel ls expanding so rapidly that before long, b11lions wm be needed to provide additional safety equipment.

The truth is that air travel has grown up too fast for its facillties. Most airports are already too small to handle the normal dally traftlc, let alone the added load on holidays and other special occasions. Perhaps the most compelling need is for improvement in air traffic control. This involves, among other things, the installation of costly radar equipment. However, even with modem equipment, manpower needs wm continue to expand.

The Federal Government has given notice that both the flying public and the aviation industry will be expected to pay their fair share of the expanded safety program. Pas­sengers now pay a five percent tax on fares. The industry has indicated a willingness to pick up its share of the burden.

While this new problem ls dominating the spotlight, most citizens are wondering about the highway safety program authorized by the Congress last year. I belleve that steady progress ls being made under the supervision

of the Highway Safety Bureau in the new Department of Transportation.

To reduce the appalling death and injury rate in highway accidents, progress must be made in three directions: (1) More safety devices must be included in new cars; (2) the standards for motor vehicle operation must be improved and (S) new highways must include better design and greater im­proved signaling devices.

It has been said a thousand times that the first factor in highway safety is the man or woman behind the wheel. There are now 50 states in the union and each one has its own standards for licensing operators. This means that safety requirements vary widely from state to state. The maximum degree of safety will be reached when driver control standards are made uniform throughout the Nation. The Federal program is now working towards this goal.

The next generation of Americans will be the busiest travellers in history. Now is the time to make sure that safety standards are adequate to meet the heed.

Thank you for listening.

The 1967 Powder Puff Derby Final

EXTENSION OF REMARKS OF

HON. HENRY HELSTOSKI OF NEW JERSEY

IN THE HOUSE OF REPRESENTATIVES

Tuesday, November 21, 1967

Mr. HEI.STOSKI. Mr. Speaker, 71 sleek race aircraft in the 21st All­Woman Transcontinental Air Race were flagged from Bader Field, Atlantic City, N.J., on July 10, headed for the terminus in Torrance, Calif. A Stearman towing a banner announcing the 21st birthday of the Powder Puff Derby preceded the takeoffs, which were completed in 31 minutes.

Of the 52 crews who qualified by ter­minus deadline TAR No. 9, Judy Wagner, of Palos Verdes Estates, flying solo, coaxed top performance from her Beach­craft Bonanza K-35 to win the race. Her elapsed flying time was 12 hours, 27 minutes, and 59 seconds. Second was seven-time winner, Fran Bera, TAR No. 50, with copilot Barbara London, both of Long Beach, Calif., flying a Mooney Mark 20. Another California team, Tig Pennock, TAR No. 40, with copilot Vir­ginia Chandler flying a Piper Comanche 260, placed third. Only nineteen one­hundredths of a point separated the third and fourth places, with Gini Rich­ardson, TAR No. 22 of Yakima, Wash. and Copilot Marian Banks, San Diego, flying a Mooney Mark 21 in the latter position. Fifth place went to TAR No. 63, veteran racer Margaret Callaway, and Virginia Seaver flying a Cessna 172.

Highlighting the 21st Powder Putt Derby was the participation by 16 pilots from seven countries other than the United States. All but one completed the grueling trek to Torrance.

The race was one requiring great skill and good judgment. Ofilcials :flying the route during the same period reported that an unusual degree of sportsmanship was exhibited. More experienced pilots

33594 CONGRESSIONAL RECORD-· SENATE November 21, 1967 taking o:tr first from the designated re­fueling stops called back firsthand re­ports to those still on the ground, thus contributing to the safety of the 42 per­cent of the pilots who had never before fiown the race.

Mrs. Kay Brick, chairman of the board of directors of the All-Woman Transcontinental Air Race, Inc., com­menting on ·the 1967 Powder Puff I>erby said:

The comradeship that aviation provides is unequalled on a national level and in achieving world understanding. The race, known round-the-world, has truly come of age.

Mr. Speaker, in connection with this 21st Powder Pu:tr Derby I insert in the RECORD the remarks of Mrs. Kay A. Brick, which appeared in the program of this memorable event.

The article follows:-THE CANDLES' WORTH

When the 21st birthday candle is lighted for the 21st running of the race known around the world as the Powder Puff Derby, the All-Woman Transcontinental Air Race will reflect two decades of successful com­petitions.

In my Grandmother Swift's home in New England hung a sampler which read:

"How far that little candle throws its beam So shines_ a good deed in a naughty world." The ancestral candlepower of the Powder

Puff Derby has accumulated its influence through the 1662 entries and race stops in 122 different cities. Miles ·flown during the competition -itself have equalled 135 trips around the world!

What does a birthday represent? It signifies experience, recognition, friendships. In order to enter the race, participants must already have made substantial achievements in avia­tion. The imagination and interest in the communities touched by the race have been captured. They become aware of women pilots, of Ninety-Nines in their area who are members of this organization of licensed women pilots whose first President was Amelia Earhart. Each year hundreds of Ninety-Nines give their devoted attention toward the smooth operation of this national activity. Radio and TV cover all aspects of racers and workers / officials as well , benefit­ing the community through this opportunity to expose the airport and the extent of gen­eral aviation to the public. Also the com­munity is proud to display its own assets to racers and outside visitors attracted by the derby.

As one mid-west Ninety-Nine expresses it: "To me the really great thing the Powder Puff Derby has done is to make every one, not just the people who have airplanes, aware of general aviation and how important it ls to the growth of a community. Not until this event could you possibly have gotten every­one to think aviation. This city now has a VOR, and a previously defeated bond issue for an instrument runway has been passed."

The candles have flickered beyond the boundaries of the United States, danced across the seas, served as a stimulus to other women and those sponsoring them. With two more weeks until the entry closing date, there are already ten pilots from countries other than the United States entered. In addition to the two Australian and one Canadian teams entered to date, there are four U.S.­Australian and U.S.-South African interna­tional teams. Nillety-Nines across the country are offering the hospitality of their homes, both before, during and post race.

Our government spends lavishly to further good will abroad, striving to achieve world

understanding. Unequalled is the comrade­ship aviation provides.

KAY A. BRICK, Chairman, Board of Directors.

Mr. Speaker, I would also like to take this opportunity to direct the attention of my colleagues to House Joint Resolu­tion 452 and others which would desig­nate May 12 as the Amelia Earhart-Joan Merriam Smith Aviation Day. It also directs the issuance of a commemorative airmail stamp in honor of Joan Merriam Smith, a pioneer in women's activities in aviation.

We already have an annual Wright Brothers Day to honor all aviation, the annual Lindbergh Day honoring all men pilots. Because of these observances, it is altogether fitting and proper that we take some action to honor our lady pilots, and their two distinguished pioneers.

Not only have our lady pilots made a valuable contribution to civilian avia­tion, but they were very active during World War II in ferrying our big bomb­ers to our forces in Europe. For their con­tribution to aviation we should act swiftly on the resolutions so that we can observe the first annual Amelia Earhart­Joan Merriam Smith Aviation Day on May 12, 1968.

Seattle-Island of Hawaii Service Inaugurated by Pan Am

EXTENSION OF REMARKS OF

HON. THOMAS M. PELLY OF WASHINGTON

IN THE HOUSE OF REPRESENTATIVES

Tuesday, November 21, 1967

Mr. PELLY. Mr. Speaker, I have been pleased to learn of a service to be inau­gurated by Pan American World Airways which will link Seattle with the Hawai­ian Islands in a new and special way.

On December 1 Pan Am will start non­stop jet service to Hilo on the island of Hawaii or-as the islanders call it--the "big" island.

The fare to Hilo will be the same as that now charged from Seattle to Hono­lulu. I am told this service will be put into effect on what is called a common fare basis. Under this plan, round-trip passengers will be able to travel between any point in the islands and Seattle at the same fare that would be charged for flights between Seattle and Honolulu.

Pan Am, which pioneered the air route to Hawaii in 1948 with its clipper ship service, should be congratulated on this new pioneering venture which will bring the unspoiled outer islands in their beau­tiful splendor within easy access of the Pacific Northwest traveler. It will also bring the spectacular Pacific Northwest within accessible range to all of our Ha­waiian friends who live in the towns of the various islands, sprinkled throughout our 50th State.

The new, low fare will be welcomed by all travelers but will be particularly good news to our itinerant young people. We exchange planeloads of students between

the two areas as well as their sightseeing parents. Now, even more than ever, Northwesterners and Hawaiians can enjoy the best of both worlds, thankS'I to Pan Am.

President Johnson Keeps His Promise for Clean Air for All America

EXTENSION OF REMARKS OF

" HON. JAMES J. HOWARD OF NEW JERSEY

IN THE HOUSE OF REPRESENTATIVES

Tuesday, November 21, 1967

Mr. HOWARD. Mr. Speaker, this morning I was privileged to be at the White House when President J.ohnson signed into law the Air Quality Act of 1967. The new law gives us a bigger, im­proved battery of weapons for the struggle against air Pollution. Under this new law the Department of Health, Education, and Welfare will define the atmospheric areas of the Nation and will outline air quality control regions; air quality standards will be developed and applied on a regional basis-each State will be expected to develop standards for its portion of the region; if a State fails to establish standards, the Secretary of Health, Education, and Welfare can see to it that standards are set--a hearing board's decision will be binding; States will be expected to assume the primary responsibility for applying the air quality standards. If they do not, the Secre­tary can begin abatement action. Mr. Speaker, I believe this is a logical, or­derly sequence for action against air :(>Ollution. As Secretary Gardner haR said:·

Our choices are narrow. We can remain indoors and live like moles for an unspecified number of days each year. We can issue gas masks to a large segment of the population. We can live in domed cities.

Or we can take action to stop fouling the air we breathe.

The Congress and the Johnson admin­istration have now taken action which will insure us of an organized campaign of abatement and control of air pollution which has become a major national menace.

This must be a national response to a national problem.

It is a problem in which every city and every State must cooperate.

It is a problem which will call for the understanding, cooperation, and re­straint of industry and all levels of gov­ernment.

The Johnson administration has added yet another chapter to its grand strategy of maintaining a clean and healthy en­vironment for every American citizen.

I insert in the RECORD the remarks made by President Johnson this morning as he signed the Air Quality Act of 1967: TEXT OF THE REMARKS OF THE PRESIDENT UPON

SIGNING THE CLEAN AIR ACT I would like to begin this morning by read­

ing to you a weather report. " ... dirty water and black snow pour

from the dismal air to . . . the putrid slush that waits for them below."

November 21, 1967 CONGRESSIONAL RECORD - SENATE 33595 It is not a description of Boston, Chicago,

or New York. It is from Dante's Inferno, a six-hundred-year-old vision of Damnation.

But doesn't it sound fammar? Isn't it a forecast that fits almost any large

American city today? Don't we risk our own damnation every

day by destroying the air that gives us life? We do. We have done it with our science,

our industry, our progress. Above all, we have done it with our carelessness-our continued indifference and repeated negligence.

Contaminated air began as a big-city problem. But in just a few years, the gray pall of pollution has spread across the na­tion. Today its threat hangs almost every­where-and it is spreading stm.

We are pouring at least 130 million tons of poison into the air each year. That is two­thirds of a ton for every man, woman and child in America.

And tomorrow looks even blacker. By 1980, we will have a third more people in our cities. We will have 40 percent more automobiles and trucks. And we will be burning half­again as much fuel.

That leaves us only one choice. Either we stop poisoning our air-or we become a na­tion in gas masks, groping our way through dying cities and a wilderness of ghost towns.

We make our choice with the Bill we sign this morning. It is not the first clean air bill-but it is by far the best.

Congress passed the Clean Air Act in 1963. I signed it to establish the Government's obligation and authority to act forcefully against air pollution.

Two years later we amended that Act. Standards were set in 1965 to control auto­mobile pollution.

These were important steps. But they were baby steps. Today we grow up to our respon­sib111ties. This new Air Quality Act lets -us face up to our problem as never before.

In the next three years, it will authorize more funds to combat air pollution than we have spent in all 180 years of our history.

It will give us scientific answers to our most baffling problem: How to get the sul­phur out of our fuel-and how to keep it out of the air.

It will give Secretary Gardner new power to stop pollution before it chokes our chil­dren and strangles our elderly-before it drives us indoors or into the hospital.

It will help our states fight pollution in the only practical way-by regional "air­shed" controls-by giving the Federal Gov­ernment standby power to intervene if States fail to act.

It wlll help our states to control the num­ber one source of pollution-automobiles.

But for all that it wm do, the Air Quality Act will not end pollution. It is a law-not a magic wand to wave and cleanse our skies. It is a law whose ultimate power and final effectiveness rest with the people-on our seeing the damnation that awaits us if we do not act responsibly to avoid it.

Last January, in asking Congress to pass this legislation, I said:

"This situation does not exist because it was inevitable, nor because it cannot be con­trolled. Air pollution is the inevitable conse­quence of neglect. It can be controlled when that neglect is no longer tolerated.

"It will be controlled when the people of America, through their elected representa­tives, demand the right to air that they and their children can breathe without fear."

Let us strengthen that demand from this _ day on. Let us seize the new powers of this

new law to end a long, dark night of neglect. Let our children say, when they look back

on this day, that it was here a nation awoke. It was here that America turned away from damnation, and found salvation in reclaim­ing God's blessings of fresh air and clean sky.

Abuses in the Poverty Program

EXTENSION OF REMARKS OF

HON. M. G. (GENE) SNYDER OF KENTUCKY

IN THE HOUSE OF REPRESENTATIVES

Tuesday, November 21, 1967

Mr. SNYDER. Mr. Speaker, since the authorization legislation for the anti­poverty bill has passed the House, I would like to list some of the alleged abuses that have appeared from time to time in the press in the hope that when the Appropriations Committee has hear­ings on the supplemental bill for HEW they will be able to look into the validity of these allegations.

At Camp Breckinridge, Ky., the Fed­eral poverty hunters provided the Uni­versity of Southern Illinois with $9 mil­lion to set up and run a Job Corps camp for 2,000 men. The camp initially en­rolled only 756, of which 250 dropped out in the first 60 days, leaving two instruc­tors for every Job Corpsman. The press reported that that program has been troubled with violence and riots. Quotes appeared in the Courier-Journal of Job Corpsmen who were upset because they had been promised a good time and plenty of women and it had not exactly turned out that way.

In Syracuse, N.Y., the $314,329 pro­gram of the community action training center has been described by Mayor William F. Walsh as intended mainly to train agitators. He charged the center taught "Marxist doctrine of class con­flict." Serving as a paid consultant and lecturer in the program was Saul D. Alinsky, a self-styled professional radi­cal.

In Jamestown, R.I., the Government hired three Youth Corps administrators to supervise 11 youngsters on a single project. One was paid $120 for a 20-hour week, another $61 for an 8-hour week, and the third $100 for a 20-hour week. After much dispute this program was canceled because so many wealthy youngsters had been employed giving sailing lessons to other youngsters equally as well off.

In Kansas City, Kans., similar viola­tions turned up in the Youth Corps pro­gram. Among 75 or so "needy" given jobs were the youthful owner of a 1965 Thunderbird, a girl whose father owns both a service station and a liquor store, and a stepson of the chairman of the Wyandotte County Democratic Party.

In Colorado Springs, Colo., five mem­bers of the poverty program governing body there were found to have police rec­ords for such offenses as sodomy, bur­glary, escape from a mental institution, operation of a disorderly house, and sus­pected assault with intent to commit murder.

In Kalamazoo, Mich., city officials banned Job Corps trainees from visiting the town after a riot there in November 1965. An estimated 60 trainees damaged 19 buildings and battled police in the melee.

At Camp Atterbury, Ind., a $10 million

project, seven youngsters were arrested for sexual assault on a 17-year-old trainee. Two of the seven were bailed out of jail with poverty funds, and in nearby Columbus, Ind., Atterbury trainees were caught trying to buy guns while on leave.

In St. Petersburg, Fla., a woman's Job Corps Center was located in a luxury hotel at a rental for 18 months of $225,-000-which is $20,000, more than the as­sessed value. After 1 year of operation, OEO graduated 42 enrollees at a cost of $1,646,601, or $39,205 per graduate. .

In the poverty corps at Washington headquarters as well as across the coun­try, officials draw fantastic salaries. Forty-four in Washington alone draw close to $1,000,000 annually in pay. Shriver's deputy receives $28,500 and three other assistants get $27 ,000 each. Of 40 other aides, nine get $24,400. Eleven get $21,445 and 20 draw $18,935. In New Jersey, the State poverty director gets more than any member of the Gov­ernor's cabinet.

In Gum Springs, Va., the poverty pro­gram received $82,150 in Federal funds, of which $56,723 went for officials' sal­aries and $25,427 for the poor.

In Chicago, the Tribune disclosed how the poverty program enabled many Dem­ocratic politicians to move into better salary brackets. Deton J. Brooks, Jr., is paid $22,500. He formerly made $14,500 with the Cook County Public Aid De­partment. A fellow named William Tod­hunter now making $15,156 earned $6,300 with the Cook County Public Aid De­partment. They listed many others.

In Boston, OEO cut off more than $5.5 million in Federal funds only after a local newspaper charged larceny of pov­erty funds and appointment of political hacks to well-paid jobs in the program. The executive director of the Boston poverty program resigned and his deputy was fired as a result of the scandal.

In wealthy Newport, R.I., the Federal Government set up $182,000 for a Neigh­borhood Youth Corps to aid impover­ished youngsters and high school drop­outs between the ages of 16 and 21. The Providence Journal-Bulletin did an ex­pose on this and listed many, many stu­dents from homes far above Federal poverty standards who were in on the program. There were some 64 in their list out of roughly 300, including children of a prominent surgeon, a restaurant owner, a liquor store owner, a lawyer, a heating and plumbing firm president, a school administrator, and a naval officer. Some of the youths were already in college. The real payoff: New­port's Democratic mayor was the Corps director at an annual salary of $8,000.

At Omaha, Nebr., 90 percent of the youths employed in the Neighborhood Youth Corps were found to be from families with income above Federal standards set for eligibi11ty for the pro­gram. Of 153 youths in the nearby Bell­vue, Nebr., project, only 10 were from fam111es with less than $4,000 annual income. Poor youths were actually ex­cluded from the program.

In swank Beverly Hills, Calif., Federal poverty fighters awarded the city $82,875 because someone reported 435 poor !am-

33596 CONGRESSIONAL RECORD - SENATE Noverriber 21, 1967 ilies lived there. Los Angeles Times col­umnist PauI Coats did a survey and re­ported one of the most hilarious stories of the year that gaunt men and women patiently queued up at food counters at Jurgensen's Gourmet Shop, hoping that the escargots would not run out before they got their turn. In his hilarious stories he had young girls in mink stoles gazing pitifully at a full-length ermine coat in Sak's window. Coats said he could only find one poor fellow in all swank Beverly Hllls and this fellow was 2 months behind in his Playboy Club dues. After that story the city turned down the OEO off er of funds, declaring lt could :find only six f amilles and eight children who "could possibly be classl:fied as needy."

One poverty war employee in Wash­ington employed in January 1965 as a $6,000 per year community program worker in a youth employment counsel-

ing center working with juveniles, was later promoted to a $8,000 a year job and had a criminal record dating back to 1952 with 11 charges of larceny, false pre­tenses, and passing worthless checks. In October 1965, he was still on the poverty war payroll and was again charged with passing a worthless check.

Another employee in Washington's local program was employed January 1965, as a $3,900 a year community pro­gram worker, later was promoted to $8,650 position, counseling juveniles. This same person deserted the Army in 1944 and since then has acquired a police record which includes soliciting for prostitution, grand larceny, false pre­tenses, forgery, and being a fugitive from justice.

Another in the same program employed in July of 1965, at $4,140 as a neighbor­hood worker. His long criminal record be­gan with juvenile delinquency in 1949

and progressed through a sex, crime through larceny, housebreaking, and ball violation.

In Casper, Wyo., an ex-convict with a 17-count arrest record was hired as a supervisor of the Job Corps center. Two months after his employment by the Bureau of Reclamation, which runs the center, the man was arrested and charged with aggravated assault in the savage beating of a Casper businessman.

In a Mississippi Headstart program it was revealed that the poor war people paid to the owner of a church $100 for use of a bathroom toilet, $10 in rent for use of a garbage can, $100 to use a sink, $120 to rent a refrigerator, $110 for use of a stove, and $92 to rent a carpet for an 8-week period. In addition, one of the project's officials rented a twin-engine plane for a 200-mile :fiight to address a graduating class of 5- and 6-year-old Headstart pupils.