To accomplish these gains General Motors has developed controls for blowby gases from the crankcase, exhaust gases from the tailpipe, and evaporation from the fuel tank and carburetor and for the three types of pollutants now identified with automotive air pollution control programs-hydrocarbons, carbon monoxide and oxides of nitrogen.

Some of the controls have been in use since 1961. The latest-to reduce evaporative emissions-are in use on our 1970 models in California and will go nationwide in 1971.

In addition, we are developing still more effective control systems for future models. The control systems developed so far have resulted in the following reductions in pollutants:

Hydrocarbons

Since installation of the first control devices on 1961 model cars in California. the control systems on California cars have been successful in removing 80 per cent of hydrocarbons from new automobiles. It would take five 1970 model GM cars with the latest control systems to equal the hydrocarbon output of one 1960 car.

Carbon Monoxide

Emission of carbon monoxide from new automobiles has been lowered by twothirds from pre-control levels. Systems to control carbon monoxide were installed on California cars starting with 1966 and nationwide on 1968 models. The greatest effect of this improvement probably is being felt in congested urban areasparticularly in central city areas of our biggest cities, such as New York-where the number of vehicles during traffic peaks has increased only slightly, if at all. Oxides of Nitrogen

This pollutant has received increased attention as progress has been achieved in reducing vehicle-produced hydrocarbons and carbon monoxide. Most 1970 General Motors cars nationwide are already meeting the levels for oxides of nitrogen established for 1971 models by California.

FUTURE REDUCTIONS

New passenger car registrations account for 11.3 per cent of the automobile population, and we believe that our current and recent model automobiles, as we have just discussed, are making important contributions to reducing air pollution. What of the future?

We anticipate that the systems approach we are taking to this problem-an approach that looks at all factors-will enable us to eliminate automobile emissions from the overall air pollution problem.

Achievement of levels now being considered for 1975 would result in the elimination of 95 per cent of the hydrocarbons and the elimination of 85 per cent of the carbon monoxide as compared to uncontrolled cars of 1960.

To meet these objectives, our current effort is taking us into possible modification of engine design, improved control systems and possibly fuel injection for more precise air-fuel ratios.

At the same time, we are continuing intensive investigation of alternative power sources. We will not hesitate to use a power source other than the internal combustion engine if it will do the pollution control job and meet the needs of our customers at a price they can afford to pay.

We have built and tested operational vehicles powered with steam, electric, Stirling, hybrid electric and gas turbine engines and we continue to evaluate the future of these power plants in the largest research program of its type in the world.

ATTACHMENT B

STATEMENT OF E. N. COLE BEFORE THE CALIFORNIA AIR RESOURCES BOARD AND ITS TECHNICAL ADVISORY COMMITTEE ON FUEL COMPOSITION AND EMISSION CONTROL—MARCH 4 AND 5, 1970, SACRAMENTO, CALIF.

VOLUME I

All I can say as a former baseball player, the phrase "To get the lead out" meant not a good base runner, and I don't want you to take that literally. I know that all of you know much more than I about the engineering of this problem, but I simply echo the Governor's Statements. We think this is a problem that can be worked on jointly.

Here in the Resources Agency our main job is balancing the development and use, the preservation and production of private enterprise and a minimum of bureaucracy, and with that I will pass the baton back to you, Dr. Haagen-Smit, and we will stay with you for an hour or so.

Chairman HAAGEN-SMIT. Thank you, Mr. Livermore. I think it is important for you to be here because all my people are being paid through your office as you well know.

We have now come to the presentations by the representatives of the automobile industry, and No. 1 on the list is Mr. Edward N. Cole, President of General Motors. Mr. Cole.

Mr. EDWARD N. COLE. Thank you, Dr. Haagen-Smit.

General Motors representatives are happy to respond to Governor Reagan's invitation by being here this morning to discuss the relationship of engines and fuel in controlling emissions. We believe we can be most helpful to the Air Resources Board and the Technical Advisory Committee if we cover three basic points:

First, a brief technical summary of the effects of gasoline on emissions control; and

Second, an outline of General Motors' current plans concerning future engine modifications which depend on fuel availability to meet these plans; and

Third, a list of possible areas of regulatory action by the Air Resources Board which we believe the Board may wish to explore.

While the announced purpose of this meeting is to discuss prospects for improving the quality of air in California through fuel composition and emission control, I want to give you and Governor Reagan my personal assurance that we at General Motors are directing our attention to all aspects of the overall emissions problem. In addition to our various research and development programs directed toward improving the internal combustion gasoline engine, we are continuing to work on several potential alternate powerplants.

I want to emphasize that we are not wedded to the internal combustion engine. We would not hesitate to replace it if we could find a practical alternate source of power which could take us to lower emissions levels than we can reach by controlling the internal combustion engine.

As to the specific subject matter of today's meeting-results of our research programs into the relationships between fuels and engines indicate there are strong reasons for having unleaded fuels available in ample quantities as soon as possible.

In our opinion, there are a number of aspects of fuel composition which affect emissions from spark-ignition gasoline engines and which deserve consideration. These are:

1. Lead Alkyl Additives.

2. Aromatic Hydrocarbon Components.
3. Olefinic Hydrocarbon Components.

4. Volatile Hydrocarbon Components.

5. Detergent/Dispersant Additives.

6. Gaseous Fuels.

Now, I should like to direct my attention to the first item, the Lead Alkyl Additives.

Our research indicates there are several problems which result from the presence of tetraethyl lead in gasoline :

Item (a) Lead emissions to the atmosphere.-We are not medical experts, but we recognize there is considerable concern among health authorities as to the possible effects of lead on human health. Removing lead from fuels would relieve some of that concern. It would also greatly reduce the total emission of particulates from automobile engines and go a long way toward meeting the indicated HEW particulate emission requirements. We know of no way now to meet that goal with lead compounds in gasoline.

Item (b) Catalytic exhaust treatment.-Reduction of hydrocarbon and carbon monoxide emissions to about the 1975 California standards appears technologically feasible with catalytic exhaust treatment, provided only unleaded gasoline is used. We know of no catalyst at this time that has a reasonable lifetime with leaded fuel. There is evidence that even one-half gram per gallon renders the catalyst ineffective in a relatively short time.

Item (c) Manifold reactors.-Another approach which might be required to meet 1975 California standards is the use of an exhaust manifold reactor. Attack of lead salts in exhaust gas on ceramic-lined manifold reactors has been