330 ELECTRIC VEHICLES As detailed in our statement, hydrocarbon emissions from an uncontrolled 1960 model vehicle are generally agreed to be in the order of 1.5 pounds per vehicle per day, based on 10,000 miles per year of typical driving service. These hydrocarbon emissions derive from the following sources in a typical uncontrolled vehicle: Estimated uncontrolled hydrocarbon emissions Hydrocarbons inExhaust gases -----------------------------Evaporation losses --------------------------Blowby gases ------------------------------Total (approximate) ----------------------- Pounds/vehicle/day I Percent of total HC emissions 20.85 58 17 25 100 .25 .4 1.5 'Typical values. 2 Based on approximately 900 p.p.m The installation of the positive crankcase ventilation device on most new cars, beginning with the 1963 model year, effectively controlled blowby discharges and reduced the above typical vehicle emissions by almost 25 percent. This reduced the level of total vehicle hydrocarbon emissions from 1.5 pounds per day down to approximately 1.1 pounds per day. The addition of first generation exhaust controls of the type required on 1966 and 1967 models by the California Motor Vehicle Pollution Control Board resulted in a further reduction of about 0.6 pounds of hydrocarbons per vehicle per day. This additional 40 percent-plus improvement, pioneered by the automobile manufacturers in cooperation with the California Board, will, of course, be required nationally beginning with 1968 models, thereby yielding an overall improvement of some 66 percent compared with our typical uncontrolled vehicle. In other words, federal standards, effective for 1968 models nationally, will lower the overall uncorrected vehicle emission rate from approximately 1.5 pounds of hydrocarbons per day down to 0.5 pounds per day. The advent of technically feasible means of controlling evaporative losses from the carburetor and the fuel system, as proposed in the Federal Register last month, will cut in half the total remaining vehicle emissions. This additional control of 0.25 pounds of hydrocarbons per day, or 17 percent of pre-1963 model vehicle emissions will represent an overall level of control in excess of 80 percent. Recent technical disclosures to your Committee indicate that this goal is within our grasp. When this point is reached, we should recognize that two major sources of vehicle emissions, cranckase blowby and evaporation losses, will have been almost entirely eliminated, and that exhaust emissions will have been reduced by approximately 70 percent. Total hydrocarbon emissions from a typical controlled vehicle will then be lowered to a level of 0.25 pounds per day. Further improvements in exhaust emission control are contemplated to conform with the projected 1970 model California requirements. When exhaust control efficiency is increased from 70 percent to 80-85 percent, to comply with this target, overall vehicle hydrocarbon emissions will be reduced by 90 percent compared with pre-control levels. Looking ahead, we are confident that the current intensive research efforts by the automobile manufacturers, to which we will contribute in every way possible, will further increase the capability for control of emissions to the lowest -practicable level. While it would be premature and inappropriate for us to specify precise future control levels and target dates, your Committee has received testimony from representatives of both the automobile manufacturers and from the petroleum industry describing promising research developments that could result in future vehicles with an overall degree of hydrocarbon emission reduction in excess of the 90 percent control level described above should this prove necessary. At our present rate of progress, these further improvements could well be available by the 1970's, by which time hydrocarbon emissions from improved internal combustion engines will no longer be of significance from an air pollution standpoint. We appreciate the opportunity of appearing before your Committee to present our views and to submit these supplementary comments. We again wish to