Document 2bX200qOVJbro6gYoeojK5or

r V -~v; -.3 MR. OSBOWl (i) In order to trim us up to date on the present (tat* of emission control systems ccup*tibia with leaded gasoline v* bar* asked representatives of three \`J ?V companies who ar* loaders In tb* develojment of such emission control derloea to fill us la. I would emphasise at this point here we are concerned particu :-i larly today with tb* devices rather than the broader *nvircomental problems, >i but no doubt we'll touch on tboee also. 1 Here to Moderate the discussion la Nr. Jobs L. Kimberley, who wee formerly Executive Vice-President of the LIA and the 1 and now, after retiring fros that position, senior adviser on environmental affairs la LIA. Be baa beam ` actively Involved on the lead In gasoline Issue since 1969 and a spearhead of '1 tb* LIA activities la this area. Ka baa presented the lead industry's position to more than twenty legislative bodies. Bs la a member of tbs American Mining Congress, American Society for Testing A Materials, British Institute of Metals, 3 American Institute of Mining and Metallurgical togineers, and the Rational Association of Corrosion Engineers. If that la not enough, be Is also qualified. "3 I am told here be holds a degree In mechanical engineering and metallurgy from Tale University. I new call cm Jack to Introduce his panel. f *i MR. JOHI L. GKBEXLEIt Thank you. Prank. 5 ; Mr. Osborn, Gentlemen, one of the hardest things to do la a series of meeting* such as this, when there is one subject of such primary Importance, le to avoid repetition and I shall try my best to do Just that as concerns environ mental lead. I want to make a couple of comments on the matter of the reduction of lead in gasoline as proposed by the Environmental protection Agency as was covered this morning by Mr. Mushlit*. The target of E. P. A. la to effect a 6ojt to 65^ reduction In automotive emission lead to the atmosphere by January 1, 1977* 0 They have no doubt gone through computer calculations and the study of voluminous masmm w & r j f i fr, r ir*r. * i '. ~f i reports and here case up with the opinion that, through attrition of older ears over the years and the scheduled reduction of lead In gasoline from the pretest ; 2-5 to 2.6 grass per gallon to the 1.25 grass per gallon sax. that will exist after l/l/77> such a percentage reduction In emitted lead sight he accomplished. Jerry Cole has just discussed the problem of lead in your working areas. There j are stack emissions to be considered, plant effluents, paints and ceramics. Ve have had suggestions that It Is dangerous to use lead In building construction because If you had a fire yen sight kill the firemen. PlimbLug Is under attack. It la only a question of time before ve hear sore about lead la the single soldered Joint In a tin can. Ve'll bear about it in food-stuffs, but of all these $ threatened uees the most important Is the potential loas of the lead la gasoline additives. Thcrt is to be s seminar tomorrow that will cover some af the more general aspects of lead In the environment but ve are now In a spot share you should know where ve stand In the way of hardware (for want of a batter expression) In systems to take care of the emission problems and at the same tlse be compatible with Iced. ! The panel to discuss 'lead compatible systems for automotive emissions control la veil experienced In the field of gasoline and oil and lubricants. They are all well educated. They are all of substantial experience In our field of Interest 1 and I won't read the biographies because ve have not got the time. i Ve have Xd Cantwell of DuPont, Bill Adams of the Ethyl Corporation, Roy 8uglmoto and Os Freed of the Houston Chemical Division of PPQ. Each of these men has the feeling that his company is as far aloog In the approach to a solution of the emission problem In automobile exhaust as anyone else. I have had the experience 0 over the last two years of watching this development very closely and must express j the complete conviction that the state of the catalytic systems the automobile *! industry says they are going to use, (and I acknowledge they have been consistent . .... ^IfliSftiftiiifj ?' (3) ' j vlth this ), la not Ttry such farther ahaal than It vaa tvo jmr ago. I don't know hew > nan/ of you vara at th 8. A. X. meetings at Detroit In January, 1972, but thara vara arvaral paper* oc emission problem* vlth respect to catadyst* that vlll do the Job o q gaseous emissions and last 50,000 alle*. Veil, I don't think they have got anything that vlll last 5,000 alle* yet, certainly every Indication fro* the remarks aad# by very vail qualified technical speakers from the auto Industry i vas that the thing Is still In Its experimental childhood. If not lnfsuwy. The Kthyl Corporation has been working diligently on this problem aad have a vail advanced system that has aany nerlta. Obviously, X aa not going to take t' sides on eaeh ooe of the systems to be discussed. Xou are co your own, but X tv" ! - vould like Bill Adaas of Ithyl to discuss their lean Beactor System, la that It, J B111T Come along, vlll you pleaset 3-1* MR. WILLIAM X. ADAMS, TUX KTHXL COWORATICRl e * Thank you, Mr. Kleberley. Certainly It Is a pleasure to be bere today to describe The Xthyl Corporation's vork on the exhaust emission systems that are compatible vlth leaded gasoline. In 1 vhat eight be a slight ovsr-slepllflest loo vs can categorise thermal reactor systems P \ as cither Rich Reactors or Lean Reactors. Both can be used vlth leaded gasolines and each has Its own advantages In realising lov emission levels. Xthyl has vorked many year* to develop lov emission systesw based on the principle of lean air to 1 fuel ratloe. The primary reason for this In the beginning vas that It Just made i sens# to burn as much as practical of ths pollution amterial in the cylinder Itself i and this remains a philosophy today. Basically, our system Involves operating lean i so that ths emissions of all three pollutants - hydrocarbon, carbon monoxide and t nitrogen oxide - are relatively aaall) then ve add reactors to give additional re i duction of hydrocarbon and carbon monoxide. These combine vlth oxygen that Is left over from the lean combustion to give very low emission. Finally, exhaust gas recirculation Is eddod to further reduce the oxides of nitrogen. But, In order "' !gW ^ . ,puij .ygytWWgj jy* -j jP ^ MlHWIffllillllll LIA14726 9 <*) to operate leas and retain good driveability, va must do a lot more than just laan out the carburetor by turning a ecrev. It haa required the development of a new carburetor. In our caaa a three barrel carburetor that utllisos the principle* of high valocltlaa and thereby give* a good mixture distribution *o that the angina flrea evenly. Additional work haa gone into progressed apark advance to give optima eaiaalan ccabined with good driveability. low, there are several advantages to a lean fuel reactor system. Mret of all, the fuel ecoocny and performance that can be obtained because the automobile can operate vlth a high compression ratio angina on high octane leaded gasoline. Also the lean eonbustloc Is basically economical. The only significant fuel consumption penalty for our system Is that associated vlth exhaust gas recircula 9 tion, and far us that la about 100. Because the engine nms lean, the exhaust, leaving the cylinder container hot and veil mixed vlth oxygen left over from the combustion process, ve don't require an air pump. And because the hydrocarbon and carbon svmoxlde emissions are relatively low as they leave the cylinders, the heat released In the reactors 1* relatively small. This is Important because It means relatively low temperatures and therefore exotic exhaust system materials are not required. A last advantage is canon for all reactor systems. We think that hardware systems are basically superior, at least In this stage of development, to any chemical system that ve know about. Eae mere presence of the system oa the a car Indicates that the system Is functioning. By contrast, the catalytic system % i can be degraded by heat attrition, poisoning, you name It, and thereby be rendered Ineffective, and a motorist has no way at all of knowing this. 9 Well, perhaps ve can start Into ths slides. I might also mention that this relatively brief description of the system Is supported by a brochure down at ths Press table If anybody vould like it. What are ths emissions of ths systemf w % % ': 1 1 'A (5) focus your attention, please, on the bottom tvo 11ms . lb* top 11m Is fro* the F 1970 tost procedures sod doss not here such significance today. Tbs middle 11m gives the emission* In grams par alls, us In* the present 1972 system of msasure- fnt, an4, ss many at you nay know, the 1975 system measurement Is very similar f. but results In slightly lower numbers. Per '75 * csll this (RC) maybe .5 to h 1: 1 end this one (CO) 5 to 10. And for those of you that also here memorised the * 1976 salssloo standards, you vill know that this figure for standards (referring 1 to HC) Is shout O.hl, and this one (referring to 00) Is shout 3-^/ sad this ooe (referring to IC^) Is shout .h. Ve can met the 1975 c m on BOj but oat the 1976. f- But, st the sane tins, you can note the bottom 11ns which gleet the overall percent j* reductions free the ncc-modified car. I think this la a significant amount of re 3 r duction. As we go through the hearings starting next week, ve will hear the stories of why the automobile companies feel they cannot meet the 1975 standards 1 if' and ask for a delay. These things became more significant because, if they can't r&y : meet them, they are going to have to set Interim standards, and perhaps these : i (referring to slide) are good enough to meet Interim standards. I want to get to the Mxt slide because It shows very clearly the amount of reduction that has already taken place. The graph presents emission standards on b s relative scale and each year has successively lower bsrs. Plotted 00 the cross- hatched ares Is our lean reactor car. low even this does not tell the whole story of what a lew emission control system has to accomplish. It must do mors than Just ft. enable the car to pats standards at a low mileage. As you may know, the catalyst systems have shown an ability to meet 1975 standards, st least at vary low mllsagt. V The reactor systems may start at a higher level, but they can maintain Stahls . emissions over a long period of time. K*-- i Kthyl Corporation loaned one of their lean reactor cars to the California Air Resources Board In 1970. At the present time, this car has accumulated over 20,000 *' miles of operation In the hands of the California State people. t I; f t (6) The next elide above the emissions stability for that ear made during the f, * succession of tests by the Califoral* Air Resources Board. And the tests Just last veek agreed veil vlth this. As you can see, ve hare not been vlthout a 4 problem, ve hare replaced a timing chain. It ves vom, ve believe, because of iron particles in the exhaust recycle gas. Ve replaced It and the car has continued on and ve hare since Installed a filter In the recycle line. Ve hare also been operating a car out of the Detroit laboratory using the automobile Manufacturers route that la used by the ear cocpanlas far durability y testing of their emissions system. This slide shovs the emission stability for the first 35,000 miles of testing, and mileage la still being accumulated. Bare again you see a coupls of repairs. Including an exhaust system repair mentioned. It vms not the emission system but ves further iwn the tailpipe and ve had the same timing chain problem that you aav In the California test. But this la the reason for durability tasting-to find problems and resolve them. Vov, the thermal reactor systems have been shovn to be the leeet expensive J of future emission systems. This ves pointed out In an unbiased report of the K- r Aerospace Corporation to the I.P1. In Rovember of last year. This slide has i been reproduced frcrn that report and shovs lifetime costs of emission control systems at various levels of RQg reduction. Tou can see, as B0X reduction gets more stringent, (you go to the left, you get the lover values of ROg ) It la going to coat more and certainly ve agree vlth that. Also plotted you see the reactor systems. This Is the LTR (Lean Thermal Reactor) devn here and the ETR (Rich Thermal. Reactor) system, and It Is not bard to see that they are the lowest cost. The lean reactor la slightly lover cost than the rich reactor, hut at this i stage of development anyvay, cannot reach quite the lov values of RO^ that the rich reactor system can. But tha only system that can even touch these In terms i of cost Is the 50,000 stile dual catalyst system. As I am sure you vers avara, and as Jack mentioned, this style of system Is still an objective rather than a reality. Fven the ?5#000 alle one un there is also in that category. t > (7) Hov, let us discuss for * acnent our particulate trapping systea. Ve have been directing our research along tvo approaches. On* 1* to develop a slaple lcw-coet trap that vlll replace the auffler. It will cost about the *<ua* aaount and bar* the a*at else, back pressure and silencing characteristics as a auffler. The second has been to design a aore complex eyetea that vould catch aore of the particulates but would also result In s larger, aore expensive systea. Ve have been running prototype trap#. By prototype ve Been the kind that directly taka the place of the auffler. First we ran pre-prototypes and got soae basic data. Sow ve are on prototypes stage on this one. This Is a typical trap at the bottoa with the standard auffler at the top. Ve call thla trap the Anchored Yortex Model because of Its superior design thst reduces particulate re-egtralnaent. Sow, In the interest of tine, I sa not going to go through the flow path but let me say thst It contains tvo anchored Yortex trape In parallel and can run 50,000 Biles and acre before It needs replaceaent. In one car ever of the lead burned vas retained In the car and trap for over 50,000 alles. Che average of several pro totypes now running Is In the $Of to 6o area. Sow, the pre-prototypes were even aore effective so that ve have a goal of reaching higher values If we can find out why the compresslees Bade In designing the prototype units resulted In a slightly lover value. These trsps are effective on both large and saall particulates. Tests made to aessure the reduction of saall air-suspended lead particulate gave reductions ssp to 500* Ve have alao been testing a aore complex trap that Incorporates an aggloner*tor In the systea Just prior to the trap. An agglomermtor Is a box filled with expanded metal vhlch aervas to trap the aaall particles and allows the* to grew before re- leasing thea to the trap. Ve have been using this on a Toyota car and found it very effective. For k2,000 Biles the car and trap have retained 10ft of the lead burned and compared to the slailar car vlth a standard exhaust systea, the car with a trap show: about reduction 1c sir-suspenied lead eslssloce. # Q BpwiWvS-ip Nor* advanced ecocapt s/sterna involve absolute filters after tb* inertia device or chemical scrubbers. These demonstrate the capability of rsmnrlng virtually all of the lead In tba exhaust but tba systems arc In tha early stages of development. Work needs to ba doom to extend tha operating Ufa and reduce tha f sits or costs, but this vork is going forward. j Bov, I would also like to mention briefly our cooperative work started recently with the Jensen Brothers of Copenhagen, Denmark. As you may know, Ethyl Corporation announced that It had entered Into an agreement with Jensen and Company of Copenhagen In mid-March to evaluate their amiaeloa reduction system. Ve alao have an optloo to obtain exclusive commercial rights to tha ayataa in forth America. The Jensen ayataa which vaa developed in facilities provided at tha Technical University of Drmark vlth support by A/8 Eossngas International of Copenhagen has attracted vorld vide attention. It consists. basically of a re duction catalyst followed by a thermal reactor. At a pres* conference In Copen hagen an January 11, the Jensen Brother* announced that the device removed about 90f of the carton monoxide, more than 90f of the hydrocarbons, about 600 of tba nitrogen oxide and about of the lead compounds In tbs exhaust gas. They reported that tha reduction catalyst baa been tested for over 35*000 klloaieters (about 22,000 miles) on leaded gasoline at 3 (rams per gallon vlth little decrease In activity. The catalyst ahovs low attrition and does not contain expensive noble Jensen and Company, the holders of tba rights to tha system, have been formed by the Jensen Brothers and Kosangaa International to license and promote this system. At this time ve are aggressively evaluating the system but have no further data to report. A Thank you. (Applauss) NR. KDCmXTt Tbanka, BUI. Gentlemen, I would Ilk* to nahe tvo cocaaenta. First of all, hold your Questions until all tba gsntlsaan bar* spokan. You might get your answers from tha latar speaker*. The raporta that you ara hearing will ha praaantad at Parlronmatal t Protect loo Agency hearings that ara tartIn* In Washington next vaak. In r>- Washington starting April 11, In Dallas atartIn* April 27 and la Loa Aa*alaa p k atartln* Mgr 2nd. Va vlll all ha praaantln* tha atory aa you are baarln* It, i plua aany other aapecta. % -i X would Ilka to call on Or. Edvard Cantwell to tall you about tha Du Pont eyatea. i DR. EXWARD CAJTVXIX, E.I. DO FORT DC XBCUR8, XBC.I e ? Today X would Ilka to review briefly tha profreaa we have aada at Du Pont i In tba development of lead compatible exhauat aalaalon control systems baaed on r. 4 i themal reactore. Our phlloeophy haa been to develop a total, lnte*rated eyetea which coatrole simultaneously the gaseous and particulate ealaalona frcn notor 1 vehiclea operetta* on leaded gasoline. Aa ahovn In tba first elide, this system ; L Kr. conalata of three asJar port Iocs. First, theraal reactors replace the conventional a". exhauat aanlfolda and serve aa a high temperature holding tone where the hydroff ; carbons and carbon aoooxlda can undergo essentially coaplate oxidation whan mixed b; with the air free tha air punrp. Second, an exhauat gas recirculation system la used which. In conjunct loo with Bonification* to tha carburetor, reduces nitrogen * cxlde levels. Finally, a trapping ayataa la used to raaova Boat of tha lead particulate natter frea tha exhaust gas before tha exhaust gases leave tba tall pipe of the car. 9 :'1 mw w p i i wniwiiwjs'miuki" . j rift sea ..SlltaJL. 1 DU PONT TOTAL EMISSION 'CONTROL SYSTEM' EXHAUST 6AS RECIRCULATION SYSTEM t&m nV^nirmV;- r I ac if b b fb Ss" - ' r" . i F'-"' ' * -j -a ,.:j =i 3 -J r; EMISSION CONTROL SYSTICMS 1370 STANDARD SEDAN 360 CID INSULATED THERMAL REACTORS EXHAUST GAS RECIRCULATION ENRICHED CARBURETOR TRAPS 1371 COMPACT CAR 1.6 LITER TYPE V THERMAL REACTOR EXHAUST GAS RECIRCULATION ENRICHED CARBURETOR TRAPS Slide 3 & ii  'v'77>v-i,v ' ......... _i. \. 'v - r-zT^;-r >*': LIA14734 (10) Ve have installed such coctroi systems oo tvo rehioles, a standard died sedan vlth a 350 CID V-6 angina and a caspect car vlth a 1.6 liter four-cylinder engine. As ehovn In slide 2, the full-sited sedan had Insulated thermal reactors, exhaust gas recirculation, enriched carburet Ion and traps. The ecnpact car ves equipped vlth a shielded theraal reactor, exhaust gas recirculation, and enriched carburetloe, and a trapping system. LK- The theraal reactor, slide 3, designed for the caspect car is the Type f reactor vhlch ve described at the sseetlng of the Lead Industries Association ;" tvo years ago. The resustor consists of an outer shell vhlch bolts directly to 1 the cylinder head of the engine so that the eidieuat gases and the air t&lch Is injected Into the exhaust ports enter Into the central core of the reactor. Klxlng of the gasee takes place In the core and due to the high tesperaturea >. essentially complete oxidation of the hydrocarbooa and carbon aoooxlda takes place. The exhaust gases flov out of the core through the radial holes snd flow first through the annular space betveen the core and the beat she lid and then between t S the heat shield and the outer shell of the reactor. Thus, the cor# temperature Is sialntalned at a high value both by the shlelde vhlch prevent the loss of radiant ' heat and by the hot, reacted exhaust gases surrounding the core. Slide 1 ehovs a schematic dravlng of the Type VTII reactor vhlch hss been f- designed for the sedan. This reactor la of the sane physical else as the Type T I: but uses external Insulation instead of the internal heat shielding to maintain the t necessary high temepratures. The Injected air and exhauat pits enter Into the i reactor through the extended Inlet necks and flov Into the core area through the directional slots In the necks. The gases are directed avay from the valla of the reactor and quenching of the oxidation reaction Is minlulled during the cold start. l The external Insulation on the reactor and the first several feet at the exhaust t pipe serves to maintain the necessary high temperatures. Ii i f LI A14735 *jt ` The sxhaust gu recirculation systems used on both of these vehicles (r similar to thoae dsvtloped by Xsso Research A Hngloeerlng and used successfully by u* In th past. About 12 to 13 percent at the nhiuit gu la recirculated fra* tb exhaunt ay* tea back Into the carburetor abort the throttle plate but below the rtnturl aectloo. A Impla on-off valve and a Metering orifice control the flow rate la the sedan and turn the exhauat (a* off at Idle and at wide-open- throttle ao M not to Interfere with full-throttle performance. However, In the E i caae of the caapact car It la neceaaary to leave the exhaust gas reclrculatloe on I: at all tlmsa elnce the car operatee at vide-open-throttle during portions of the E (_. ealeelco teet. The decree of control of gaseous enleelone given by theee aystens on the two vehicles la ahovn In elide J. The exhaust ealaelcn levels are expressed In crane per nil* as Measured hy the 1975 Xnvlronnental Protection Agency Teet Procedure. As can be seen, the hydrocarbon lave la frcm both of theae vehicles are veil below the proposed 1975 hydrocarbon standards of OAl gran per alls. In the case at P: carbon noooxid* and nitrogen oxides, the emission levels are quite low but do not t- meet the standards, nitrogen oxides have been reduced to below O.h of a gran per t mile by Increasing the aaount of exhaust gas recirculation. However, the achleve- nent of such low levels of nitrogen oxides has resulted In unacceptable losses In vehicle performance. Ve believe that optimisation of these control systems will allow further reductions In the emission levels and vlll reduce the fuel economy and performance penalties. The performance of the vehicles with the control syatema adjusted to give the levels Just shown Is Illustrated on slide 6. The fuel economy ms Measured over a 22-mile clty-surburban driving course end the accleratloo tines Measured on the road. ftlift* 5 TKPWt ftTCTDC CONTROL PgSglOB jt ; " ^ 1775-76 mxsKKDa . . PCWIOW imLB. 0MX5/Kn* HC CO >0. '~ ' O.kl 3.k . O.i ' 1970 8ZAJUAXD 8XZMI x ,-w- ^ -. - J `*.-v . - 1971 COMPACT Cift ~ s..^ ^ : * * /0.16 0.8* ^ ', - * 6.6 0.57 ' "V i . s ' 5.0 0.61 (; ; 5. Slid* 6 ygficiz rtRroHMwex FULL KOKHT ACCZLZRATKff IW o-6o xn 1068. FPCPT STAJtaWffl CCNPAOf gam cm - , 26 IT 1 T l 9 MpSB "1 'ii A \ ' Afi o 3 Or CSiw< Oo lUolfqitwhx i4 eriOT> Tny. PARTICULATE TRAPPING SYSTEM LEAD EMISSION'S. GRAMS/MILE 1970 STANDARD SEDAN STANDARD TOTAL 0.17 LAB 0.043 ROAD 0.0S1 TRAPPING SYSTEM 0.018 0.01S 0.014 PERCENT REDUCTION 91 S n MUFFLER LEAD TRAP SUl] 8 SUite 1970 STANDARD SEDAN STANDARD MUFFLER LEAD THAP AIR SUSPENDABLE LEAD ______EMISSIONS - LAB CRAMS/MILE PERCENT REDUCTION 0.029 0.008 f* m i i laU- v LIA14739 tUte 10 r - . r /, I. >, /'l rassa . QASZOCn BCHAU8T B088ICW CAI U KEXJCXD TO VXJOT UV UVZLB VXBI ST8TZMS COMPATHUI VZXH UAOKS 0A80UJO. . TKXSX UAS CCMMTmi STSTD4S MI BXSD OOHOTZD. . uui nasaiow, son t o t a l a t o a ix b o iv x , c a i u j u bx e p t o rm l o w u v x l b vnx numn s t s t b s . - - - ,."5 H-if,- ` ' '<? ^vr- r--.N t- ! it: " ' rr - '-C1 (12) Fuel eeoocajr for ths csrs equipped with the control systems when compared with tha 4 standard vehicle vu reduced by 26 percent for the sedan asd 17 parcant for tba -i compact. Tull throttla seel*ration performance of tha sedan vaa nearly a(julTa 4 lent to tha ataodard vehicle bacauaa tha exhaust gas recirculatloc system la tumad off bafora reachlng vide-open-throttle. In the ease of the compact car, tha exhauat gas recirculation aystan la operating at all tinea and the required to accelerate to 60 miles per hour was Increased by Ifi parcant. In addition to controlling gaseous amlsslona the total systems control lead particulate amlsslona to rery lew larals. Slide 7 shows a photograph of a aedaa on which w* Installed oca of cur typical exhaust trapping systems. The trapping system cana Ists first of fluted pipes to cool tha exhaust gaaas and promote tha ferretIon of particulate lead particles. Second, a box la filled with wire meah to agglcnersta the fine lead particles and cause them to grow Into larger particles. The particles are reaorad from tha exhaust gas stream In the cyclone traps which are located at the rear of the car. Ve have operated slsdlar trapping systems for over 60,000 miles and found them to be completely maintenance free. They are designed with sufficient capacity to bold all the lead consumed by the car for its lifetime and we project that they vould operate for the complete life of the car with no problems. He measured the efficiency of the trapping systems In reducing the lead emitted from the vechlcla both In the laboratory and in road tests and the data are shown In slide 8. The total amount of lead emitted from the tall pipe of the sedan equipped with the trapping system was reduced by 91 percent as compared with a standard vehicle. When only the alr-euspendable portion of the lead Is considered, the trapping system produced a reduction of about 6? percent, Ve have operated vehicles In an unused Pennsylvania turnpike tunnel and measured tha amount of lead that vms in the sir of the tunnel after driving either a standard vehicle or a vehicle equipped with the trapping system. In these over-the-road teste v found t a 77 percent reduction in the amyunt of airborne lead remaining In the tunnel after driving the trep-equipped car aa oppoeed to driving the standard rehlcle. Thus, the reduction In air-expendable lead la veil ahore the 60-65 percent reduction which haa been propoeed by the Karlrooeental Protection Agency. 'i The trapping ayateaa deacrlbed require complete replnceaent of the exhaust aystea. Va have been working recently to develop a trap which would replace only the nuffler of the vehicle. Thla muffler trap la the aaae alee, ehape and fite In the aeae location aa the ateadard muffler on tha vehicle. It contains an agglorn* crating media and cyclcnea to reaarm the lead particulate Better frea the er&aust. Such a trap would be leae expensive than tha trapping ayatea and would offer tha possibility of being used aa a retrofit device to be Installed on vehicles now on the road. Slide 9 chows sens of tha early perfomcnee data on thla Muffler lead trap. During the first 20,000 alias of operation the alr-euspeodable lead salta 1cos, aa measured In our laboratory, have been reduced by 79 percent when compared with a I standard vehicle. Va ere quite pleased with the early perforaance of thla auffler lead trap end plan additional development work to evaluate lte long-term perforaance. Ve believe that the perforaance of the exhaust emission control systeas we have developed lead to the conclusion shown on tha last slide. 1. The gaseous exhaust ealsslooa fren Motor vehicles can be reduced to very low levels with ayataaa carpetlbla with leaded gasoline. 2. These lead caqmtlble ayateaa are being Improved continually and ve believe eventually they will be able to Beet the 1975*1976 gaseous salsa loo standards. 3. Tha lead ealsslooa from vehicles, both total and airborne, can be reduced to very low levels with practical trapping ayateaa. . - '2* "ik -*-* - I 2* - -^0^- * a.- - r i v.i (1*0 :'v. MR. KDCEKIKTj Sr ! fr Rcxt ve vlll hear frcn PTC Industries. Thla firm hu not Veen In the field as ,3 long as Ethyl and du Font, (l think that le correct), hut their device hae created a great deal of enthusiasm. I aa eure you vlll be latererted. Oe, Z don't know how you are going to do thle. cs- MR. 0. FHEMD, PTC DfDOSTRIIS: I4 Thank you, Jack. First of all I vould like to introduce ayeelf and ay capacity vith FTO Industries. Ky nasw is Os Fread, Z aa Oeneral Sales Manager for Houston Chemical Ccepany, vhlch is a division of PRO Industries. 3 I aa going to describe to you how and vhy ve got into this field or trapping -4 devices. Dr. Roy Suglaoto, who is Houston Chemical Technical Director at Corpus Chrlatl, Texas, vlll advise you concerning the performance at our unit and its operation and, finally, I shall cloae by discussion on *ho Is interested In the FTC type systea and vhat its possibilities are ve believe for cams*re la11ration. First I vould like to point out that, while PTC Industries believes that vith the present ambient lead air content there has been no indication whatsoever of creating the slightest medical problem, ve still feel that it is best to look at the preblea of lead by attacking it at the autcootlve exhaust systea rather than taking lead out of gasoline. And that has been the policy enunciated by our management at PTC Industries. About two years ago, Mr. Ed Cole, President of General Motors, stated that It -3 vas General Motors hope and desire that lead could be removed frea gasoline. Ve g decided at that time to look at the possibility and feasibility, both froa the technical as veil as froa the economical viewpoint, of actually removing lead 3 : particulates at the end of the exhaust pipe. Ve Incorporated the assistance of several divisions of PPG, namely our Olass Division, our Fiberglass Division and | 5I V m / LIA1A7 A3 C- .i (15) our Coatings k Resina Dlvlalon, all of vfcca have played a role la resch-ng this point cow where v thick v hart * trap fairly cloaa to ultimate ccanerclallaat Ion. The Class Division vorkad on thla by tha dartlopes nt of a high poroalty typo glass. The Fiberglass Division of PPO haa had consldarable background and experience In working oc fibreglass flltara for tba tobacco lnduatry, and va hara acquired quite a bit of koTvbow la that. Tha Coat Inga L Resins Dlrlaloo haa had tba ^ob of working and developing a high temperature binder that could be placed oo tha aurfaca of our flbraglaaa paper. Va looked at tha pocalbUlty of a total ayatea, ooa which would Incorporate an agglcnarator cyclone ayatea and alao a final filter. Tha role of tha agglaaerator cyclone ayataa la to taka out tha larger partlclee of lead and other particulatea aa they are foraad. Tha final filter la to taka cut practically all of tha fine particulates, Including lead, that paaa through tha ayataa. Va hare reached tha point now, after aereral thoueand allea of work. Including a contract that va hara with South Vest Research Inatltute cn tha testing at a awall E-' automotive fleet vfalch Dr. Suglaoto will describe the typee at equlpnent and idler* we atand oo that aa well aa on several cars In a Corpus Christl taxi cab fleet. Finally, va have our cwn teat fleet Involving several care of our Salaa Department vlthln Houston Chemical In several geographical locations. Including cold climates and vara climate*, to test tha efficiency of the unit. I Bight point out that va alao have talked to several muffler companies to determine the ecocmlc feasibility at developing thla ayatea oo a coonerclal be*la. From all Indications, using tha agglmeratar cyclcos type of filter as the ultimate possibility on a slngla exhaust ayatea, ve vould expect to produce or be able to have produced our total ayatea for approximately $6-00 more than a conven tional nuffler vhlch It vould replace. On a dual exhaust ayatea the coet vould be approximately $10.00-$11.00 sore to aanufacture a* ccepared with the conventional muffler. This la $10.00 $11.00 sore than the conventional Huffier, X might point out. JHB UPfS"9 aS^PKPlilPpipgiPPWWP^pB^ lW!!lHPW|lgWgg|?WH^^ * t . < ** re'--w-T - j-.*v..-<- -.,.? r-v r. LI A 14745 (16) Vhsti Z would like to do now 1* to hsv# Roy Buglmoto d*crlb* to you hew this, ho* the PPQ trapping ijritM works tod finally va'll follow up with where tha system la being evaluated and vhat lntaraat than hat been ahovn by tha muffler lnduatry. So I'll turn thla or to you right now, Bay, ,.v DR. JOY SUJDOIO, PPO IKD08TRHSJ Aftar a lot of trial and error, our currant ayataa la described on tha board and ve do have a kind of prototypa with us. ' ' . Generally,' It la a two-component ayataa. lb# exhaust goes Into tha agglamerator oyclooa and through thla araa It coaaa out barn. Yhla araa tha partlclaa and exhaust you get agglcnerated and than It la antarad Into a cyclone where partlclaa of about, eey, two mlcrona or ao gat eeperated and collect In this area hare. Sa# remaining partlclaa, along with the exhauat, than go through Into a fibreglass filtering unit. It goes In and Into the unit out and then It goes from outside In, In order to give ua a lot of filtering surfaces. Yhe care we hare an test today comprise two taxi caha with orer 60,000 alias We hare three cars under consuser-type driving course In Saa Antonio hare accumu lated about 20,000, plus about tlx car* In consumer-type use. We hare a variety of paper and some hinder* in this work. Our totsl mileage accumulated has been about 100,000 alias now with no failure! on the car* that are In operation. Ve did hare sene problems earlier In the chain. The efficiency of our filters we feel le about, or the sals*loo of total particulate Is between .01 and .02 grass per mile, that la one hundredth to two hundredths of a gram per mile. The lead particulates are eren lover, of course, ranging between .002 to .001*. Our results also have been confirmed with two other laboratories with more sophisticated laboratory techniques and long experience In analysing for theae particular*. Currently we are working In the area of defining a good fibreglass media. We feel that this la a very critical area because the government agencies have Indicated that they would like to have the very email particulate* removed. LIA14746 (17) The .01 to .02 grama or .002 to .00b graa content w# feel represent* * removal at ehout 90jt to 99f>, depending on the gasoline you ere using of course. V* do feel that the car with the noet mileage logged Is about 25/000 miles now and It ha* goo* over a lot of rough road Including Mexico and ve have had It up north and all over. Ooe taxi cab we have ha* new accumulated over 30/000 alias, and of course taxi cabs are noted for high op*rat loo. They stay Idle for, especially la Corpus Christ 1 where It Is hot and the air conditioner Is running, and we have had acne back fires In those instances and except during a flood cur systea ha* withstood a alnor backfire. Our goal for this Is 50,000 alias per unit and right new It certainly looks f. like we'll have e chance of attaining this and also of course we are continually striving to reduce the cost at these and we are confident that we can aeet those objectives which were Mentioned. Thank you. MR. rRBO: I alght also point out that we have assisted the Air Resources Board at California and equipped one of their cars with our type systea and that this Is under evaluation right new. Tor those of you who do not knew it, California does hsve an ambient lead aid standard which Is legislated at 1.5 alerogran* per cubic >et*r and we feel that our type of systems would enable then to aeet this standard If It Is regulated along these line*. Also I sight point out that our systea Is being evaluated In Ingland at the present tine. Also a catalyst devsloper Is looking st our systea In conjunction with his cwn catalyst systea and, finally, ooe of the very large Muffler ccnpanles Is very Interested In the PRO trapping device and Is In fact Modifying our system, right now at ths research level so that frcn acoustical area It will certainly be quite satisfactory. V* feel that our systea presently frea an acoustical point of view la almost as good aa the present auffler system on the road. Y .1 SCO* S-v F 3L ; v, .i i "(!>' Thank you again. (Applause) HR. KWBKRIXrj In n conversation earlier today vltb Dr. Kdvard Cantveil, there u rtf<nxi uii to n test recently conducted by the Environmental Protection Agency's labcra- torlee I think In Detroit. Id, vould you come in on that? DR. CAlRVCXi Tee, ve have bed ooe of the cere, specifically the Chevrolet, tested by the Environmental Protection Agency leborAtorlee In Ann Arbor, Michigan, to conflra our emission reeulte, although ve don't Agree exactly and no one expects to, ve Are trying, to major ealeelon levels Is slov, ve get About $ greae per alls. Ve Agreed essentially on the hydrocarbons and nitrogen oxides. VIthin experlaental error they get About 1 graa of carbon monoxide acre than ve do. Ve get 5, they got 6 to 7 And they Agreed that essentially there v as no dlfferenct, that this w< An experimental % error fra lah to lab. HR. KDODUXTs Right. I vould like to eaphaalte that, a the btsls of anything I have beard or seen, these systeas that have been discussed are just as far advanced as anything the Automobile Industry at least Is talking shout, and I think as evldencs that this Is true la the fact that the auto mtn are all petitioning for a delay of another year I think ve can consider the meeting open for questions vhlch you can direct to any gentlemen that you with. Tea, sirt MR. ARNOLD CROUP, OZARK LEAD) Could ve find out more about the application of the PFQ system as belngconpatl- ble vlth the catalyst unite? You said they vere testing it but . , , <3 I 1 ^ftszaaaaema* l sea MR. TKBO: <19l Veil, this la actually, ve frankly don't hold out too such hope la conjunction at laaat vlth tha present catalyat ytesa that a knew of. However, thara la oca developer of catalyat who doaa have a vary low Una of tespereture oatalyat that bae axpraaaad tha lataraat to puttInf our system la front of hla catalytic eoevartar and testing It and va praaantly era working up ooa of theca ayataaa for ooa of hla care. however. It la not In uaa at tha precast tine. ML ADAM: Could X sake a quick ccaaantf ? mi. roenuJB: ; Flaaaa do. Ml. ADAM: X sight Just sentloo, not all In Jeet, that all theca trapping ayataaa sight be uceful with catalytic ayatesa because they say need coorthlng to catch partlclea cosing out. X as not the only ooa saying that. Sea* of the automotive people have K- nestlooed this distinct poealhlllty. After all these are usually setal aside# In the catalyst. They say he la trouble If they try to push ahead vlth tbes. Ml. 7KD4D: Ve also sight point out that HBf (Health Education and Welfare) back two or three years ago proposed a particulate standard of .3 grass per alls and reduced down to .03, In other words, a 90$ reduction and ao this it would still be tied In not only vlth lead but on catalyat too. Ml. KXMBXHLEX: j Rltfit. Others, Gentleseat Ml. JACK MeLEAH, COKXHCO AXBUCAI: V 1 X would like to ask how often they have to change the fibreglass filter and la It such of a job to doT How vould you do ltt How would you dispose of ltf 1 .-as s ST > &; Kr- I & te~ i i * fc r i "A Of c o u t m with ill theea experimental nodal* v* make thraa cartridges. (Dlpl*jrlng) Thla 1* approximately tvo-third* of o m, but for the purpoee of > WMummti end weight, wall v* naka thaaa la thraa part*, low, vi enrlelocwd for a coanerclal *y*tn a throw-v*y type can where th cartridge* will never b ranovad, but tba ant Ira ayrtaa thrown away after, aay, $0,000 alia* or whatever i useful llfa nay ba. Because wa ara (till confidant wa can achieve $0,000 nil**. \ NR. 0RARAN UA1SH, 8T. JOKi lot aeny of ua jrt $0,000 alias out of a lapla muffler syataa. Would one of you car* to cowiant about tha corroaloo resistance of thaaa froa out*Ida aalt, apiay and anew bait, probably l&alda aa wall? % DR. SUGDCIOl lai, cf couraa corroaloo frtn tha cut*Ida la cartalnly not within our coctroi \ of tha trapping eystam, but talking to a lot of tha ataal paopl* and tha aufflar people, tha ataal people arc producing a new et*lnl**a ataal with no nickel In It. It la a high chraa* rtalnlcaa which they think will ba tiaed In tha muffler* In tha s future and they expect to eell It for between 17 and 30 cent* a pound, depending on whether you talk to the auppUer or tha buyer. And they think that thaaa Mufflere then certainly will laet $0,000 nilaa. 1 DR. CAITVKUi If X night ccamant on that. In tha Aero Space report to tha Inrlronaental Protection Agency, the aeiunptlon waa mad* that all emlealoe control eyateaa for 1S75 and later nodal cara would have "long-life" exhauat ayatana on then or In other word*, tha as&aust ayatana that would laat tha life of tha car. The contention of tha Muffler Manufacturer* and tha autonoblle Manufacturer* la that thla la faaalbla If you uee tba nufflar grade type atalnlaaa ataala or tha atalnleee ataala that Roy Just nantlooad. Aero Space aatlnatad that thla would coat, X believe, about $32.00 1 !! - j -.r ryv^g*"ffi*5? '^" s ~ ^'T'2' -*7_^ t --" ''*" ' --r'"" 'T*~r s' '<'jj-,~*-x*z - ^g&gfixxr^zr -"' * - * . e* ----rr ; (28)____ alooe or with catalysts trill be used. The autmdblls cmpanlee art working eery actlrely oo all these system except trape. I don't know of any autmobile companies that are working oo trape at this tlaej they are Interested hut X don't know that they are doing ouch. HR. 8U3DOTOi X was talking to a friend of nine who was la charge of an autmoblie eoopaay Meeting cemittee on trapping and we have discussed this whole problen with bln and the autoaoblle ecapanlea are certainly interested but he had a problea because he works for Ford and according to the Justice Department Injunction he can't talk to General Motors or Chrysler but the autmobUe companies are very Interested la it hut not certainly as auch as the hydrocarbons and the hetro-alrs because those are already legislated, whereas particulates as such are not legislated at this tine. Da. CAJRVZU* Although 1 heard that seasons In the K.FJl. has suggested that perhape 1977 would be the target year for particulate standards If such standards are going to be instituted. Kt. SUGDCTOj X aa sure they recognised the possibility but they hare got a lot of problem already with law and certainly X think fron their standpoint things that don't even pass by Congress and signed by the President hare a high priority. KB. KDCSTOXXt Othcrst Then, Mr. Osborn, X shall turn the nestle back to you. (Applause) MB. OSBORI: Veil, Oentleaen, for ay part X hare beard one of the aoet fascinating and encouraging presentations on this subject and X think your applause and sttendsaes 0 hara today la aridanca that you fl tha aatae. Thrfor* all 1 Intend to do la at thl lUp fonaally thank Id, BUI, Oa and Roy for striae UP thalr tlaa, puttIn* ao auch thought Into thalr preaentation and caning along to ua today. Thaok you. Jack, for a aaatarful handling of tha aaatlng and at that point va 1 ahall cloaa thla aubjact and daal Juat now with a far* mry foraal anttrm hafoora fonaally cloalsg tha aaatlng. j* V-