Document RpO6wK4D8v7xZDGXaQ3ar6K17

US' ' 't S: * fe. S' ,4 lc g rfv.". *- I" 6t~.. 14 r- jS ,3 4 Lead Industries Association, Inc. Ml Madison Anenee Mm Yorti, M. Y. 10017 TsMpAono: (tit) OTSeoJO January M, 1*71 SUBJECT! AUTOMOBILE MSS I OHS CCWTHOLS TO TOE KEHBESS OT TOE LEAD IKCOSTRIES ASSOCIATION, XXC.I Th (tttdad copy of an address by Charlas M. Hainan of ths Chrysler Corporation la an excellent surer ry of the state of the art regarding auto scission controls and the compulsion to meet Federal admissions standards for 1975. very truly yours. JPSi Ij s Attachment Jerome T. Smith Secretary s General Manager 4 i r-- 7 t- t. I I X. . r>; f' Emissions 1975: Not ready! ' I artfl not keep you *n suspense. gentlemen. The ****** to the A 2nd approach available to u* In the c**e of hydrocarbon* Question ~ Are we ready tor the 197} emwnon standard**" w * and carbon monovde H lo bom the material* In a port* i resounding VO. engine oven known a* an afterburner Thn ha* generally 1 t am vur* thn doe* not come a* a great surpine to you Today taken (he shape of a burner where the e>hauW merMofd it * *Mw|M we might want to review what hat been done end c urrentfy located The problem with an afterburner k that N It rem*n* to be done. burry* ehKrrrxIy for all condition*, there wtS *ome condition* t brl*e*t the publ*c end particularly public offnMl* end the under which the temperature* of the available maWrtak wfll be rvceedr-d e*w*onmcn<el*rt ere yet to find out the mefmtwde *M rh* I< task tt^i remain* It involve* not only (He automotive In rwy cfwmt^f of horror* there k a *kid bo* cotlection of i'-d*rtl*v but aho the petroleum industry, the m*lm cd vanou* aher burner* that have faded from differential gavobn* pumpv the various igmon *i aW level* o4 etpamon. from eitrtmr odat*on. from mfhng, and Jutf . *nrweflt end ou noout *evke iruhrurirv More the about aM of the other povwbV forma of tenure retukirtg from 1 1-*S standard* ^ 4 practical reality high temperatures. ^-' jvr remember my emphaus on the worth 4 f*ectK+l In vp.tr of what 1 have ta*d. an afterburner ha* a place In the ,W> The* may become e leptl*ti>r re*Wt* bHr we ere p*rtu*e. bu* it cannot be efficient enough to guarantee all of *v*dv end thn would be 4 needle** economy tragedy 1hr* rw* e*wry combuvtion reduced for the Uandard* and * . *1 of aft. whet are the 1975 r<nmon standard** The 1975 ** vrandard* CtU to* 4 97*- reduclror m J'bon* ; . enai'.lv nor for lhe standard* m 1975 which are considerably more i*gd than the one* m 1975 i it rh* value* of an uncontrolled cer. they <4*1 tor iw-tter CaUlyvH: A whole othet <aa of voiwt ' * 9t'* reduction of carbon mono**}? nd for no change. m '-reuingty enough. *n omkl ol nitrogen which are nw The ltd t'ffd available to u* a the caulyvt What k a c*uty*tl h * jruWtJ to 50* These ere the J component* of the n a ma'r^iaf. accordng to cU***c definition, wtuch change* J a om-Me eh*uM that are regulated * the ran or the temperature at wh*ch a panicutar chemical irn'Kfr t^vrv place without participating m the reaction. Tht* A ^nperity between lab and highway w rh* U*U4 defrutK>n of a catafy*( Ah. that thn were the A at'jaJ case. *' nee thru number* m the Ubouton with new m ,-vUon I atahu* Uke tittle bo%* andgirh. come m marty typ^ '* < r* ha* been an a!mo*t tt jtinr bv' a'way-v a shxi- v*/e\ K>r ixl4. * dncuvvKm. we wili be *ruere*ied in 2 *hape*: h.-d . ompl*hment m the automcH.*e industry (. 4taW*t* def>cnad on ceramic pellet* end catalyvt* k 'or1. ateU. the 1975 emnvon standard* tall meeting ch-po^eed on a tetanwc vliuclure rlo%rl> rr*embl*nf m * 4 * tme* during a p*i*>d of 50,000 mV*. and there * | honetromb * ** wb Ihf pcnaH.es *o not meeting ar *o substantia' that automoble tnduit y would be *n constant jeopard* j In addition, we will be interested in whether the catafy*!* rhemu-fve* convvt of prectou* metal valt*. *uch a* platinum rt<r eniue He of the car h would be pow*br tor F< to request a recall end h*up cimpa.gn un a'; < *f\ at * and paMadium. or wheiher they include the more common J r (" dunnf the 50.000 mile* Needless to say owner* of i material* uxalled base metak, such as metef, copper, *: TV . 4'* woukf be lest than enthusiast* to have then i manganese, etc. hab<t* dnfupted to such a degree I ftegardfe** of the typn o* aulrU. rt must have large wrface a'rj Thr rat*o of real to apparent area k of the order of ' 4.W tu the interest of the 1975 standaO' * the tact in*! v*' -* the federal government doe* not a<i tor reduction* n u >*-* cH mitogen. the California standard* do The* ask a letlucl** from the present JO* . control to 75* control One I110.000 to one If th* large surface area * destroyed, the } catalyst rapdlv lose* effectiveness, for the case of hightemperature (aulysi*- vuch a* those which are used in i-nryeciton wrth the eihaust. a form of aluminum otide uf the lr> problem* n that when you control o*det *** vojrfi you do *0 by burring le* efficiently VN Sen \<h j .ontrol 1 arlK>n monotide and hydrocarbon*, you du v bv | \ known a* gamma alumina h used a* the base Gamma alumina n a remarkable material n that H can bespread out in j such a form a* to provide large surface are*. Unfortunately. M >u*nnf more ef<Kenr/y Thn t* the techno a! dlemr*'> hat h ! ha* a limitation of about 16091. After chat. H lose* surface !* U* j area Recently some success ha* been achieved m raking or *9* at 4<e the took available to u*f H you are ihmlmf t stabilizing the gamma alumma temperature to a somewhat ?Utbtoe\ Wankeh. *trfli(ed < *aer en*me*. or any of the .tfSr* mg*ne* of the future--forget rt Ihrce ju*t * not n.uujjh t*me to lake ny of the*e more eiotn engine* and convert them tiom ther prevent laboratory vtage to a ma*y* CMuduction realty bt 1975 or 1975--even It any of them had the Capabi!*te* ol meeting the standard*, whith they o not. highei level, hut m any event. 1500* o 1WCr wdl begin lo have substantial effects on it. It is rot generally known that temperature* m the eshaust reach high leveH For esample. between 70 and 90 mile*-en hour at road load, temperature* at 1600* easily can be achieved. These would be increased, of course. If an evtra 1 Oetro-r Ing^yeer Orsember tf72 / /I ' rk N 3491.01 1 ! :. I* - a- t I:. r L i; Ir fcz 1-: 5 i \ .SPsSSC' LIA14858 i .I * Emissions 1975; Problems with catalyst supply/! i heavy weight la being carried of towed at that speed. engine, THU test an extremely difficult one for current N to addrtion to this you odd such operations as a stuck choke or a partially plugged air cleaner or a sparkplug failure or any of the number of other things that can happen to an engines, H designed to stress the types of emission control systems we have at the present time. Unfortunately, W H not a test to truly stress catalysts. ,1 automobile under normal operation. the temperatures The real possibility, therefore, axHts that the full government i immediately increase because you increase the amount to be burned. One H carbon monotide, for example, will add 200* test can be passed successfully and that the catalyst wifi, nevertheless, fall in the hands of Customers in the held. To to the temperature that hi reached from the exhaust alone. serve the best interests of the public, it b obvious that the The method of failure, when it k the result of high temperatures alone, k to lose catalyst effectiveness. Most of thn ion. interestingly enough, shows up at low temperatures environmental protection agency needs to do some homework to come up with a "customer" type test to (trees catalysts for emission leveb and durability. of operation fust. We can fail a federal lest cyde under low Federal tests can be run on smooth roads or indeed even on a temperature operating conditions--a Situation created by chasm dynamometer for mileage accumulation. These tests h^h temperature effects on surface area. don't male much sense when you are talking about a catalyst that will have to survive on alt types of roads subject 10 And tf the catalyst doesn't work! adverse mechanical shocks. These tests should aho Include ) Actually* there are conditions of deep winter operation when the ab*hty to withstand backfires, since this has been a not the eihaust never reaches the necessary temperature to Infrequent form of failure In catalyst tests. artwate the catalyst located under the seat or tunher back. Actually, by carefully running a catalyst, we and others have Winter exhaust semperatgres at low speed can average under achieved SC00 miles of operations more or less within the KC*f. A new catalyst--a good new catalyst--usually scans lmn of the federal specification. ut when we expose these working at about 400-430"* Since catalysts do deteriorate, the same caulysts even to what we at Chrysler caK out general temperature at which catalysts start acting increases to above endurance cyde, they don't average much over 1&000 miles. iOCf h doesn't take much deterioration to reach the point Again I must emphasize that despite the way the legislation k where never starts to run or where H rum k* only a short percentage of the time at low temperatwrev wimen, the federal government should address Itself immediately to developing a meaningful test for catalysts. It's A Vtj type of deterioration occurs from the so-called pure fiction to handle catalysts with a lest and mileage ptwsorwng e+fectv These can come about as a rewh of direct henwcal reaction of the catalyst agent with some material in accumulation that was developed primarily for another type of system. ffw eihaust get. such as phosphorus or sulfur. The more likely l<. n of pononmg n with a material such at the l**d which h Where do we grt the catalysts? ued *n the eihaust to increase octane rating This material Assuming that the question of the testing was satisfactorily literalls covers the pores of the catalyst coating and as a result 1 resolved. what ocher problems do we have that should be th-e n no activity. taken care of before 1973? Writ, firtt of *U, regardless of what f^veiiy. catalysts can deienorase from thermal or mechanical I we prove In the laboratory, we will have to have catalyses to 1 sh - k The eihaust from the automobile varies wide** in be used on 10 million can. Thb b a whale of a lot of caufyscs. le^-peuture wthm short periods of time. Sometime when j The pebbles for the pebble-4ype catalysts are generally you w*nt to amuse yourseH while you are driving, check up or the number of times that you go from idle to idle Even <fu*-ng normal drmng. not necessarily bumper-to-bvmper drxmg. you wifi find to your surprise--or ft was at least to m*re--that you have gone from idle to idle once every <7 ser***xh on the average. Thb means that you have gone thriMjfh a temperature range at the catalyst of at least 500* and probably more. This constant thermal change results in available because they are used extensively in petroleum refmery and other chemical applications. IMfortunttefy. pebble-type catalysts have severe limitations on where they can be mounted in the vehicle, primarily because they have to remain relatively horizontal and because the cans to house them are inherently larger than those for the monoliths. As a result there will be many vehicles that just simply cannot be adapted to the use of pebble-type catalysts in time, thermal shock to the catalyst. The mechanical shock results from merely bouncing around * the case of pellets, or from stresses which occur at some point in the honeycomb. Perhaps H will occur from a backfire In any event, we see this sort of thing happening qu*te often let us assume that 50^* of the production comes under that general heading I believe this is a reasonably fair estimate since I have been spending a good deal of time looking underneath the various automobiles. That means that we also have to produce a second type of catalysts with monobth Vo we find that the catalysts are sensitive to temperature, that structures or substructures for the rest of the vehicles. they are sensitive to thermal and mechanical shock, and Considering that at the present time there b nothing more finally, that they arc sensitive to poisoning. AW J of these can occur during normal driving conditions. Now you would than a pilot line for these materials, someone has to do an awful lot of work in a hurry. p esome that the federal certification test would take into Various catalyst manufacturers have estimated that h wft) take considerahon what would happen under extremes of thermal i months following brick and monar to come out with $ iviress or thermal shock or from poisoning Not so. production product. 4 months from thb day-plus the 11 The important portion of the federal test for establishing durability H a cycle which produces a comfortable average months normally gilotable to brick and mortar--brings us to October 1974, roughly J months after production b lo Mart. temperature o< 1100--and a maximum temperature of There are a number of people working on various plant 1300--even at the eshaust manifold. Of course, the designs, but to the best of our knowledge, iso ground has temperatures become lower at you go farther back from the been broken. 29 / petroA Engineer / December f|7? ! .9-vfsi*jgEjSjj"; M'.-- i f-' e Z? b' it'. WPP^- - .r`-r *-? <- ^v^. LIA14859 I! . v h ... durability, testing; fuels, aftermarket--a nightmare ahead T;v WB&frW n i. .1 T 1J After considerable testing, maneuvering, and a art* number of investigation* on various claimed Catalysts. ft doe* not appear that any of the catalytn that have any chance of meeting 1573 standard* wU bt entirety devoid of precious metab. The precious metal situation H an Interesting on*. What tt boils down to H that the major portion--indeed almost all of the precious mrtai c*p*citf--H in the hand* of the Russians and the South African*, neither of which are the favorite trading partner* of many groups in thH country. Wtser* do we ge< precious metah? If we were to use all of the precious metals avafiable in the world. K h aho worthwhile to know that tht aboveground supply a Just enough to keep us going in catalysts (or about 2 year*. Any additional supples have to be obtained by starting new mines, mostly in South Africa. The mines also have an 1gmonth lead-time requirement so supply sourcing will be e rather Interesting undertaking, let's assume that this. too. can be solved and consider another interesting aspect of this situation. I have indicated above that on the average the catalyst will last 10,000 mde*. This means that e have to develop a Urge aftermarket operation for replacing the catalyst every year or lets and, ksddentaJiy, for maintaining the operating conditions of the vehicle In such a fashion that it wiB not unduly sties* the catalyst In view of the fact that the manufacturer has to be responsible for the catalyst* during their $0,000 mde* of operation, this could mean that he ha* to have control of both the vehicle maintenance and the catalyst replacements. This control would pose some challenge legal problems. (ven forgetting about the legalities of the problem, the sheer magnitude o? developing a marketing or**ni/ifio* thoroughly trained in the replacement of catalysts within a penod of a vea/ is oohe staggering, particularly since to the best of my knowledge no one has started to do anything about it. Of course, the replacement catalysts wiU have to come out of the same preciou* metal supply and out of the same plants (or monoliths and pebbles mentioned previously, h would seem to me that there ought to be at least a lew available at the outset for each aftermarket outlet in case of early failures. So we have another problem that should be well on its way to solution before catalysts are turned loose on the unwary public, and another problem on which there ha* not been much peogros. As I mentioned earlier, catalyst life may avenge 10,000 to 15,000 miles, but how about the variation from average? Al you would assume, ft h broad. On individual tests we have Had failures as low as a couple of thousand miles and running under special conditions as high as 50000 miles or dose to It. H H entirely possible that a (ailed catalyst would resuh in higher emndon levels of both hydrocarbons and carbon monoxide than we have on our current cars. Therefore, k seerm necessary that some provisions be made for inspection . of the exhaust at regular intervals to be certain that there are not a number of vehkles running around with worthless catalysts and, therefore, emitting to a higher degree. You would think (hat one of the first things that would have been done for 75 by the government would be to develop a method for evaluating catalysts in the field. This is not the The federal government has not yet developed a test for field evaluation even for the editing system*. The closest approach to this is an id** test being run by the state of New Jersey and which h somewhat meaningful in connection whh present systems. This tea, however, would have absolutely no meaning as lar as catalysts are concerned. I do not have a ready answer to the type of fold test which might be used. Nevertheless, in view of the known variable Ufa of the catalyse * seerm that thH should be a requirement before the country goes cauiyiu by the mllUona. The 2nd part of the problem H that the federal government claims it has no legal responsibility or even authority to conduct field testing. That (unction belongs to the states However, none of the states, with one or 2 exceptions, have ukm the necessary and expensive step of setting up adequate field stations to evaluate catalysts once a year. Legislation wtli be needed to require a cttafyst to be changed periodically, d the inspection station concepts have not been worked out. There n no legislation ki the works to do this The cost of a suitable field test Une for a once-e-yeer evaluation is about 150000 I? hat been estimated that on* test station per every 46,000 can would be required assuming (has a 3-mnutr test can be developed. ThH adds up to 2000 lest station* and 1100000,000. What's hi a 3 wlnwlt teffft Of course, we haven't developed a meaningful 3-minute leal as yet. At! of these stations, of course, would have so be equipped with instrumentation. ThH volume of instrumentation may cause instrument makers' mouth* so water, but the simple fad H that at present we do not have the capacity to make enough of these instruments for much more than laboratory purposes and the likelihood of having them In time for 1573 in 50 states H essentially aero. A 4th question which arises n that of fuel supply. We have hea'd a g-rtt deal of talk about the use of lead-free fuel and even some statements to the effect that it could be generally available any time that it was needed. Well, suppose the time were 1575. According to a number of studies, the problem of making 51-octane fuel available for 10% or more of rhe cars by T575 would require a substantial Increase in production refinery capacity. As a miner of fact, according to one widely quoted study, thH would require 5366.000,000 worth of additional refinery hardware. In spite of this and in spite of the fad that at the present time ttnie lead-free 51-octane fuel H available, each of the last 3 years has shown a decrease rather than an increase In the amount of money spent for refining capacity. You do not make lead-fr** fuel with words. You have to make It with various ormt of refinery equipment, and ft generally agreed that this type of equipment also require* II month*' Cod lime. ThH does not correlate with the 1575 date, but h Isn't Juft the production of 51-octane lead-free fuel that has to be stepped up. H also has to be made available to the customer. ThH mean* that an entire transportation system desegregated from the leaded fuel must be developed. ThH mean* that something of the order of 175,000 station pomps and tanks have to be added for those stations that only have two-fuel capacity. Considering the Job to be done, ft H going to be rather difficult to find the lead-ire* (u*l unless something dramatic H done about increasing the ability to make and install pumps, to build tank cars which can be used for lead-free . timlArfiii r1 JUA. Emissions 1975: Why hurry? firt amc+usheVr and to tow>W pipeBnet gnd HoOft tank*that ~ on be used for lead-free fuel finally, there wW ahvey* be the temptation on the pert of a station attendant who doesn't have lead-free fuel to use hk leaded fuel supply, particularly If be on sell hh premium Outside Viewpoint for a few cent* ertra. So frt has boon generally agreed that i something hat to be done about the pump and tank Interface. Olvss You The Idea of having a fuel pomp nozzle that wtf onfy fit a An insldo Track dfSttncTtv* opening to die vehldt tank hat been dbcusaed foe tome time. Scmt+imtm a freak point of tkv, wmlrtiord by iftlmul trsfitbrn, cast tacowT pnlibMe soktisw la Aubbom preUrsm. That** the *t~* ingredient yo get vbm M E drsigea product*, took or marhiM* for yoe . . . boilda prototype* ... or pUm Mwefeeteriag ayrtiiM Nrv iksi saf am approach** can laprwt prodwH. mr coats aaf put yoe in a better csw pctkrvt jwilisa. An attempt we* made to get the automobile and petroleum Industries toecther to dheuts rhfc and to agree on a common opening. Unfortunately, thk ran afoul of tom of our andtntft feart and again nothing has been done. Compering that the vehicles for 1974 are already weU *lor* toward production deadhnet, thn apparently simple nozzle design decision must be made shortly, particularly If suitable nazrks are to be manufactured, dtstrfbuted and kutailed ht the service stations across the country. The Uw la ready--V nothing eW Ai we mm In almost any direction, tee And that about fhe only thsng that b ready for a 1973 Introduction of catalyst* k the law that szyt h must be done. Neither the government nor the various industries involved have done those necessary fobs wh<h must precede a general installation of a brand new untested piece of equipment which b known to base major faults. A natural question b: What's the rush? Why must h be 1973, particularly unc* b took* tike nothing but a technical catastrophe can result from such early Introduction? ass If waV looking for more Su m am and more profit! through product or manafartariag inpmtwmU, u& it nrr with w. Wrilr r 'phone for star A* Bob Brattain, chairman of California** technical advisory committee. point* out. no one rea&y knows what the levek should be at the present time. So. the urgency b certainly not from the pomt of view of any health cmb. H certainly does not seem to be an urgent situation except perhaps from a political po*nt of view. S*nce I am not a politician escept by neceswty. I am notgoing io comment on the importance of that particular consideration. hmrhare. shirk d>ow rh*" many aiu M P ran tnakv yor work mat and help you improve products. *axe coats aad raise canunp. 3lk'- J have re*t/icied my discussion to 197$ because tor 197ft, kt spte of some of the widely pubheired rtifms to the contrary, we have nothing that even come* dose to what we have loir 1975, The problems are all the same escept multiplied. H there were nothing more involved in continuing on our present course other than embarrassment for some federal oHioab and some embarrassment for some automobile company engineers or executives, then we might say, "AH right, let s go ahead; what the hell, we can always have some arguing back and forth and maybe something will be accomplished as a result." But this b not at. 1 nalntw It Has been estimated by ftussett Train, chairman of the president's council on environmental quality, that the cost 0# with. M*S devices starting in 1977 will be something of the order of 9 fcxJWon dollars a year. This indudes fuel penalties which could A range anywhere from 10 to 30**. T1H expenditure la something that should not be considered unless there Is . . . w. ,, i_ * lEvdicKScsm'y good degree of certainty that the problem H one of immediate cmn (actually thb h not the case because of the measures already taken), and we know exactly what we ere 3br>rrirsMBsrtegr- r' Go, . going to get for (he additional moves to be taken. Neither of these 2 conditions b met at the present time. Tor these reasons. 1 say that wt are not ready for 197$. There k no real pon*b*lty of being completely ready for 197$. You and 1 as ettwem. who are going to have to pay the bill and who are going to have to Ihe with the effects of any failures JO which might occur as a result of either overkill or - overanxtootneta, should sun asking some questions. One k* i "h 1973 necessary In 1973 or at any other HmeT* >4 / O+irv* fnpnew / Diowfer W7 3--' ;A ... I 4 'if >.