Prototype systems using an assembly of 15 cells with the required auxiliaries have been tested successfully. Based on these tests, we anticipate that a full-size prototype zinc-air battery will be completed next year. It will be designed as the primary power source of a test vehicle, such as a light delivery van weighing from 3.000 to 4,000 pounds. This van would be of the stop-and-go type similar to those used by post offices, dairies, bakeries, and department stores to cover daily routes of up to 100 miles.

The large prototype to be tested next year is designed to be the forerunner of zinc-air battery units having a storage capacities of between 50 and 150 kilowatt-hours. Such units would provide both light and heavy delivery vans with a range of 80 to 120 miles without recharging, under typical operating conditions.

We believe that a high priority should be put on development of electric fleet-operated vehicles in cities and urban areas. These vehicles contribute much of the air pollution, noise, and congestion which exists in our most densely populated regions. It seems reasonable to assume that an economically competitive electric vehicle would be adopted most easily under these conditions.

In our judgment the zinc-air battery project is well ahead of every other advanced project and stands a good chance of success.

The electric utility industry in its commitment to the zinc-air battery project has not blinded itself to other battery projects. As you know, there are many, and from out point of view the more contenders the better. Our principal interest is not who wins the electric battery vehicle race, but that the race is won.

It is becoming clear that for certain uses conventional batteries can be an effective power source. We would not want to see developments along this line slowed down. In fact, a number of electric utility companies are participating in tests of vehicles of this kind.

We believe it is entirely realistic to anticipate that in a relatively few years small private vehicles operating on battery power will be a familiar sight on the streets of our cities and particularly in our suburbs.

It is possible that their batteries will be recharged at a filling station, where the used battery would be replaced by a fully charged system. The car owner would need have no concern with the remaining physical life of the battery, as the service station would eliminate units nearing the end of their useful lives. Such a system would also permit unlimited distance travel since the battery could be replaced as required.

For fleet vehicles operating in a compact area, there is no reason why batteries could not be replaced more than once a day. This would be particularly true of vehicles that were going on the same route a number of times a day such as a post office pickup vehicle. This would be more economical also, because you wouldn't be carrying around the weight of the batteries for the full day's operation but only for one or two trips.

We believe that electric transportation is the answer to many of our urban problems. The electric utility industry has always met the growing demand of the Nation for electric energy. We can assure you it will continue to do so.

Our power-producing capacity doubles about every 10 years. Plans are now being made for the 1970's, 1980's, and beyond. All our stu

show that there will be an ample supply of low-cost electric power available to meet the needs of the electric cars of the future.

Senator SPONG (presiding). Thank you, Mr. Avila.

The staff will select a representative picture of your zinc-air battery and the fine graphic charts you have and place them in the record. (The following exhibits were subsequently ordered printed :)

Model of cell stack for experimental zinc-air battery for vehicle propulsion. This cell stack is sized for a battery having an energy storage capacity of seven kilowatt hours of electricity. Development of the zinc-air battery system for vehicle motive power is being carried out under a jointly sponsored program of the Edison Electric Institute and General Atomic Division of General Dynamics. Schematic diagram shows operation of zinc-air battery system for powering vehicles. The energy is derived from the electrochemical process of converting zinc to zinc oxide. The zinc is stored in the battery in the form of metallic zinc plated on inert backing sheets. Oxygen for the oxidation is derived from air pumped in from the atmosphere through porous nickel electrodes. The electrolyte, which provides the electrical connection between the two, is a

solution of potassium hydroxide in water. The electrolyte is circulated through the cell stack. The product of the discharge reaction-zinc oxide is swept away by the electrolyte and carried to a zinc oxide separator where it is removed and stored in a relatively dry state.

Charging and discharging processes of the zinc-air battery system for vehicle propulsion which is under development by the Edison Electric Institute and General Atomic Division of General Dynamics.

Senator SPONG. I might say that we are very pleased that you have Mr. Sturm with you.

Mr. Sturm, do you care to make any comment at this time?

STATEMENT OF WILLIAM E. STURM, VICE PRESIDENT, GENERAL SERVICES, WEST PENN POWER CO., CABIN HILL, GREENSBURG, PA.

Mr. STURM. I am Bill Sturm. I am vice president of West Penn Power Co., which is a unit of the Allegheny Power System. We are a utility operating in southwestern and northwestern Pennsylvania serving approximately 220,000 customers.

On March 6, not knowing I was going to be here today, I commented on the proposed legislation in a letter to Senator Magnuson. I understand that my letter was to be made part of the record of these proceedings.

Senator SPONG. That has been ordered. It will appear here. (The letter referred to by Mr. Sturm is as follows:)

Hon. WARREN G. MAGNUSON,
Old Senate Office Building,
Washington, D.C.:

WEST PENN POWER CO.,

Cabin Hill, Greensburg, Pa., March 6, 1967.

I am writing to you as a private citizen and as a Vice President representing the West Penn Power Company. My Company, a part of the Allegheny Power System, Inc., serves 420,000 residential, commercial, and industrial customers in an 8,600 square mile area of southwestern and north central Pennsylvania. This letter is prompted by a strong interest in the electric automobile and what can be done to return it to popularity. It is no secret that both Congress and the general public are looking to the electric car as one solution to the problem of air pollution.

The high degree of interest in the electrics has led to several pieces of proposed legislation which would provide funds to advance research in the field of electric cars. It is true that the elimination of air pollution needs a speed-up, and any action that improves the atmosphere will be more than welcome. Properly directed government efforts may develop a solution, but I believe answers to many of the problems already exist.

Much of current discussion revolves around batteries whose low power limits the speed and range of today's electric vehicles. Therefore, great emphasis is being placed on the need for a “breakthrough” to develop a more powerful energy source or storage battery.

Industry has been conducting research in the field of better batteries many years. The various means of converting chemical energy to electrical energy are well known. But so far, no one has been able to demonstrate an economical unit that is adequate for use in an electrical vehicle. Continued research is needed in this field.

The demand for a high energy battery is being dictated by the desire to provide an electric auto that will match the internal explosion auto in size, speed, long range, and luxury. However, one is forced to ask, if this is necessary, much of today's transportation could be accommodated with a smaller, less ostentatious carrier.

There is ample evidence, besides one's experience, to show that it is not necessary for an electric car to equal the speed and distance of present automobiles. There is reason to believe that we do not need a battery breakthrough.

According to the booklet "Automobile Facts and Figures," published by the Automobile Manufacturers Association, the public is not traveling very far. In today's strangled metropolitan traffic jams, neither are they moving very fast. The published figures show that 60% of car trips are for less than 5 miles; 46% of the trips and 44% of the miles are related to earning a living, and the average trip one way is between 6 and 10 miles; 82% of commuting workers use autos as a means of transport; 56% of these cars contain only the driver.

These are the cars that are generating much of the air pollution with which you are concerned. While we are searching for the solution to pollution, it would seem that we have within our grasp a ready-made answer to a large part of the problem. We no longer need be concerned about the limited range of present

storage batteries when nearly one-half of all automobile use could be served by the power of existing batteries.

Most of the recent efforts to develop electric cars have failed largely because the cars were conversions of existing gasoline cars. Those who have studied the subject are convinced that the successful electric car must be specially designed. West Penn Power Company, although not a manufacturer, has built such a vehicle with the hope of demonstrating that it is possible to produce a practical electric auto. Reduction of air pollution would be only one of its advantages.

I believe it can be done with materials and equipment that are available today. I believe it is possible to market an "electric" at a price which would be attractive to customers. According to a recent Gallup poll, there are many people willing to buy them when they become available.

I am hopeful that out of the Senate hearings will come an understanding that massive federal spending is not required. Instead, let us trust that the forces in the market place will exert themselves and cause electric cars to be manufactured once again.

I believe you already have received a picture and data sheets of our experimental car. If there is any additional information you feel will be helpful, I will be glad to supply it.

W. E. STURM.

Mr. STURM. On March 13, a car which I have had constructed, which we call the Allectric, was on display in this building, and I believe the chairman had an opportunity to see it, if not ride it or drive it.

With the committee's approval I would also like to enter in the record pictures of that vehicle, because it demonstrates what can be done with today's technology and know-how and materials.

Senator SPONG. We will be glad to receive those.

Mr. STURM. We of course are not in the automobile production business. We are not interested in manufacturing cars. But I happen to be a member of that school which is known as the here-and-now school, which says let's get on with it, let's build some of these cars. We are convinced they will eliminate, shall we say, over 50 percent of the automobile-created air pollution because the car is used in the areas where nobody is going very far or very fast because of the traffic congestion.

Most of my feelings about the subject are expressed in my letter to Senator Magnuson.

Senator SPONG. Mr. Avila, you have commented in your statement. on the advisability of the development of stop-and-go delivery vehicles, such as dairies might use, or the Post Office. Do you have any cost estimates on what you believe these would eventually sell for?

Mr. AVILA. No, I don't think that I can pose as an expert on the cost of these vehicles or batteries. I suspect, however, that the fleet operation will cost less. I believe this is now true in England. They are using vehicles of this type, some 40,000 of them I think are in use, and they say they are doing it straightforwardly because it costs less to use that type of vehicle.

They have a higher gasoline cost, and there might have to be some further development of the battery before you get these costs down. I think the idea alone of the concept of being able to take a battery out quickly and replace it with less time possibly than to get a new tankful of gasoline, this alone might be quite a factor, that you don't have to carry-particularly for vehicles that are doing routes repeatedly, in that you would not have to carry batteries for a long period of time. You could quickly change the batteries with lly charged ones. These could then be charged during the power rates could be set much lower.