APPENDIX (The following statements and communications were submitted prior during, and after the close of the hearings. They were ordered printed.) STATEMENT OF ANDREW J. BIEMILLER, DIRECTOR, DEPARTMENT OF LEGISLATION, AMERICAN FEDERATION OF LABOR AND CONGRESS OF INDUSTRIAL ORGANIZATIONS The legislation being considered by this special committee is of great importance as viewed against the increasingly serious national problem of air pollution and of metropolitan mass transportation. The AFL-CIO for many years has been active in support of programs to clean up the nation's air. In its policy statement of February 27, 1967, on control of air pollution, the AFL-CIO Executive Council said: "Expanded use of electric powered vehicles would sharply reduce the largest and most rapidly growing source of air pollution. Any federal program to develop an economically feasible electric-powered vehicle should provide public ownership of all federal patents and a searching assessment by a national commission, with labor representation, of the social and economic impact of a large-scale changeover to the electric automobile." The sheer increase in numbers of cars, trucks and busses, even if equipped with all control devices required under the Clean Air Act, will inexorably add to the aggregate environmental burden of carbon monoxide, hydrocarbons and other harmful chemicals released to the air. Therefore, it is most timely that this committee should be considering legislation to assess alternatives to combustion fuels for motor vehicles, and to determine the role of the federal government in this field. Both S. 451 and S. 453 would authorize federal research, development and demonstration programs to develop other economic fuel sources for motor vehicles, with special emphasis on electricity. The details of the bills differ, but both assert that there is an overriding national interest involved which calls for the federal government to participate in what could result in major decisions affecting every American. Accordingly, the AFL-CIO wishes to express its strong endorsement of legislation which would authorize and fund a federal research, development and demonstration program to determine the economic feasibility of electric powered vehicles. We recommend that these provisions be included in any bill reported out of this committee: (1) Primary responsibility placed in the most appropriate federal department or agency, and full cooperation and consultation among other affected federal entities. (2) An adequately funded program extending over a period of time judged necessary to carry out the purposes of the act, with requirements for regular progress reports to the Congress and the President, and a final report and recommendations. (3) Widening the potential areas of competition in the automobile industry by means of public domain provisions for patents developed by research financed by federal grants in the course of the program. (4) Immediate formation of a national commission, including representation by organized labor, to conduct a concurrent study of the economic and social implications of a large-scale changeover to electric powered vehicles. On behalf of organized labor, I wish to express appreciation for this opportunity to express our views on this important legislation. 493 NATIONAL RURAL ELECTRIC COOPERATIVE ASSOCIATION, Hon. WARREN G. MAGNUSON, U.S. Senate, Old Senate Office Building, DEAR SENATOR: President Johnson in his January 30 message to Congress made a most significant observation. "The air cannot be divided into convenient shares. It is indivisible and either clear and beneficial-or fouled and dangerous for all of us." Although not yet as critical as in cities, the problem of air pollution is also of deep concern to rural people. If uncontrolled, air pollution will also have a serious effect on plant health and food production as well as on human life itself. Rural electric members at their annual meeting in San Francisco, February 23, 1967, went on record in full support of Senate Bill 453 to urge a systematic research program to investigate the possibilities of electric vehicles as a means of transportation. In their resolution on electric-powered vehicles, they also offer their assistance to the Federal Departments involved to participate in experimentation projects which may be conducted in their areas. We urge you to consider this offer of assistance for a testing ground for prototype electric vehicles. There are many possible immediately practical applications for electric vehicles on the farm and in rural areas. Here, around the farmstead, where distances travelled are not so great, or speed so critical, would be an ideal place to develop and test prototype vehicles that could someday be practical in city traffic. We respectfully submit that the Farm Electrification Branch of Agricultural Research Service would be in an ideal position to make a major contribution to such research. We urge the passage of Senate Bill 453 and your further consideration of permitting rural electric cooperatives and Agricultural Research Service, USDA, to participate in this important research. Rural electric cooperatives are anxious to give their support to such an important program. Sincerely, CLYDE T. ELLIS, General Manager. RESOLUTION NO. I-3 From: Research Committee Approved by: Resolutions Committee Subject: Research Development of Electric Powered Vehicles Whereas, the pollution of our air is one of the greatest concerns of our country; and Whereas, Senate Bill 453 has been introduced in this session of Congress; and Whereas, Senate Bill 453 provides for a systematic research program to investigate the possibilities of electric vehicles as a means of transportation: Now, therefore, be it resolved that the National Rural Electric Cooperative Association urges the passage of this bill; and Be it further resolved that all the individual cooperatives of this Association offer their assistance to the Federal Departments involved, to participate in experimentation projects which may be conducted in their areas. NORTHWEST PUBLIC POWER ASSOCIATION, MEMORANDUM: ELECTRIC VEHICLES For some years NWPPA has subscribed to Electric Vehicles magazine, a quarterly, and has followed progress in England. In contrast to U.S. newspaper stories about a future electric car, the English electric vehicles are in use every day and have long been on the market. There are, of course, many U.S. manufacturers of electric vehicles for industrial and short haul transportation, some with Seattle and Portland outlets. The electric vehicle idea is going to take off in the next few years as a major electric utility load. Sincerely, GUS NORWOOD, Executive Secretary. ELECTRIC VEHICLES ECONOMY NEEDED IN TRANSPORT AND HANDLING In transport there is a great deal of waste; too often the wrong type of vehicle is used for a particular job of work. One doesn't need an elephant to carry a sack of potatoes nor an express locomotive to shunt coal trucks. Examples of less obvious but equally out of balance transport usage surround us. There are very many engine-driven vehicles capable of 60 miles an hour used on short-haul city and town work which could, with great savings for the owners, be replaced by electric vehicles. These have a lower maximum speed but it is high enough for traffic-congested city streets and acceleration is so good that they lose nothing in average speed per hour; indeed in urban work the electric often maintains a higher average speed. Economies Vehicles and trucks used in traffic or in factories have to start and stop many times a day. When 'electrics' stop they do so completely. There is no waste of fuel in idle running or unnecessary wear and tear on the power mechanism. When running, the electric traction motor has only two metal-to-metal wearing parts, namely two bearings, in contrast to the very many moving parts producing friction in an engine. The power unit of the 'electric' is therefore simple, which is a great advantage in these days of shortage of skilled mechanics. The simplicity of the 'electric' and its easy maintenance result in much less lost time for attention and overhauls. A vehicle's lost working time is often not shown in transport or handling costs but it represents serious monetary loss. The life of vehicles is a big item in transport and handling costs and, in this regard, ‘electrics' have a life at least double that of other types, which should be taken into account when any cost figures are put on paper. Electric vehicles are so less liable to accident that insurance premiums are 25% or so lower. Electric power The batteries of electric vehicles and trucks obtain their power from the Electricity Supply mains of the Area Electricity Boards or other Supply Authority, electricity being generated in England and Wales in power stations of the Central Electricity Generating Board. Nearly all our electricity is generated from coal, therefore 'electrics' run on a national product and not on imported fuels which can be cut off or limited at any time. During the last war and during the Suez crisis, owners of electric vehicles congratulated themselves on their wisdom in using them. Traction batteries, which hold the power, have, of recent years, undergone great improvement so that they now give longer trouble-free service and more power for a given weight and volume. Although they are guaranteed for four years by members of the E.V.A. most users get several more years' work out of them. Batteries are obtainable on hire maintenance terms. Simplicity Traction batteries require only a small amount of regular but simple attention. Their chief requirement is to be charged after their daily work has been done. Charging these days is automatic and only requires the insertion of a plug into a socket on the vehicle or truck. Before entering the battery the current from the mains passes through a charger which is located at the vehicle's permanent parking place or on the vehicle itself. Cheap Fuel The charging of batteries is usually carried out at night, when most electricity supply authorities offer electricity at reduced rates, Batteries represent a proportion of fuel purchased in advance, and the long life of the newly developed units makes this very economical. To the cost of the battery must be added a small amount for electricity for recharging, which, on the average, does not usually exceed (at the present prices-1965) 3d. to 3/-d. per day for road vehicles and up to 7/6d. day for large industrial fork-lift trucks. Improvement in materials and the design of traction batteries, chargers and in the vehicles and trucks themselves, has resulted in all round progress in efficiency and performance, so that vehicles and trucks are available to handle almost any kind of light or heavy load. The increase in the use of 'battery electrics' in Great Britain has been spectacular as illustrated above. As it is most important that equipment should be properly matched to the job it has to do, members of the Association are very ready to discuss transport and work problems with prospective users. VEHICLE AND TRUCK TYPES AND APPLICATIONS Open-sided electric vehicles for milk delivery are available as 3 or 4-wheeled vehicles; almost every urban dweller in the U.K. is familiar with them and they make milk delivery economical. These vehicles are also available as closed vans or with flat decks and in these designs they fit innumerable transport needs in a wide variety of trades and industries. With special bodies they are used as hospital ambulances and for public cleansing and in other municipal services, such as street lighting. They are highly successful as travelling shops and canteens and as small factory fire trucks. Pedestrian controlled electric vehicles and trucks have a very wide application as simple, flat deck vehicles which can also tow trailers; as vehicles for use in street cleansing, for pig and poultry feeding, in horticulture and fruit growing and in the well-established spheres of milk and bread delivery. Their other uses are legion, for example, moving goods in cold or other stores, and stretcher cases in hospitals. Models have been developed to do special work in factories. For example, one with a very low elevating platform is guided under a stillage carrying a load to be moved. The platform is raised and the load lifted a few inches from the ground and carried away by the truck to a new destination. The pedestriancontrolled electric fork lift truck has a wide application in industry. Battery electric trucks carry out a great variety of work and the following are examples of more types in use. Rider-controlled electric pallet truck, and rider-controlled battery electric fork lift trucks in many different designs for lifting, carrying, stacking and loading. They are indispensable in many trades and industries. Some loads are long and difficult to handle. A fork lifting side loader, lifting several tons, handles many of such loads with ease. Battery electric powered tractors are made for high and heavy loads of many tons. Light tractors are valuable in hospitals for pulling trains of food or laundry trolleys. Driverless tractors and order-picking trucks are controlled by various electric devices. One method uses a wire or tape conductor set in or on the floor, energised electrically from a control centre. Through a sensing device, the truck can be guided over the path of the tape and be made to stop and start as required. Another method invovles computerised control with photo-electric cells operating the stop-start mechanisms. Electric vehicles and trucks are now available with proven electronic controllers and with the latest design of glass fibre bodies. For special requirements vehicles can be obtained with road speeds of up to 20 miles per hour. A way of saving the time of executives, maintenance and other staff walking about large factory areas and through large buildings is to use a battery electric personnel carrier. Every variety of electric vehicle and truck used in factories or elsewhere gives economical, reliable, silent and fume-free service. No other trucks are so silent and fume-free and no dust is blown about by blasts of exhaust gases. Fire risk is also reduced. Electric vehicles and trucks are designed to suit special transport and handling work. It is only by this means that the utmost efficiency and economy are attainable. When put to do the work for which they are designed they are unmatched by any other machines made for transport and the handling of goods and materials. This has been proved by many famous companies in trade and industry and in many of our public services. The Electric Vehicle Association of Great Britain and its members are at your service for further information or advice on the application of "electrics" to your transport or handling problems. Hon. WARREN G. MagnuSON, ATLANTIC RESEARCH CORP., Chairman, Senate Commerce Committee, New Senate Office Building, Washington, D.C. MY DEAR SENAtor Magnuson: I am responding to the invitation of the Senate Commerce Committee to describe a practicable means of recharging the batteries of electric automobiles at convenient roadside points across the country. The problem of providing economical recharging stations at numerous locations in cities, suburbs, and country to meet the refueling needs of relatively short-range electric automobiles is one of the potential deterrents to the widespread use of these vehicles. It appears that it will be necessary to recharge most battery-driven cars at 35-75 mile intervals of use, and therefore a large number of refueling stations will be necessary to give mobility to the cars. Because of this reduced range, the number of recharging locations will exceed considerably, the number of gasoline service stations now in use. The costs of such stations would be relatively high and the number of them limited if each must be manned and the electricity paid for in cash by the driver. Costs can be reduced considerably, of course, if such stations can be made to operate automatically. An automatic station must include a means for the driver to pay for the electricity he uses. One could use coin-operated recharging facilities, but this would require that drivers carry a large supply of coins and would present problems of tampering in many locations. The automatic recharging device which we have conceived permits the individual driver to use a credit card to pay for electricity and is relatively simple and inexpensive to install at roadside. The recharging device is similar in size to a parking meter. The driver makes connection to it easily by plugging in a cord from his car. He activates the meter by putting his credit card into an automatic card reader which is built into the device. The information from his credit card is transmitted via an ARCTEL remote-control system over regular electric power lines to a central computer maintained by the local power company. The driver's credit rating can be validated immediately at the computer, and the ARCTEL system then directs that power flow through the meter to the car's batteries. When the car is recharged fully, the ARCTEL remote-control device shuts off power and transmits information to the central computer on the amount of current used by that driver. The motorist subsequently receives a consolidated monthly bill covering his recharging-station costs as well as the household electricity he has consumed. He, of course, will do some of his battery recharging at home. The recharging stations could be placed in such locations as shopping centers, parking lots, or even at curbside in cities, and at roadside locations elsewhere. Such stations could be placed literally anywhere that electric power lines exist since they do not require any other form of communications wires. They could be entirely unmanned. Some of the stations could offer other automated services such as food and drink for which the same credit card could be used. Arrangements probably will be made for the same credit card to be used for recharging services across the entire country, and it is easy to see a universal credit card evolving. In terms of technology, such a system is within reach today. A small creditcard reader is in hand. The ARCTEL remote control and telemetry equipment, which is the heart of the system, has been developed by the Teleproducts Department of Atlantic Research Corporation and is available now. It is a low-cost device for automation which is available in small modules, making it very suitable for use at recharging stations. ARCTEL equipment was not developed solely for this purpose, of course; it can be used, for example, to operate a plant security system, to monitor and control a microwave communications system, or to automate an industrial plant in conjunction with a computer. It is a new development in miniaturized electronics which we recently have begun installing for industrial applications. An ARCTEL module capable of performing eight functions can be accommodated in a few cubic inches of space. Trademark of Atlantic Research Corporation. |