March 25, 1964
Page 6261
MOTOR VEHICLE EXHAUST POLLUTION
Mr. MUSKIE. Mr. President, recently the Special Subcommittee on Air and Water Pollution of the Senate Committee on Public Works concluded a most informative set of hearings in six cities. Testimony was taken from Government officials, technical experts, leaders of civic groups, and interested citizens. The Senators who accompanied me on this trip and I were able to learn not only what the local problems were in each of these communities and what was being done about them, but also how the "Clean Air Act" passed by this Congress could be used to help at the local level.
A review of the testimony demonstrates that even with the passage of the "Clean Air Act" our war on air pollution is in its infancy.
Much more effort on all levels of government is required at an ever-increasing pace if we are to defeat this menace to our health and welfare. The Clean Air Act signed into law last December by President Johnson is a substantial step forward. But when measured against the total need, it reveals how large a gap remains.
Two problems demanding rapid solution stand out sharply as a result of the testimony given the subcommittee.
First, vehicle exhaust must be curtailed if any real progress is to be made in obtaining clean air. We cannot avoid -- for much longer -- some action which would reduce considerably the pollutants from the millions of vehicles clogging our streets.
Second, communities and States must form regional bodies to cope with this problem and comprehensive plans to eradicate air pollution. Overlapping jurisdictions create unnecessary friction and, in some cases, a lack of action.
The motor vehicle exhaust pollution problem is paramount. Without prompt remedial action the increase in the number of motor vehicles -- especially in congested metropolitan areas -- can only lead to a corresponding increase in the severity of the smog problem not only in Los Angeles, but in cities in every part of the country. We cannot afford to delay the research and development effort this problem demands. But equally important, we will have to accelerate the application of control procedures, both to insure that automobiles are properly equipped with pollution abatement devices and that such devices continue to curtail pollutants during the course of their use.
Recently the Automobile Manufacturers Association announced that the automotive industry will, beginning with the 1967 model year, produce automobiles for distribution in California capable of meeting that State's requirements for exhaust pollution control
The hearings on air pollution held by the Special Subcommittee on Air and Water Pollution last year in developing the Clean Air Act, heard considerable testimony making it clear that motor vehicle exhaust is a national problem. In our recent field hearings we heard testimony expressing strong concern about motor vehicle pollution in their own States and localities and interest in the possible relevance of California's legislation to their own needs.
This newly announced development demonstrates that there is a solution to the problem and it should be fully explored to determine its potential significance nationally. The recently passed Clean Air Act furnishes a new and appropriate means by which this can be effectively done. The act directs the Secretary of Health, Education, and Welfare to establish a technical advisory committee, with membership from the Department and from the automotive vehicle, exhaust control device, and fuel manufacturing industries, to evaluate progress in this area and make recommendations to the Congress thereon.
I think it is imperative that the information developed and presented to California by the Automobile Manufacturers Association be placed before the department's technical committee for a full evaluation. The problem of auto exhaust pollution is not confined to California. It would be unwise to predicate the future development of control devices and standards solely on the needs of that single State.
However, Los Angeles and the State of California are far ahead of all other areas in their efforts to resolve not only automotive pollution, but also pollution from many other sources. As their experience has demonstrated, the total problem of atmospheric pollution must be attacked on a number of fronts simultaneously with the fullest possible cooperation of government, industry and the public. Other communities would do well to review Los Angeles activities.
Our hearings across the country in January and February pointed clearly to the need for broad new approaches to the problem of air pollution control especially the creation of multi-jurisdictional air resource management programs. During the hearings in Chicago for instance, we learned that the city is making considerable progress in establishing a control program responsive to the complex air pollution problems of our time.
But we also learned that adjoining cities and counties in Illinois and Indiana are only beginning to recognize the seriousness and complexity of the problem they share with Chicago. Chicago's efforts forts alone cannot properly serve the citizens of that great city unless similar programs are launched in adjacent communities and coordinated adequately.
In New York the committee was impressed by the determination of Mayor Wagner to vigorously take advantage the new law. The importance of this determination cannot be overstated.
While the Clean Air Act's several provisions for increased Federal assistance to regional, State, and local control programs open the door to a broad and effective new attack on the national problem of air pollution, the law will fall far short of its objective if the cities and States fail ail to make full use of it.
The most heartening development revealed by these field hearings is the interest of local and State officials in a partnership arrangement with the Federal Government to fight air pollution.
A positive feature of the field hearings was the opportunity for the members of the committee to view at firsthand the area's air pollution problems through visits to air pollution control laboratories and on-site inspections.
I hope the hearings just concluded have helped to create the climate in which all levels of government can work together for a common cause.
In summary I would say that the hearings:
First, confirmed our judgment of the real need for "The Clean Air Act";
Second, demonstrated a need to speed up technical research;
Third, revealed how much more help in program support our communities must have;
Fourth, made it clear that antipollutant devices must be incorporated on motor vehicles; and
Fifth, showed greater emphasis must be used to induce cities and States to form regional bodies to fight air pollution.
We intend to continue our hearings. It is the committee's desire to give close attention to the implementation of the Clean Air Act. It is also our hope that the committee may more closely investigate the efforts of the automotive industry to develop means of eliminating vehicle exhaust.
While these matters stand out, they do not preclude the need to examine other technological developments which can aid in eliminating air pollution. These, too, will receive study in the near future.