Between 1979 and 1985, an international technical focus was placed upon potential human health effects associated with exposure to diesel emissions. A substantial data base was developed on the composition of diesel emissions; the fate of these emissions in the atmosphere; and the effects of whole particles and their chemical constituents on microorganisms, cells, and animals. Since that time, a number of significant developments have been made in diesel engine technology that require a new look at the future acceptability of introducing significant numbers of light-duty diesel automobiles into the European and American markets. Significant engineering improvements have been made in engine design, catalysts, and traps. As a result, particle emissions and particle associated organic emissions have been reduced by about 10 and 30 times, respectively, during the past 10 years. Research studies to help assess the environmental acceptability of these fuel-efficient engines include the development of an emissions data base for current and advanced diesel engines, the effect of diesel emissions on urban ozone formation and atmospheric particle concentrations, the effect of fuel composition, e.g., lower sulfur and additives on emissions, animal inhalation toxicology studies, and fundamental molecular biology studies. -Environ Health Perspect 1 02(Suppl 4): 25-30 (1994).
Between 1979 and 1985, an international technical focus was placed upon potential human health effects associated with exposure to diesel emissions. A substantial data base was developed on the composition of diesel emissions; the fate of these emissions in the atmosphere; and the effects of whole particles and their chemical constituents on microorganisms, cells, and animals. Since that time, a number of significant developments have been made in diesel engine technology that require a new look at the future acceptability of introducing significant numbers of light-duty diesel automobiles into the European and American markets. Significant engineering improvements have been made in engine design, catalysts, and traps. As a result, particle emissions and particle associated organic emissions have been reduced by about 10 and 30 times, respectively, during the past 10 years. Research studies to help assess the environmental acceptability of these fuel-efficient engines include the development of an emissions data base for current and advanced diesel engines, the effect of diesel emissions on urban ozone formation and atmospheric particle concentrations, the effect of fuel composition, e.g., lower sulfur and additives on emissions, animal inhalation toxicology studies, and fundamental molecular biology studies.
Procccdings.] DISCUSSION ON COMPOUND LOCOXOTIVES. 51 the Author. St p. 21 it was stated that the tank-engines and ~r .Lapage.shunting-engines would have equal cut-offs in both small and large cylinders. Xr. von Borries had the differential cut-off in both forward and backward gear, and it was fitted to the Alsace and Lorraine engine nlentioned in Table I. It had a cut-off in forward gear in about the working notch of 40 per cent. highpressure and 47 low-pressure; full gear 74 per cent. and 58 per cent. : back gear 40 per cent. high-pressure and 44 per cent,. lowpressure ; full gear 75 per cent. high-pressure and 78 per cent.. lowpressure. The engine saved about 18 per cent. of fuel and water.The Author had pointed out that the high-pressure cylinder of the colnpound engine, when only two cylinders were used, should be somewhat larger than the high-pressure cylinder of an ordinary engine. Mr. Lapage was of the same opinion. Judging from what he had been able to observe and gather, from the engines he had sent abroad, there was no doubt that the high-pressure cylinder should be a little larger; but it all depended on the work to be clone and the weight on the driving-wheels. Colnpound engines would haul heavier trains than ordinary engines with the same boiler-power. With regard to the receiver of two-cylinder engines, he thought it was better to have it about l& the capacity of the high-pressure cylinder.AS to the stealn being throttled in the way described, if a relief-valve were placed on the receiver, loaded to about the working-pressure in the receiver, to let it out, he thought it would be rather an advantage for re-starting. Speaking of the. disadvantages of compounding, the Author had pointed out that compound engines had required more oil than ordinary engines. The result referred to might perhaps he ascrihed to the engine being new. I n specifying a compound locomotive, he put only one lubricator on the high-pressure side, and as the steam went over t o the low-pressure side it naturally took up the oil, provided there was no exhaust from the high-pressure cylinder to the atnlosphere ; moreover, the low-pressure cylinder was somewhat clamp and did not need nzuch oil. The machinery should not require nlore oil, as there was less strain on a compound engine. Highpressure steam was stated to be a drawback; this was not essential, for by arranging the cylinders to the required capacity good results were obtained ; but as high-pressure steam could be utilized betber in a compound than in an ordinary engine, it was used when practicable. I n a two-cylinder compound engine, when the high and the low pressure were arranged to start with about equal power, the moving parts of each engine were of the same dimensions, except as regarded the low-pressure piston and slide-valve, E 2 Downloaded by [] on [11/09/16].
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