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The first attempts in corrosion preventative maintenance in vehicle bodies came about in the early Sixties. Air Force TO 36-1-5, Army TM 38-600, Post Office V-5-65 and NAV DOCKS P-300 were quite general in their descriptions and defined areas on the vehicle to be rustproofed. The material applied and geographical areas requiring rustproofing were general as well. The first materials used were proprietary in some cases; specifications in others. Currently, MIL-STD-1223M is used to specify rustproofing at the time of procurement rather than after the vehicle has arrived at the point of use.

Performance of packed bed type catalytic converters in controlling hydrocarbon (HC)-carbon monoxide (CO) mass emissions is investigated using a one-dimensional plug flow math model. Converter operation is explained, and the effects that some gas stream conditions and basic parameter values have on converter emission control performance during warmup are evaluated. It is shown that total mass emissions passed by the converter during warmup can be minimized by maintaining gas mass flow and HC-CO concentrations at low values. Converter warmup performance is highly sensitive to changes in bead diameter and catalyst kinetics, but it is relatively insensitive to changes in bed area/length ratio and bed void fraction. New information is presented dealing with the modeling of platinum kinetics, bead temperature stability, and mass and heat transfer j-factors for packed beds.

Because of low nitrogen oxide emissions, a version of the Renault R17 TS equipped with a high-performance engine was selected for the American market. This paper discusses problems encountered in adapting a Bosch electronic fuel injection system to a 1600 cm3 engine to meet American standards up to 1974. The principal problems solved were those posed by intermediary operating speeds. This study also gives an idea of the pollution limits which can be obtained with an injection system which incorporates various important adjustment factors. Engine specifications are presented, as are decriptions of the electric regulation, electric and pneumatic cold-start, and fuel feeding circuits. The various modifications to the engine are also described.

The automobile industry places a major emphasis on reducing car interior noise levels to attain a more pleasant and comfortable ride. In recent years, improved superhighways, allowing higher car speeds, have created a rise in the aspiration wind noise due to high aerodynamic pressure differentials causing air to pass by the body seals. No longer is a car body sealed merely against water leaks. With the increased use of air conditioning in cars, the closed side windows have lowered the ambient interior noise, thereby exposing the broad band frequency aspiration wind noise. A need for an objective method for the quality control and development of body seals was imminent. This report analyzes the aspiration wind noise parameters and presents two objective methods of measuring aspiration wind noise. These methods, using a meter, replace the previously used method of subjective evaluation of the loudness of wind noise.

In its treatment of acoustical leaks in passenger car bodies, this paper considers the general principle of noise control in a passenger compartment, the concept of acoustical leaks, examples of such leaks, and design guidelines for acoustical isolation. The paper states that the basic problems can actually be designed into vehicles through lack of understanding of acoustical principle, and various examples are given in illustration. Remedies for some of these deficiences are also proposed. Finally, design principles formulated to eliminate acoustic leaks are presented.

Many factors are directly related to the occurrence of window fogging and flash fogging. The pertinent variables affecting the problem are identified and discussed. In simple terms, fogging is dependent upon the difference between the dew point temperature of the interior environment and the glass surface temperature. Several dew point and glass temperature curves have been computed which typify various operating conditions. Alternatives that will help to eliminate fogging are discussed.

This paper describes a procedure for determining defroster performance using wax. The approach is a useful tool for establishing breakthrough points, and developing balanced defroster air distribution patterns prior to cold room testing. Since it can be conducted at room temperature, the wax method is considerably more convenient and can be executed with greater frequency than in a cold room. Although the wax procedure is a good barometer of the relative effectiveness of different defroster systems, and does provide valuable preliminary studies, it does not duplicate cold room conditions. The test method described, therefore, is not a substitute for, nor can it be used in place of, actual cold room testing. The paper provides information on the test facility, test equipment, test preparation, wax mixture and application, and conducting the test.

Exhaust manifold thermal reactors, exhaust gas recirculation, exhaust particulate trapping systems, and appropriate engine adjustments have been combined to produce total emission control systems which reduce all gaseous and exhaust particulate emissions from passenger vehicles. The first generation system was developed to meet the former United States and State of California emission standards for 1975. Field service tests demonstrated that the emission standards were met, but unexpected operational problems were encountered. Solutions to these problems have been found. Second generation total emission control systems are being developed in an attempt to meet the current United States emission standards for 1975 - 1976. These systems in their present state of development produce very low exhaust emission levels; the hydrocarbons are well below the standards and the carbon monoxide and nitrogen oxide levels are quite close to the 1975 - 1976 standards.

The California Air Resources Board conducted an extensive field test program to evaluate a vehicle exhaust recirculation system for control of oxides of nitrogen. The system utilized hot exhaust gases from the crossover and included certain modifications to the carburetion, choke, and crank case ventilation system. It was tested on two fleets of automobiles equipped wtih California approved HC and CO emission control devices. The test program involved periodic measurements of exhaust emissions and fuel consumption. The effect of the system on vehicle drivability, engine deposits, wear, and oil deterioration was also studied. The Atlantic Richfield Company, under contract to the Air Resources Board, equipped the vehicles with the recirculation system and performed the final engine inspection.

Sound package engineering has always been an art developed through experience and much subjective road testing. Because the problem is complex, it is essential to have a logical procedure to achieve the most efficient sound package. The quiet car concept is proposed as a solution. Additionally, a plea is made for relevant automobile-oriented material test procedures to be recognized industry-wide.

A wide range of air/fuel ratios and exhaust gas recycle rates were examined in an automotive test engine for the purpose of reducing NOx emissions to low levels. A minimum NOx level of 0.4 g/mile on the 1972 Federal Test Procedure was obtained at a rich A/F of 12 and a recycle rate of 25%. With this combination, the fuel consumption increased approximately 15% and the wide open throttle (WOT) power decreased about 30%. Combustion in the cylinders was good and the vehicle operated smoothly. Comparable results were not obtained with lean mixtures. The results of this study do not establish the feasibility of meeting the 1976 NOx standard with the rich mixture, high recycle technique. Further, the increased CO and HC emissions would have to be controlled by exhaust gas treatment.

The author raises important problems and considerations related to the physical distribution of finished automobiles. The two most important factors affecting distribution are customer buying preferences and manufacturer marketing viewpoints. These factors are reviewed in detail, followed by a discussion of current distribution patterns and commitments, together with new alternatives for improvement.

Total deregulation is not in the public interest. Effective control is manadatory but updating of regulatory practices, procedures and concepts is past due. This paper discusses the arguments for deregulation and retention of regulation, and suggests several areas where procedures should be revised.

With the discovery of a major oil deposit on the North Slope of Alaska in 1968, extensive investigations were carried out to determine the feasibility of transporting the oil by icebreaking tankers to markets on the East and West Coasts. Because of the economic necessity to produce this oil on a year-round basis, the efforts were directed toward the design of a self-sufficient Arctic vessel able to cope with the ice conditions without assistance from icebreakers. Some of the major features of such a tanker are discussed and compared with similar features of standard vessels operating in other areas.

This paper describes a concept for hauling cargo in a towed vessel at controlled depths beneath the ocean surface. A system is proposed for hauling crude oil from the North Slope of Alaska through the Northwest Passage and to the East Coast of the U.S. Specifications for a 189,000 SHP ice breaking tug and a 250,000 ton barge with necessary controls are detailed. The application of this towed underwater barge concept to other transportation is presented.

The paper sets out the known history as far as the Author's Company is concerned on operations involving the transfer of oil on the high seas. It then deals with the large scale lightening operations being undertaken by Shell in North West Europe and reaches the conclusion that these operations demonstrate that, given suitable shelter, lightening as a regular operation can be a perfectly satisfactory way of reducing the draft of incoming large tankers to enable them to enter restricted ports. Mention is made of the value of specialised lightening ships when mounting salvage operations for stranded tankers.

There are tremendous opportunities for the economic development of great mineral wealth from parts of the world presently inaccessible by the simple and effective media of offshore single buoy mooring systems. The first single buoy mooring system ever used in a slurry transfer operation shows the way!

Transportation of solid materials by pipeline is, of course, not a new development. In the 1950's a 108 mile pipeline was constructed from Cadiz, Ohio to Cleveland transporting approximately one million tons per year of coal to a public utility plant. This line was discontinued in the 60's having served its purpose of forcing a reduction in the rail rate. A 72 mile pipeline is in operation transporting 800 tons of gilsonite per day from a mine in northeastern Utah to a refinery in western Colorado. Other applications are, a 14 mile copper concentrates pipeline in Chile and several pipelines of up to 16 miles in length transporting uranium bearing gold tailings in South Africa (1). Other recent additions to this list would be the 273 mile Black Mesa coal pipeline serving the Four Corners generating plant and the 54 mile Savage River, Tasmania iron ore pipeline.

While there is a high level of invention and innovation in transportation activities, there is little innovation supportive of solutions to systems problems. Impediments to such innovation may include resistance of transportation to those innovations that result in system change, the resistance of the environment of transportation systems to systems change, lack of client-sponsors for changes, and lack of systems knowledge. These impediments might be circumvented by developments such as government acting as the client-sponsor for certain types of innovation, better coupling of innovators to monetary payoffs, and the creation of experimental environments within which innovations might be tested.

Developments leading to passive seat belts are discussed. A problem in semantics is identified, and a distinction is drawn between “passive” and “semi-passive” seat belts. A low-injury passive seat belt precursor is described, having a continuous webbing loop for lap and shoulder belt and an emergency-locking retractor. The seat belt system indicates potential for improving upon present seat belt systems, and with identifiable modifications, being converted into a passive occupant restraint configuration, and being later modified to provide 40-mph crash survival capability.