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The fundamental effect that cycle difference of a reciprocating internal combustion engine has on noise and performance, together with noise and vibration characteristics of 2- and 4-cycle diesel engines, is described. Some of the conclusions drawn from extensive noise and vibration measurements include: 1. Variation in engine surface vibration and noise radiated is linearly related to a force input applied to the structure. 2. A method of predicting combustion noise levels of current automotive diesel engines. 3. A combination of engine performance calculations with relations for predicting overall engine noise in initial design stages.

Ford Motor Company entered into a contract with the U.S. Department of Transportation in July of 1971, to develop, build and deliver one ESV prototype within a period of 18 months. We fulfilled this obligation, through the efforts of many people and organizations within Ford Motor Company, with the delivery of one fully-styled and functional ESV prototype to the DOT on December 19, 1972. At this time, the Ford ESV is undergoing testing at the Dynamic Science Test Facilities in Phoenix, Arizona. These tests will culminate with a 50 mph barrier crash scheduled for May of this year. Our presentation today will include a brief review of the final design configuration of the Ford ESV, followed by a report of the results of significant crash tests and performance tests in the "crash avoidance" category.

This paper reviews preliminary specifications and goals for a 3,000 pound class U.S. experimental safety vehicle. The ESV program has planned to address four weight classes of experimental safety vehicles to span the vehicle mix represented on U.S. highways. The 4,000 pound family sedan was logically to be followed by a 3,000 pound weight class. The 3,000 pound ESV will be used to assess the effectiveness, practicality and achievability of safety design concepts to be mass- produced in the vehicles of the 1980's. In selecting this vehicle, major consideration was given to vehicle mix, energy, resources and pollution problems

General Motors completed development and testing of its Experimental Safety Vehicle prototypes in May 1972. Two ESV prototypes and two ESV's rebuilt after testing were delivered to the National Highway Traffic Safety Administration for its independent test and evaluation. The GM-ESV designers produced a vehicle close to contract specifications for accident avoidance and occupant crash protection. The vehicle, however, was seriously overweight. The purpose of this report is to comment on the results of the first ESV program, to add comments to the recently published 3,000 pound intermediate ESV and to suggest areas for additional research in highway safety

This paper describes the results of development and evaluation of the Toyota ESV prototypes. Baking, steering, handling, and visibility are outlined. Crash injury reduction, structural crashworthiness and occupant protection requirements are included. The Toyota ESV is equipped with a newly developed, high performance service brake system composed of dual-circuit, four wheel discs, anti- skid systems and hydraulic booster.

Laws controlling noise and the role of various local, state and federal agencies must be balanced against their respective interests, limitations of technology and environmental goals. Past attempts to control noise sustain the need for a balanced approach. The interest of obtaining realistic, uniform standards which are enforced by realistic, uniform procedures will advance the cause of noise control. Inconsistent standards and enforcement procedures will only impede effective noise control.

Socio-aesthetic forces are among the most influential determinants of urban form in present day society. These forces derive from a brief period of history still dominated by the Romantic, Picturesque, point of view. Regional and urban planners, victims of this aesthetic approach, currently provide fixed solutions and unmanoeuvrable transportation networks. An evolving society requires a network system that can respond to its development. The multivariate system of network reserves, justified in this paper, claims a capability of maximum response to change, with maximum adaptability to existing urban forms. It calls, however, for an espousal of monotonic socio-aesthetic principles opposed to those at present endemic in society.

Environmental quality indices gain favor as means to express mathematically the status of the environment. One stress indicator points to pesticides as the top current cause of pollution stress. Using DDT as the example pesticide, the unanticipated phenomena encountered with DDT usage such as non-target kill, genetic resistance, biological magnification and other side effects are described. Transportation is heavily involved not only with the use of pesticides but with the problems of air pollution and the use of heavy metals. Cautions are presented based on the DDT experience, particularly regarding the often too narrow base of a science to support broadly applied technology.

Concern over noise emissions has increased significantly. This paper relates the noise emission problem to other pollution efforts and defines alternative abatement strategies. Major technical and economic parameters are discussed based on the present state-of-the-art. A balanced approach to noise abatement is suggested.

Pollutants are emitted into the atmosphere by both industrial and natural processes. Natural processes also remove these pollutants from the atmosphere, but when total emissions exceed the capacity of natural sinks, the quality of the air decreases. Air pollution can cause severe damage to plants, animals, and microorganisms. Air pollution can also cause subtle damage to the biosphere, as manifested by growth retardation, acceleration of aging processes, alterations in reproductive potential and genetic constitution, and alterations in host-parasite relations. However, air pollutants may serve some beneficial roles, such as satisfying some nutrient requirements of plants. Field studies, however, indicate that the environment, in general, is adversely affected by atmospheric pollution. Unfortunately, only speculations on ecologic ramifications of air pollution are possible with the present level of knowledge.

Trucks are the major source of noise on our streets and highways, affecting the sleep and sanity of millions of city and suburban residents. Truck noise sources are many, but mainly are engine and tires. Since the automotive and trucking industries have not volunteered to quiet truck noises, the Federal government will have to legally require they do so.

From various sources of information it is clear that truck noise is a definite public nuisance. Early noise control efforts were very productive in that many heavy duty trucks did not have mufflers, and the addition of this device made clear improvements. Further improvement requires treatment of many sources significant to the overall level. It is felt that today's “tight but attainable” 88 dBA for heavy trucks can reduce to 86 dBA by 1975 and 8k dBA by 1978 with a lot of hard work. There is promise for meaningful noise regulation in the “real world” as indicated by “calibratability” of non-standard sites.

Construction noise accompanying the rehabilitation of old and the development of new transportation modes is extremely destructive to the quality of life, and the environment. With few exceptions, industry has failed to internalize the cost of unmuffled equipment and procedures, and the cost of this intense noise exposure is an “external cost” borne by both the worker and the exposed public. Engine equipment manufacturers, contractors, and project sponsors resist design for quiet. Engineers have an ethical imperative to protect the noise receiver. Citizen demand for quieter construction is growing and a few manufacturers are voluntarily marketing quieter compressors and paving breakers. Government, on all levels, is beginning to raise the question of unlimited noise emissions. The Walsh Healey noise exposure limits are now applicable to construction operations.

Federal regulatory involvement with the automobile industry, automotive emissions of air pollutants in particular, is the main emphasis of this paper. Government concern with automotive air pollution is traced from the early 1950's to the present. The present document will focus on the process by which the government brings to bear the well being and concerns Of the American people in relation to automobile-caused air pollution.

Universities, in the process of pursuing their classical roles, the generation and dissemination of knowledge, can contribute significantly to the resolution of automotive air pollution problems if they recognize problem-oriented, as well as discipline-oriented approaches to education. In addition to the classical roles, both faculty and students can contribute as unbiased, but informed, third parties who can validate technical arguments in controversial areas for the public.

The Clean Air Act Amendments of 1970 require that new model automobiles of 1976 and later meet stringent exhaust emission standards. The technical difficulties appearing in ‘Clean-up’ of the conventional automobile engine require that alternate engines be developed in the event that the conventional engine cannot be made to meet the standards. Although the alternates cannot be mass produced by 1976, prototype engine development and demonstration by that date may lead to decisions to mass produce one or more in the early eighties. Features of the major alternate engine systems are reviewed, projections are made of the prospects of each as a replacement for the conventional engine. The introduction to production of rotary Otto cycle systems by the mid-1970's, gas turbines by the early 1980's and high performance all-electric systems by the late 1980's is projected in this paper.

The national concern over air quality and the understanding of the role of the internal combustion engine powered passenger car as a contributor of atmospheric pollutants has imposed new design criteria upon both the automobile manufacturer and the petroleum refiner. For the passenger car engine builder these criteria have been specified by the emission standards required by the Clean Air Amendments of 1970. With certain exceptions, gasolines for these low-emitting passenger cars have not yet been specified nor have their required quality and performance characteristics been clearly spelled out. This paper attempts to judge the influence of emission control requirements on future gasoline quality. Lead anti-knocks, hydrocarbon compositions and gross physical properties are among the factors considered and an effort is made to quantify the effects of changes in these characteristics on emissions and to estimate their impact on the industry.

The present spark ignition, reciprocating piston, gasoline engine is examined against the basic requirements for an automotive powerplant. The important requirement of emission control is shown to affect these basic requirements. The emission potential of this engine and the prospect of reducing its emissions to an acceptable level are explored. The effect of these factors on future gasoline engines is discussed.