Improving the Fuel Economy of a Tuned 600cc FSAE Engine

To maintain its relevance, motorsport cannot be exempt from<br/>the trend of increasing fuel economy. This bears obvious<br/>competitive benefits as well, either in decreasing the<br/>frequency of pit stops or the mass of fuel carried. Given the<br/>increased points weighting of fuel economy for the Formula<br/>Student (FS) competition, a complete analysis was performed<br/>on the Queen's Formula Racing 600cc motorcycle engine in<br/>preparation for the 2011 competition.<br/>The criteria for such high performance fuel economy differ to<br/>a degree from most mass transportation counterparts and were<br/>divided into three distinct regimes; full load, part load and no<br/>load conditions.<br/>Full load positions naturally demand maximum torque for<br/>performance but that does not imply that fuel savings cannot<br/>be made whilst preserving this. The point at which maximum<br/>torque is produced with minimum air -fuel ratio, Leanest<br/>mixture for Best Torque (LBT), was therefore sought and<br/>mapped for full load.<br/>At part load, torque is less of a concern, and maintaining a<br/>sustainable engine temperature and transient response become<br/>more important. With decreasing AFR, engine temperatures<br/>can rise dramatically so temperatures were measured close to<br/>the exhaust port for a wide range of air-fuel ratios.<br/>Competition track data was analysed to highlight key part load<br/>operating regions and these were mapped according to<br/>measured safe temperature limits. Torque response to a step<br/>throttle change was also measured to ensure suitable engine<br/>transient performance was maintained.<br/>At no load conditions, with low engine speed only idle<br/>conditions need to be satisfied. In the situation where the<br/>engine is still at high speed without load, the engine is being<br/>motored and no fuel is required. An overrun fuel cut was<br/>employed to reflect this giving significant fuel savings. The<br/>effect on torque and engine pickup was measured.<br/>Modifications were also made to the fuel injector location to<br/>improve fuel mixing and evaporation at this lower air flow<br/>condition.<br/>These mapping regimes were implemented and tested using<br/>fully transient lap simulations using competition track data<br/>and a four quadrant AC engine dynamometer. The experiment<br/>indicated a reduction in fuel consumption for 22 laps of the FS<br/>track from 5.08litres to 3.67litres, around 27% in total. The<br/>actual fuel used at the 2011 competition was 3.6 litres while<br/>placing 8th in the endurance event, further validating the<br/>benefits of these mapping regimes.

Genuine savings and future well-being in Germany, 1850-2000

Genuine Savings (GS), also known as ���net adjusted savings���, is a composite indicator of the sustainability of economic development. Genuine Savings reflects year-on-year changes in the total wealth or capital of a country, including net investment in produced capita, investment in human capital, depletion of natural resources, and damage caused by pollution. A negative Genuine Savings rate suggests that the stock of national wealth is declining and that future utility must be less than current utility, indicating that economic development is non-sustainable (Hamilton and Clemens, 1999). We make use of data over a 150 year period to examine the relationship between Genuine Savings and a number of indicators of well-being over time, and compare the relative changes in human, produced, and components of natural capital over the period. Overall, we find that the magnitude of genuine savings is positively related to changes in future consumption, with some evidence of a cointegrating relationship. However, the relationships between genuine savings and infant mortality or average heights are less clear.

Empirical testing of genuine savings as an indicator of weak sustainability: a three-country analysis of long run trends

Genuine Savings has emerged as a widely-used indicator of sustainable development. In this paper, we use long-term data stretching back to 1870 to undertake empirical tests of the relationship between Genuine Savings (GS) and future well-being for three countries: Britain, the USA and Germany. Our tests are based on an underlying theoretical relationship between GS and changes in the present value of future consumption. Based on both single country and panel results, we find evidence supporting the existence of a cointegrating (long run equilibrium) relationship between GS and future well-being, and fail to reject the basic theoretical result on the relationship between these two macroeconomic variables. This provides some support for the GS measure of weak sustainability. We also show the effects of modelling shocks, such as World War Two and the Great Depression.<br/>

Empirical testing of genuine savings as an indicator of weak sustainability: a three-country analysis of long run trends

Genuine Savings has emerged as a widely used indicator of sustainable development. In this paper, we use long -term data stretching back to 1870 to undertake empirical tests of the relationship between Genuine Savings (GS) and future well-being for three countries: Britain, the USA and Germany. Our tests are based on an underlying theoretical relationship between GS and changes in the present value of future consumption. Based on both single country and panel results, we find evidence supporting the existence of javascript:void(0);a cointegrating (long run equilibrium) relationship between GS and future well-being, and fail to reject the basic theoretical result on the relationship between these two macroeconomic variables. This provides some support for the GS measure of weak sustainability.<br/>

Road traffic information platform for energy and emissions savings

Apesar das recentes inova����es tecnol��gicas, o setor dos transportes continua a exercer impactes significativos sobre a economia e o ambiente. Com efeito, o sucesso na redu����o das emiss��es neste setor tem sido inferior ao desej��vel. Isto deve-se a diferentes fatores como a dispers��o urbana e a exist��ncia de diversos obst��culos �� penetra����o no mercado de tecnologias mais limpas. Consequentemente, a estrat��gia ���Europa 2020��� evidencia a necessidade de melhorar a efici��ncia no uso das atuais infraestruturas rodovi��rias. Neste contexto, surge como principal objetivo deste trabalho, a melhoria da compreens��o de como uma escolha de rota adequada pode contribuir para a redu����o de emiss��es sob diferentes circunst��ncias espaciais e temporais. Simultaneamente, pretende-se avaliar diferentes estrat��gias de gest��o de tr��fego, nomeadamente o seu potencial ao n��vel do desempenho e da efici��ncia energ��tica e ambiental. A integra����o de m��todos emp��ricos e anal��ticos para avalia����o do impacto de diferentes estrat��gias de otimiza����o de tr��fego nas emiss��es de CO2 e de poluentes locais constitui uma das principais contribui����es deste trabalho. Esta tese divide-se em duas componentes principais. A primeira, predominantemente emp��rica, baseou-se na utiliza����o de ve��culos equipados com um dispositivo GPS data logger para recolha de dados de din��mica de circula����o necess��rios ao c��lculo de emiss��es. Foram percorridos aproximadamente 13200 km em v��rias rotas com escalas e caracter��sticas distintas: ��rea urbana (Aveiro), ��rea metropolitana (Hampton Roads, VA) e um corredor interurbano (Porto-Aveiro). A segunda parte, predominantemente anal��tica, baseou-se na aplica����o de uma plataforma integrada de simula����o de tr��fego e emiss��es. Com base nesta plataforma, foram desenvolvidas fun����es de desempenho associadas a v��rios segmentos das redes estudadas, que por sua vez foram aplicadas em modelos de aloca����o de tr��fego. Os resultados de ambas as perspetivas demonstraram que o consumo de combust��vel e emiss��es podem ser significativamente minimizados atrav��s de escolhas apropriadas de rota e sistemas avan��ados de gest��o de tr��fego. Empiricamente demonstrou-se que a sele����o de uma rota adequada pode contribuir para uma redu����o significativa de emiss��es. Foram identificadas redu����es potenciais de emiss��es de CO2 at�� 25% e de poluentes locais at�� 60%. Atrav��s da aplica����o de modelos de tr��fego demonstrou-se que �� poss��vel reduzir significativamente os custos ambientais relacionados com o tr��fego (at�� 30%), atrav��s da altera����o da distribui����o dos fluxos ao longo de um corredor com quatro rotas alternativas. Contudo, apesar dos resultados positivos relativamente ao potencial para a redu����o de emiss��es com base em sele����es de rotas adequadas, foram identificadas algumas situa����es de compromisso e/ou condicionantes que devem ser consideradas em futuros sistemas de eco navega����o. Entre essas condicionantes importa salientar que: i) a minimiza����o de diferentes poluentes pode implicar diferentes estrat��gias de navega����o, ii) a minimiza����o da emiss��o de poluentes, frequentemente envolve a escolha de rotas urbanas (em ��reas densamente povoadas), iii) para n��veis mais elevados de penetra����o de dispositivos de eco-navega����o, os impactos ambientais em todo o sistema podem ser maiores do que se os condutores fossem orientados por dispositivos tradicionais focados na minimiza����o do tempo de viagem. Com este trabalho demonstrou-se que as estrat��gias de gest��o de tr��fego com o intuito da minimiza����o das emiss��es de CO2 s��o compat��veis com a minimiza����o do tempo de viagem. Por outro lado, a minimiza����o de poluentes locais pode levar a um aumento consider��vel do tempo de viagem. No entanto, dada a tend��ncia de redu����o nos fatores de emiss��o dos poluentes locais, �� expect��vel que estes objetivos contradit��rios tendam a ser minimizados a m��dio prazo. Afigura-se um elevado potencial de aplica����o da metodologia desenvolvida, seja atrav��s da utiliza����o de dispositivos m��veis, sistemas de comunica����o entre infraestruturas e ve��culos e outros sistemas avan��ados de gest��o de tr��fego.

Intelligent predictive control for thermal comfort and energy savings in public buildings

This talk addresses the problem of controlling a heating ventilating and air conditioning system with the purpose of achieving a desired thermal comfort level and energy savings. The formulation uses the thermal comfort, assessed using the predicted mean vote (PMV) index, as a restriction and minimises the energy spent to comply with it. This results in the maintenance of thermal comfort and on the minimisation of energy, which in most operating conditions are conflicting goals requiring some sort of optimisation method to find appropriate solutions over time. In this work a discrete model based predictive control methodology is applied to the problem. It consists of three major components: the predictive models, implemented by radial basis function neural networks identifed by means of a multi-objective genetic algorithm [1]; the cost function that will be optimised to minimise energy consumption and provide adequate thermal comfort; and finally the optimisation method, in this case a discrete branch and bound approach. Each component will be described, with a special emphasis on a fast and accurate computation of the PMV indices [2]. Experimental results obtained within different rooms in a building of the University of Algarve will be presented, both in summer [3] and winter [4] conditions, demonstrating the feasibility and performance of the approach. Energy savings resulting from the application of the method are estimated to be greater than 50%.

Security, Loan & Savings Company receipt

An 1897 receipt from the Security, Loan & Savings Company to the Grand Central Hotel Co. for $15.00

Letter from the Secretary of State to Mr. Monroe, on the subject of the attack on the Chesapeake : the correspondence of Mr. Monroe with the British Government ; and also Mr. Madison's correspondence with Mr. Rose on the same subject. --

March 23, 1808. Printed by order of the House of Representatives.

Report of the Committee to whom was Referred the Correspondence between Mr. Monroe and Mr. Canning, and between Mr. Madison and Mr. Rose, relative to the attacked of Chesapeake : and also a communication from the President of the United States of the 30 March last, with a letter from Mr. Erskine to the Secretary of State, and a letter from M. Champagny to Gen. Armstrong.--

April 16, 1808. Printed by Order of the Senate.

Office of the City Clerk, St. Catharines Records, 1928-1974, n.d.

The site of present-day St. Catharines was settled by 3000 United Empire Loyalists at the end of the 18th century. From 1790, the settlement (then known as "The Twelve") grew as an agricultural community. St. Catharines was once referred to Shipman's Corners after Paul Shipman, owner of a tavern that was an important stagecoach transfer point. In 1815, leading businessman William Hamilton Merritt abandoned his wharf at Queenston and set up another at Shipman's Corners. He became involved in the construction and operation of several lumber and gristmills along Twelve Mile Creek. Shipman's Corners soon became the principal milling site of the eastern Niagara Peninsula. At about the same time, Merritt began to develop the salt springs that were discovered along the river which subsequently gave the village a reputation as a health resort. By this time St. Catharines was the official name of the village; the origin of the name remains obscure, but is thought to be named after Catharine Askin Robertson Hamilton, wife of the Hon. Robert Hamilton, a prominent businessman. Merritt devised a canal scheme from Lake Erie to Lake Ontario that would provide a more reliable water supply for the mills while at the same time function as a canal. He formed the Welland Canal Company, and construction took place from 1824 to 1829. The canal and the mills made St. Catharines the most important industrial centre in Niagara. By 1845, St. Catharines was incorporated as a town, with the town limits extending in 1854. Administrative and political functions were added to St. Catharines in 1862 when it became the county seat of Lincoln. In 1871, construction began on the third Welland Canal, which attracted additional population to the town. As a consequence of continual growth, the town limits were again extended. St. Catharines attained city status in 1876 with its larger population and area. Manufacturing became increasingly important in St. Catharines in the early 1900s with the abundance of hydro-electric power, and its location on important land and water routes. The large increase in population after the 1900s was mainly due to the continued industrialization and urbanization of the northern part of the city and the related expansion of business activity. The fourth Welland Canal was opened in 1932 as the third canal could no longer accommodate the larger ships. The post war years and the automobile brought great change to the urban form of St. Catharines. St. Catharines began to spread its boundaries in all directions with land being added five times during the 1950s. The Town of Merritton, Village of Port Dalhousie and Grantham Township were all incorporated as part of St. Catharines in 1961. In 1970 the Province of Ontario implemented a regional approach to deal with such issues as planning, pollution, transportation and services. As a result, Louth Township on the west side of the city was amalgamated, extending the city's boundary to Fifteen Mile Creek. With its current population of 131,989, St. Catharines has become the dominant centre of the Niagara region. Source: City of St. Catharines website http://www.stcatharines.ca/en/governin/HistoryOfTheCity.asp (January 27, 2011)

Letter from the Secretary of State to Mr. Monroe, on the subject of the attack on the Chesapeake : the correspondence of Mr. Monroe with the British Government; and also Mr. Madison's correspondence with Mr. Rose on the same subject

March 23, 1808. Printed by order of the House of Representatives.

Correspondence between Mr. Monroe and Mr. Canning and between Mr. Madison and Mr. Rose

Full Title: Report of the Committee to whom was Referred the Correspondence between Mr. Monroe and Mr. Canning, and between Mr. Madison and Mr. Rose, relative to the attack on the Chesapeake : and also a communication from the President of the United States of the 30 March last, with a letter from Mr. Erskine to the Secretary of State, and a letter from M. Champagny to Gen. Armstrong Printed by R. C. Weightman

A DYNAMIC FRAMEWORK FOR THE RELATIONS BETWEEN FOREIGN EXCHANGE RATES, SAVINGS AND INVESTMENTS

The Meese-Rogoff forecasting puzzle states that foreign exchange (FX) rates are unpredictable. Since one country���s macroeconomic conditions could affect the price of its national currency, we study the dynamic relations between the FX rates and some macroeconomic accounts. Our research tests whether the predictability of the FX rates could be improved through the advanced econometrics. Improving the predictability of the FX rates has important implications for various groups including investors, business entities and the government. The present thesis examines the dynamic relations between the FX rates, savings and investments for a sample of 25 countries from the Organization for Economic Cooperation and Development. We apply quarterly data of FX rates, macroeconomic indices and accounts including the savings and the investments over three decades. Through preliminary Augmented Dickey-Fuller unit root tests and Johansen cointegration tests, we found that the savings rate and the investment rate are cointegrated with the vector (1,-1). This result is consistent with many previous studies on the savings-investment relations and therefore confirms the validity of the Feldstein-Horioka puzzle. Because of the special cointegrating relation between the savings rate and investment rate, we introduce the savings-investment rate differential (SID). Investigating each country through a vector autoregression (VAR) model, we observe extremely insignificant coefficient estimates of the historical SIDs upon the present FX rates. We also report similar findings through the panel VAR approach. We thus conclude that the historical SIDs are useless in forecasting the FX rate. Nonetheless, the coefficients of the past FX rates upon the current SIDs for both the country-specific and the panel VAR models are statistically significant. Therefore, we conclude that the historical FX rates can conversely predict the SID to some degree. Specifically, depreciation in the domestic currency would cause the increase in the SID.

The Birthday Scripture Text Book

The Birthday Scripture Text book was published by the Book Society, Bristol. This book is signed by Jane Woodruff, St. Catharines, Ontario, 1872. There is also a label in the book which reads "Suite 1208 Chicago Savings Bank Building State and Madison Streets, Chicago". The book measures 10.5cm x 7cm and has a leather cover with metal trim. The clasp is no longer on the book. Some of the pages are stained and all of the pages are falling out. Many of the pages have handwritten birthday, births and death notices. The full text is available in the Brock University Special Collections and Archives.