Measurement of the e+e−→K+K−π+π−e^+e^- \to K^+K^-\pi^+\pi^- cross section with the CMD-3 detector at the VEPP-2000 collider

The process $e^+e^- \to K^+K^-\pi^+\pi^-$ has been studied in the center-of-mass energy range from 1500 to 2000\,MeV using a data sample of 23 pb$^{-1}$ collected with the CMD-3 detector at the VEPP-2000 $e^+e^-$ collider. Using about 24000 selected events, the $e^+e^- \to K^+K^-\pi^+\pi^-$ cross section has been measured with a systematic uncertainty decreasing from 11.7\% at 1500-1600\,MeV to 6.1\% above 1800\,MeV. A preliminary study of $K^+K^-\pi^+\pi^-$ production dynamics has been performed

ANALISIS KONSUMSI BAHAN BAKAR HASIL MODIFIKASI MESIN KONVENSIONAL KE SISTEM INJEKSI ( EFI )

Penelitian mengenai Konsumsi Bahan Bakar hasil modifikasi mesin konvensional ke Sistem Injeksi  didasarkan ke mesin berbakar bensin dengan kapasitas 1500 cc .Perbandingan konsumsi bahan bakar konvensional dan injeksi pada putaran mesin 1000, 1500, 1800, 2000 dan 3000 rpm secara berturut-turut memiliki perbandingan selisihnya 19, 24, 12, 14, 16 ml/s, grafik yang diperoleh pada 1000-3000 rpm meningkat. Hasil perhitungan prosentase konsumsi bahan bakar konvensional dan injeksi pada putaran mesin 1000, 1500, 1800, 2000 dan 3000 rpm secara berturut-turut hasilnya yaitu 12,5%, 13,5%, 6,3%, 6,7% dan 6,7%. Terbukti bahwasannya konsumsi bahan bakar pada penggunaan mesin injeksi lebih efisien

After Columbus: Explaining the Global Trade Boom 1500-1800

This paper documents the size and timing of the world inter-continental trade boom following the great voyages in the 1490s of Columbus, da Gama and their followers. Indeed, a trade boom followed over the subsequent three centuries. But what was its cause? The conventional wisdom in the world history literature offers globalization as the answer: it alleges that declining trade barriers, falling transport costs and overseas "discovery" explains the boom. In contrast, this paper reports the evidence that confirms unambiguously that there was no commodity price convergence between continents, something that would have emerged had globalization been a force that mattered. Thus, the trade boom must have been caused by some combination of European import demand and foreign export supply from Asia and the Americas. Furthermore, the behavior of the relative price of foreign importables in European cities should tell us which mattered most and when. We offer detailed evidence on the relative prices of such importables in European markets over the five centuries 1350-1850. We then offer a model which is used to decompose the sources of the trade boom 1500-1800.

After Columbus: Explaining the Global Trade Boom 1500-1800

This paper documents the size and timing of the world inter-continental trade boom following the great voyages in the 1490s of Columbus, da Gama and their followers. Indeed, a trade boom followed over the subsequent three centuries. But what was its cause? The conventional wisdom in the world history literature offers globalization as the answer: it alleges that declining trade barriers, falling transport costs and overseas 'discovery' explains the boom. In contrast, this paper reports the evidence that confirms unambiguously that there was no commodity price convergence between continents, something that would have emerged had globalization been a force that mattered. Thus, the trade boom must have been caused by some combination of European import demand and foreign export supply from Asia and the Americas. Furthermore, the behavior of the relative price of foreign importables in European cities should tell us which mattered most and when. We offer detailed evidence on the relative prices of such importables in European markets over the five centuries1350-1850. We then offer a model which is used to decompose the sources of the trade boom 1500-1800.

After Columbus: Explaining the Global Trade Boom 1500-1800

This paper documents the size and timing of the world inter-continental trade boom following the greate voyages in the 1490s of Columbus, da Gama and their followers. Indeed, a trade boom followed over the subsequent three centuries. But what was its cause? The conventionnal wisdom in the world history literature offers globalization as the answer: it alleges that declining trade barriers falling transport costs and overseas "discovery" explains the boom. In contrast, this paper reports the evidence that confirms unambiguously that there was no commodity price convergence between continents, something that would have emerged had globalization been a force that mattered. Thus, the trade boom must have been caused by some combination of European import demand and foreign export supply from Asia and the Americas. Furthermore, the behavior of the relative price of foreign importables in European cities should tell us which mattered most and when. We offer detailed evidence on the relative prices of such importables in European markets over the five centuries 1350-1850. We then offer a model which is used to decompose the sources of the trade boom 1500-1800.

Reseñas

Obra ressenyada: Elaine LEONG ; Alisha RANKIN (eds.). Secrets and Knowledge in Medicine and Science, 1500-1800. Farnham : Ashgate, 2011

Ars memoriae. Ankstyvųjų Naujųjų laikų žmogaus atminties realijos

Rec.: Judith Pollmann, Memory in Early Modern Europe, 1500–1800, Oxford: Oxford University Press, 2017

Ressenyes

Obra ressenyada: Richard Van DÜLMEN; Jesús ALBORES, El descubrimiento del individuo 1500-1800. Madrid: Siglo XXI de España Editores, 2016

Experimental probe into an automative engine run on waste cooking oil biodiesel blend at varying engine speeds

The present work attempts to evaluate the performance of an automotive diesel engine run on waste cooking oil biodiesel (WCO) blend at variable engine speeds. The composition of the blend (B40) used in the study is 40% WCO and 60% diesel by volume and the engine used for the experimentation is a naturally aspirated, watercooled and direct injection type having a compression ratio of 18:1. The engine settings used in the study are an injection timing (IT) of 150 bTDC and a fuel injection pressure (IP) of 500 bar. The performance and emissions characteristics of the automotive engine are studied at various loads of 20%, 40%, 60%, 80% and 100% and at different engine speeds of 1500, 1800 and 2400 rpm. The first two rotational speeds are chosen to study the stationary power generation capabilities of the blend, while the feasibility of blend for automotive applications has been evaluated at 2400 rpm. Experiments have also been conducted on the engine run on mineral diesel fuel in order to make a comparative analysis. At full load, the maximum brake thermal efficiency (BTE) is found to be 21.51%, 25.48% and 23.56% for the blend at 1500, 1800 and 2400 rpm, respectively. At 2400 rpm and at 20% and 40% loads, the blend shows an absolute improvement in BTE of 0.17% and 0.03%, respectively over diesel fuel. On an average, there is a decrease of carbon monoxide (CO) emissions by 87.5%, 22.22% and 14.28% at 1500, 1800 and 2400 rpm as compared to diesel fuel. At 1500 and 2400 rpm, there is an average absolute increase in hydrocarbon (HC) emissions by 1.6 ppm and 9.6 ppm, respectively; while at 1800 rpm, an average decrease in HC emissions by 4 ppm is observed vis-a-vis diesel fuel. While emissions of oxides of nitrogen (NOx) as compared to diesel fuel increased on an average by 19.43%, 26.09% and 1.01% at 1500, 1800 and 2400 rpm, respectively