Committee on aging convenes on campus
By J. Dana Haynes
Of The Print
’
The Oregon delegation to
the President’s Conference on
I
^"9 me* a* the
Iasi
Friday •
College President John
Hakan son, a member of the
delegation, said the meeting
was held “to form a loose plan
for keeping the delegation in
contact with the legislature.”
Hakanson was one of
2,000 representatives from
around the country who at
tended President Reagan’s
conference on aging, held last
January.
The Oregon delegation
currently stands as the sub
committee for Governor Vic
Atiyeh’s committee on Aging
Services. Walt McGettigan,
serves as chairperson of the
Aging Services Committee; an
appointment made by Gov.
Atiyeh.
“Clackamas Communa
was the first college west c
New Jersey to have an RSV1
(Retired Senior Volunteer Pro
gram),” Hakanson said. Thi
RSVP program was initiated in
1973, and is financed joint ly by
the federal government and ■
College.
Hakanson’s own center o
interest is employment of th
elderly. “The aged need to I
useful, to deal with other ped
pie, to get out of their horfl
and to make some money.11
these things can be accompli
ed by employing the aged ’ hi
said.
“With Mr. McGettigan
here, we have a more direct ac
cess to the governor and the
legislation,” Hakanson said.
The sub-committee, which
is chaired by Clayton Nyberg of
Washington County, meets
This is one facet of pra
quarterly. The next meeting is
scheduled for April 1, and will blems faced by the elderly tha
the sub-committee is lookiri
also be at the College.
“I have agreed on behalf into. Hakanson feels that, ■
of the College to accept all the ween the two, cortimittee ani
written material that the sub the community colleges)
committee receives,” Hakan Oregon’s elderly are betid
son said. “We plan to create a’ represented than most.
“Oregon has one of the
library-type center in our senior
center. This will help the sub best community college
committee and also be good for systems in the country, in
regards to responding to the
the county and College.”
Care for the aged has needs of the community. Tl
GIVING A PRESENTATION on aging, Suzan Hill, aging programs developer «ppalc«
been of special interest to Dr. includes the eldery. I think I
before the current sub*committee of the Governor’s Aging Services Committee.
Hakanson and the College College has a more col
Aging Program Coordinator, Judy Smith listens.
Staff photo by Duane Hiersche which is why the meeting was prehensive grasp of their pl
held on campus, according to blems because it’s someth!
we’ve specialized in.”
Dr. Hakanson.
By Laura Henkes
About Life...
Watts evaluates pros and cons of diesel and gas
It took two months, but
Ron Watts finally spotted an
opening in his hectic schedule
when he could share his exper
tise in an area important to all
of us.
No wonder. As Chairper
son of the Automotive Depart
ment, Watts is a dynamic
leader; anxious to help his
students and department in
any way. This includes keeping
on top of performance com
parisons, the ever-changing
auto components area, and
major technological advances
in the automotive industry in
general.
Next
to
housing,
automobiles will probably be
the most expensive single pur
chase that most of us will
make. In fact, new car prices
now equal housing prices of
20-30 years ago.
Thus, Watts’ opinion on
diesel and gasoline engine
comparisons may add some in
sight, considering the increas
ing availabiltiy of diesel engines
in the consumer market.
The basic difference bet
ween the diesel and gasoline
engine is simple: the gasoline
uses spark ignition and the
diesel utilizes compression.
Watts explained, “Diesel
uses heat produced by com
pressing a large volume of at
mosphere into a small area.
Then, at the point where they
want the ignition to take
place...when that extremely
small cavity is heated, raw
diesel is blown into the area,
and ignition takes place.”
Gasoline doesn’t require
as much pressure (compression
ratio). According to Watts, a
typical diesel compression
compared to gasoline compres
sion is 22/1 for diesel and 9/1
for gasoline.
“With gasoline you need
that spark,” he said. And that
means equipment such as
spark plugs, distributors, wires,
and more.
Are there really advan
tages in driving a diesel com
pared to a gasoline engine?
Watts noted that although,
the actual cost of diesel is low,
the profit structure was already
set up. This is why the con
sumer cost is high. He pointed
out that in Mexico the dif
ference in cost of gas and diesel
is still very broad. Diesel costs
19 cents a gallon where
gasoline sells for 55 cents a
gallon.
Yet, Watts feels the real
advantage in the diesel-
propelled automobile today is
the “miles that you drive to the
gallons of fuel used. This is still
a distinct advantage.”
He estimated that a full-
size car would get 26-28 miles
per gallon using diesel. “Right
now I am convinced that the
only advantage in the diesel
game is the miles per gallon,”
he said.
Watts noted that are a
number of negative aspects to
the diesel engines.
“We hear that tune-ups
are less frequent because there
are no plugs and points, but we
finding out that on most of
these
diesel
engines
(Mercedes, Peugeot, Rabbit,
Buick or Oldsmobile), there
aren’t too many that will be
running 100,000 miles without
major maintenance,” he ex
plained.
However, he quickly
pointed out that Peterbilt trucks
may go 300,000 to 500,000
miles, “but they are different.” '
Watts also stated that
“overhauling costs are two to
two and one-half times more
for a diesel than a gasoline
engine. And when you go to
the showroom and look at new
diesel vehicles,” he added,
“you will probably pay
$600-$800 more just to be able
to buy a vehicle with a diesel.”
Many people affiliate
diesel engines with a high
pollution output. When DEQ
checks for opacity the HC
(hydrocarbon) and CO (carbon
monoxide) count on the diesel
come out extremely clean.
However, Watts indicated that
the NOx (nitrogen oxide) out
put (which is_ created by
temperature and pressure) is
higher on the diesel,--which,
he noted, is something the
DEQ stations are unable to
measure.
In comparing total pro
bable costs between a compact
gasoline and a mid- to full-size
diesel automobile, Watts
agreed that safety from the
standpoint of car size should
also be considered. It is not un
common to hear of incidents in
which compact cars involved in
minor accidents can render the
car “totaled” in the eyes of the
insurance companies.
Watts commented that the
“technology that has come out
of the energy crisis has been
positive, but that the spin off for
For instance, the sheet
metal used in cars from ap
proximately 1976 is only half
the thickness that it used to be,
but is three times as strong.
Watts attributes this to the effort
to increase fuel consumption.
However, after damage has
been done, he explained, the
metal is “so brittle that when
you put a torch to it, it car-
bolizes and cracks,” making it
difficult to repair.
It looks as though the
diesel availability will increase
in future years. In spite of'
California’s attempts to
eliminate diesel sales there, the
automotive manufacturers are
looking at diesel as the answer
to the CAFE (corporate
average fuel economy) requil
ment being imposed by the
government.
Watts suggested that in the
near future the government 1
want their entire product line tc
average 19 miles per gallon. ■
get their average up, they 1
saying “let’s make dies«
because they will boost our cl
porate average fuel econo!
index. Mercedes only offers a
few that are gasoline now,” I
said.
Thus, it appears that as a
result of the fuel econo!
movement, one of the me«
important factors in automobd
decision making will be tl
choice between a diesel al
gasoline engine.
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page 4
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655-6238
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