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A K + beam of 990-MeV/c momentum was used to produce a K° beam in charge-exchange collision with a copper target. By interposing an iron regenerator at a certain distance from the target and taking sparkchamber pictures of lie decays behind the regenerator, we have observed the interference in the 2TT decay mode between the Ks state produced in the original charge exchange and the Ks state (KLS) produced via regeneration. The difference in phase between these Ks and KLS states depends upon the proper time elapsed between production and regeneration (because of the mass difference between Ks and KL) and can therefore be changed at will by changing the corresponding distance. The shape of the curve with the observed minimum gives us the magnitude of the mass difference, and its sign as well if the phase of the regeneration amplitude is given. In a separate work we have determined that phase from scattering experiments with charged kaons on iron nuclei. Comparing that information with the present experiment, we obtain the following results: (1) The two-pion states into which Ks and KLS decay are quantum-mechanically identical. Since \KL) and \KLS) interference has already been observed, we must then expect that the time dependence of the 2TT decay of K° will differ from that of K° because of the \Ks)-*\2ir), \K L ) ->|2TT) interference. (2) The sign of the mass difference is such that KL is heavier than Ks with a level of confidence that, barring unknown systematic errors, appears to be beyond question. (3) The value of the mass difference obtained by us is 0.42db0.04 in units of n/rs, where TS is the Ks mean life. (4) We have also observed the effect of the constructive interference between the scattered amplitude fn\Ks) and the diffraction-regenerated amplitude f2i\Ks). This effect confirms that KL is heavier than Ks.

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A feasibility study is presented concerning detailed vehicle modeling, including submodels for engine, transmission mechanics and hydraulics, as well as threedimensional chassis behavior. The study was conducted jointly by Ford Motor Company, Dynasim AB and DLR. The results demonstrate that complex behavioral models of each subsystem can be developed, used and validated independently from each other, and finally assembled together to an overall model. Therefore, this approach could be the basis to establish modeling standards that allow collaboration between model developers throughout the automotive industry.