Reverse Gear Research Articles

Divining Desire: Tennyson and the Poetics of Transcendence (review)

The title of James Hood's new book, Divining Desire: Tennyson and the Poetics of Transcendence, harbors a double entendre. Expounding the ways in which Tennyson's poetry interprets or makes known the mysteries of desire, the book also shows how Tennyson "divinizes" or renders godlike what Arthur Hallam calls "erotic devotion" (qtd. 9). In Hood's words, the book looks "both at attempts to perfect desire in divine fashion and at the means by which Tennyson's poems try to 'divine' the nature of desire itself" (8). It is the first and less common of these two meanings of the verb "divine" that links Tennyson's exploration of desire and eros to the book's subtitle, "the poetics of transcendence." Hood wants to show how the mourner in In Memoriam (1850) makes his grief for his dead friend into a "divine despair" ("Tears, idle tears," line 2). How do the Prince in The Princess (1847) and the Byronic speaker in Maud (1855) make desire for the women they love transcendent? Can Tennyson ennoble Guinevere's love for Arthur and Lancelot as a divine love? Or does her sexual betrayal throw transcendence into reverse gear? How does it precipitate the black comedy of "Pelleas and Ettarre" and the decline of love into lust in "The Last Tournament"?

Reviews Of Acoustical Patents

The purpose of these acoustical patent reviews is to provide enough information for a Journal reader to decide whether to seek more information from the patent itself. Any opinions expressed here are those of the reviewers as individuals and are not legal opinions. Printed copies of United States Patents may be ordered at $3.00 each from the Commissioner of Patents and Trademarks, Washington, DC 20231. Patents are available via the Internet at http://www.uspto.gov.

To sleep, perchance to dream

To sleep, perchance to dream

‘Many Minds’ Interpretations of Quantum Mechanics

Seventy years after the discovery of modern quantum mechanics, there is still no consensus as to how the theory should be understood. The philosophies of Niels Bohr and of the logical positivists, which once served to deter physicists and philosophers from asking embarrassing questions about the observer-independent reality underlying the observational predictions of quantum mechanics, have long ceased to satisfy. Yet the foundational work of John Bell and others has now revealed that any realist construal of quantum mechanics, if it is to reproduce the predictions of the conventional theory, must inevitably conflict with deeply rooted and intuitively appealing principles of classical physics or of common sense. There are no conservative options. In quantum mechanics, possible states of a physical system are represented by vectors in an abstract space called Hilbert space. These vectors can be multiplied by numbers, known as coefficients, and added together (by way of a generalization of the familiar parallelogram law) so as to yield new vectors which then stand for states which are said to be superpositions of the original states. It is a feature of quantum mechanics that any such linear combination of any set of distinct state vectors of a physical system corresponds to a possible state of this system. This is known as the superposition principle. From a classical perspective it is a bizarre proposition. Consider, for example, a set of distinct states of the gears of my car. The superposition principle implies that, since being in first gear is a state, and so are being in second, third, and reverse gear, there is a possible state of my car in which it is, say, l in first gear plus l in second, 1 in third, and1 in 21113 jCI~U 21 3VlU 2 2 III~ LI

A variable speed driving unit equipped with an adjustable worm pitch — part 1: New velt less type consideration contain reverse gear

A variable speed driving unit equipped with an adjustable worm pitch — part 1: New velt less type consideration contain reverse gear

Forward vs. Reverse Gear: Politics of Proliferation and Resistance in the Italian Fascist State

Abstract Gender is a useful category for historical analysis of the project of Italian fascist nation‐building, how it proceeded and how it became trapped in its own paradox. Fascist policies played upon normative and limited gender stereotypes of women as mothers and prolific bearers of children, yet in the process the dictatorship constructed women as political subjects for the first time in the history of the Italian nation. This paper focuses on the fascists’ demographics campaign ‐ Il Duce's politics of proliferation—and investigates the possibility of subjectivity as a site for political struggle and resistance. Practices such as coitus interruptus and abortion, it is suggested, conformed to one hegemonic process while they defied another.

The European Experience of Declining Fertility, 1850-1970: The Quiet Revolution.

Part 1 The debate about European fertility decline: theories of fertility decline - a non-specialist's guide to the current debate, George Alter. Part 2 Family and gender: gender and fertility decline among the British middle classes, John Gillis mothers and the state in Britain, 1904-1914, Ellen Ross men's marital rights and women's wifely duties - changing conjugal relations in the fertility decline, Wally Secombe the sexual politics of reproduction, Angus McLaren the contours of childhood - demography, strategy and mythology of childhood in French and German lower class autobiographies, Mary Jo Maynes. Part 3 Community and class: population, change, labour markets and working class militancy - the regions around Birmingham and St Etienne, 1840-1880, Michael Hanagan going forward in reverse gear - culture, economy and political economy in the demographic transition of a Sicilian rural town, Jane Schneider and Peter Schneider the history of migration and fertility decline - the view from the road, Leslie Page Moch occupation and social class during fertility decline - historical perspectives, Michael Haines exploring a case of late French fertility decline - two contrasted Breton examples, Martine Segalen. Part 4 State and politics: constructing families, shaping women's lives - the making of Italian families between market economy and state interventions, Chiare Saraceno demographic nationalism in Western Europe, 1870-1960, Susan Cotts Watkins war, family and fertility in 20th century Europe, Jay Winter safety in numbers - social welfare legislation and fertility decline in Western Europe, Lynn Lees. Part 5 Postscript: movements in time - an historian's context of declining fertility, David Levine.

Regional Inequality, Regimes of Accumulation and Economic Development in Contemporary Europe

The mid 1970s was a major turning point in Europe dividing the Fordist 'golden age', in which unprecedentedly fast economic growth went hand in hand with marked regional convergence, from a post-Fordist era in which growth rates were halved and inequalities increased. With the supply and demand side crises that undermined the Fordist model and the switch to neo-liberal ideologies and programmes, a virtuous circle of convergence and growth was thrown into reverse gear. Supply-side adjustments led to increased metropolitan polarization and to inequalities between areas. Globalization generated self-reinforcing trends towards increased economic interdependence, reduced national autonomy and increased economic integration. In the currently dominant neo-liberal conditions of integration in Europe, competitive mechanisms of regional adjustment are deflationary and increase inequalities. Attention is paid to the shape of an alternative macrogeographical framework which can regulate the contemporary contradictions of regional development in the European Union (EU).

Physiological evaluation of a newly designed lever mechanism for wheelchairs.

Lever-propelled wheelchairs have been described as more efficient and less physically demanding than hand-rim-propelled wheelchairs. To evaluate a newly designed lever mechanism (MARC) in both one- and two-arm use, a series of wheelchair exercise tests were performed on a motor-driven treadmill. Eight able-bodied male subjects performed a standard exercise test in the prototype MARC, both in an asynchronic and a synchronic bimanual propelling mode and in an unilateral (left-sided) mode. Subsequently the subjects performed additional exercise tests in a conventional crank-to-rod lever mechanism with unilateral and bimanual propulsion and in a conventional hand rim wheelchair. Analysis of variance was used to study the effect of the different work modes upon power output and cardiorespiratory parameters statistically (p < 0.05). The MARC stood out well in comparison with the conventional lever design. The additional design features which are to be implemented (variable gearing, reverse gear) will make the MARC a useful wheelchair. One-arm wheelchair propulsion is a very strenuous form of locomotion, requiring careful consideration in terms of provision. Mechanical and ergonomic improvements are quite feasible in lever propulsion and may to a certain extent reduce this problem. To improve overall mobility of wheelchair-dependent subjects further, ergonomic and mechanical design improvements are very necessary in lever as well as hand-rim wheelchairs. A combined biomechanical and physiological research approach will help in the definition of design criteria and fitting guidelines.

Initial Driver Foot Placement as an Antecedent to Pedal Error

Two observational studies were conducted to examine driver foot pedal operation characteristics which may influence pedal activation errors. Driver behaviors were observed during controlled closed-course and natural driving situations to document individual pedal operating characteristics. A substantial portion of the drivers in both studies shifted from park to forward and/or reverse gears without positioning a foot over or on the brake pedal. A small percentage of drivers used both feet for pedal activation. The results of these studies suggest that pedal design and layout should take these behaviors into consideration. Either method would likely be less accurate and potentially more hazardous than when the right foot is directly over the brake pedal, and suggests the efficacy of a mechanical interlock to prevent gear selection from park to either forward or reverse gears until contact with the brake pedal is made.

The Road to Disunion . Volume I: Secessionists at Bay, 1776-1854 (review)

80CIVIL WAR HISTORY that a "smoldering resentment of her husband grew" as he went elsewhere to seek the intellectual stimulation that she was unable to give him. McFeely himself asserts that little is known of Anna's feelings, but that does not stop him from speculating about her reaction to her husband's long and frequent absences from home. Douglass's relationship with his children undergoes scrutiny as well. His four surviving offspring are seen as disappointments; they never quite managed to live independent of their more capable father. For instance, McFeely suggests that Douglass wished his eldest daughter, Rosetta, to be like "one of the resourceful, intellectual, active women, at work at important business, that he so much admired." Instead, she failed as a teacher, married a man of little ambition or ability, and never resolved within herself the "contradictory signals" transmitted to her by her incompatible parents. The Douglass sons fared no better. None of them was able to approximate the father's achievements. In an assessment of the accomplishments of the Douglass children against those achievements attained by the Garrisons, McFeely asserts that even though both groups were the progeny of great men, the former lagged a considerable distance behind the latter. But he acknowledges that this was due, at least in part, to the differences in the color of their skin. McFeely also takes Douglass to task for what he concludes is Douglass's failure to recognize the greater needs of the black community once Reconstruction was overturned. Despite a passionate desire to help the former slaves realize the full potential of freedom, Douglass expressed disappointment when blacks failed to measure up to his standards of progress. At times, he seemed almost insensitive to their suffering. For instance, as destitute blacks fled the oppressive South and became a part of the exodus to the West, Douglass urged them to stay and fight. Yet, he never returned to the South himself. McFeely implies that Douglass's emphasis on political rights and self-help proved woefully inadequate for a people who were barely surviving economically. He skillfully shows that Douglass held so steadfastly to his belief in assimilation that he was unable to propose helpful solutions to the problems of the black community when it needed his leadership most. Frederick Douglass is destined to generate a great deal of attention, especially for its insights into Douglass's character. Those who thought they knew the definitive Douglass will find much to reconsider in the McFeely portrayal. Edna Greene Medford Howard University The Road to Disunion. Volume I: Secessionists at Bay, 1776-1854. By William W. Freehling. (New York: Oxford University Press, 1990. Pp. xii, 640. $30.00.) In this, the first of two volumes, William W. Freehling seeks the solution to what he calls "an important mystery" (vii), namely, why the Southern BOOK REVIEWS81 states seceded from the Union in 1860-61. His quest began with "secession 's complicated climax" and moved, step by step, back in time until he arrived at the nation's founding moment. There he stopped, and it is there that his study commences. (One wonders if he could not have extended his search even further back, with important and illuminating insights.) This is, so to speak, history in reverse gear; or, as Freehling puts it, an "extended Odyssey backwards" (vii). As a consequence, his study bears an inescapable deterministic quality. He knows where he is going and what he will find when he gets there. Each event, each episode, each step along the way is neatly tailored to fit the conclusion. There are no uncertainties, no wrong turns. One might view Freehling's journey as a variation on Willliam H. Seward's celebrated dictum, that the conflict between the sections was an irrepressible conflict between opposing and enduring forces, and that all efforts at compromise were vain and ephemeral. For Seward, the source of conflict was in the antagonism between a free-labor system and a slave-labor system, an explanation that suggests economic as well as political causes. Freehling's irrepressible conflict, on the other hand, is one between "two antithetical abstract systems, democracy and despotism" (viii-ix). His road to disunion is...

Mechanics of extensional wedges

The extensional wedges that overlie low‐angle basal detachment faults are characterized by a tapered cross section similar to that exhibited by a fold‐and‐thrust belt, but with an opposite sense of shear on the basal fault. Such wedges are common in zones of crustal extension, such as the Basin and Range province of the North American Cordillera, the North Sea, and the U.S. Gulf Coast. This paper examines the mechanics of these upper crustal extensional wedges, using a modification of the compressional Coulomb critical taper model developed for fold‐and‐thrust belts and accretionary wedges. If a compressional wedge is mechanically analogous to a wedge of soil being pushed up an incline by a moving bulldozer, then an extensional wedge is analogous to the same wedge with the bulldozer moving in reverse gear down the incline. A critically tapered extensional wedge is one that is on the verge of Coulomb failure everywhere. A wedge whose taper is narrower may be slid stably down the same incline without internal deformation; a wedge whose taper is greater will fail by normal faulting and reduce its taper until it is critical. After testing the quantitative predictions of this extensional critical taper theory in a series of laboratory experiments on dry sand wedges, we apply the theory to a pair of active extensional wedges in the Brazos area, offshore Texas. Both wedges are underlain by well‐imaged basal detachment faults dipping at 17° down to depths of 10 km; one wedge exhibits relatively little internal deformation, whereas the other is pervasively faulted along a series of moderately dipping synthetic normal faults. Direct and indirect estimates of the pore fluid pressure distribution within the two wedges suggest that the undeformed wedge is stable whereas the pervasively faulted wedge is unstable but nearly critical. Regional values for the coefficients of basal and internal friction in excess of 0.3 together with vertical cohesion gradients in excess of 1 kPa/m are consistent with the observed pore pressures and the geometry of the wedges, as well as with in situ stress data acquired during drilling and the dips of active synthetic normal faults. Such values are comparable to values inferred from mechanical and thermal models of compressional wedges, and they are consistent with laboratory rock mechanics data.

Reverse idler gear noise-reduction arrangement

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Optimal paths for a car that goes both forwards and backwards

The path taken by a car with a given minimum turning radius has a lower bound on its radius of curvature at each point, but the path has cusps if the car shifts into or out of reverse gear. What is the shortest such path a car can travel between two points if its starting and ending directions are specified? One need consider only paths with at most 2 cusps or reversals

Marine Gearing—Development and Technology

The first part of this paper deals with the development of the surface-hardened and ground marine gear. The accuracy which can be attained today in finish machining of such gears is discussed. Modern gear grinders can now produce two- and three-dimensional tooth corrections of any shape deemed necessary. The second part describes the more sophisticated combined marine propulsion gear system CODAG and a reverse gear for high-power transmission. Rules for the safe operation of such systems are laid down and the required synchronizing clutches are described.

Non‐contacting distance measuring system

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SHIP SYSTEMS TEST PROCESS —CONCEPT AND APPLICATION

ABSTRACTSome technical managers are moving closer to a more disciplined approach when introducing ship systems into the fleet. In the past, many installed systems with inadequate testing. These systems were simply not operationally ready. The consequences of their actions show in impaired performance, system down‐time and fleet casualty reports (CASREPS).Thorough, cohesive and well‐managed testing will insure operationally ready ship systems. However, testing must not be done as an independent project to prove whether or not a system meets requirements. The technical manager must consider testing as an integral process of engineering and design. He can do this, if he uses the disciplined total systems approach to ship systems' development and introduction. Testing is an important process in this approach; is not an end unto itself; and is integral to the life cycle of a system. The test process must be adequately designed, constructed and operated. Program mangement is the most adaptable management technique to testing. In a test program, facilities, fuel and manpower are significant cost factors. The technical manager can minimize test costs and still use a facility that adequately meets his needs. He should use test sites, test facilities, land based test sites, or land based engineering facilities. He must be creative and innovative. He must introduce other techniques to reduce time and cost. These are discussed.In 1978–1979, one of the authors developed this concept and with the other implemented it at the Naval Ship Systems Engineering Station (NAVSSES), Philadelphia, Pennsylvania. NAVSSES is discussed as the Navy's Ship System Development and Production Test Center. Several system based facilities are introduced.Simply hypothesizing that developmental and initial phase production testing pays off is one thing, but the proof is in actual test results. The paper looks at various tests recently conducted at NAVSSES and shows how several technical managers achieved improved system and component performance through well planned testing, viz., the LSD‐41 propulsion system, the FFG‐7 diesel generator, air compressor, the RACER, and the reverse reduction gear test processes. The phased development of the DDG‐58 LBEF is discussed.The paper concludes that substantial pay‐off resulted in those instances where the technical manager treated testing as a process integral to engineering and design. Other conclusions are also drawn.

A Power-driven Increment Borer

A power-driven increment borer was developed from commercially available components. The power source is a 58-cc gasoline chainsaw motor which provided power sufficient to bore conifers up to 80 cm in diameter. The chain drive was converted to the rotary action needed for turning the increment borer by an Atom drilling attachment. This attachment can be adapted to all standard chainsaw motors and has forward, neutral and reverse gears. The borer was tested on over 200 western hemlock 30–60 cm dbh, over 1000 lodgepole pine with dbh up to 30 cm and a number of Douglas-fir up to 30 cm dbh. The cores were clean and easily read and the mechanical efficiency of power boring greatly exceeded that of manual operation. The unit is portable and can easily be handled by one person.

AN INNOVATIVE ENERGY SAVING PROPULSION SYSTEM FOR NAVAL SHIPS

ABSTRACTThe propulsion system on most naval combatants is inherently wasteful of fuel since the propellers, shafts, and engines are sized for dash speed, but operate most of the time at low speed cruiser power. Energy consumption is particularly high on twin shaft, gas turbine driven ships which use controllable reversible pitch (CRP) propellers for reversing.On a typical destroyer such as DD 963, the drag of the propulsion appendages is very high, 10–15% of the total ship drag. This drag is present even when operating at low cruise speed where a system with much lower drag could provide the required thrust.This study evaluates several alternate propulsion systems which could be used on a DD 963 type ship to reduce annual fuel consumption. An innovative system, which uses a single DD 963 type propeller system for cruise and two marine jet boosters for added thrust during high speed dash, shows promise of reducing annual fuel consumption by 23 percent. This fuel saving is due to reduced propulsion appendage drag and lower specific fuel consumption during cruise.Annual fuel saving can be further increased to 45% by replacing the two LM‐2500 turbines which drive the propeller with a single turbine equipped with Rankine Cycle Energy Recovery System (RACER) and changing the CRP propeller to a more efficient fixed pitch (FP) propeller with reverse gear for astern operation.In addition to reduced energy consumption, the propulsion systems using marine jet boosters for dash speed show promise of significant benefits in other areas such as reduced weight and improved survivability and reliability. The marine jets, which use state‐of‐the‐art technology and have demonstrated performance, provide the same top speed as the baseline propeller system. Improved low speed maneuvering and crash stop capability is provided by reversers on the marine jets. Improved propulsion system redundancy is provided by the three shaft system. A single marine jet will provide nineteen knots speed with a non‐operating (trail shaft) cruise propeller.While marine jet propulsors are inherently less efficient than propellers, the large drag reduction for eliminating one propeller system more than compensates for the additional fuel burned by the marine jet turbines during high speed operation. The single propeller, twin marine jet propulsion system is particularly attractive when combined with RACER since it permits elimination of one gas turbine without significant effect on top speed.

ディーゼル機関用歯車, 弾性継手およびクラッチについて

In marine application the medium speed diesel engine requires gears to adapt its operational speed to the speed with which the propeller performs highest efficiency. There are many configurations of marine gears. They depend on kind and number of engines as well as on the engine room installation. Reverse reduction gears of very different design, single input reduction gears, vertical or horizontal offset or coaxial, twin or multiple input form the main groups of this section of gear designing. The single stage gear unit of today shows very compact design and a high load carrying capacity. This is due to the surface treatment of the tooth flanks by hardening processes. Outstanding experience has been collected with carburised teeth, which have been ground for accuracy achievement. Effective profile modification for the purpose of high bending resistance, protuberance milling to keep the roots of the teeth untouched by the grinding wheel result in utmost resistance against wear and rupture. So the specific loading agreed to by the classification societies are fully justified.The required accuracy of those gears even at their low circumferential velocity is to compare with the precision of turbine gears manufactured according to BSS 1807. Important are full contact areas between the teeth, this requires careful observation of shaft deflection, bearing clearance, thermal distortions and rigidity of housing, thrust block and foundation in the hull. Another important condition to be observed satisfactory performance of marine gears is the absence of major torsional vibrations producing overload torque or even torque reversal. With diesel engines as power sources excitations of torsional vibrations are very likely to interfere with one or another of the natural ferquencies of the propulsion system. The fundamental connections required to calculate torsional vibration and the rise of torques caused by them are well known. With increasing familiarization of computer technique the calculation procedure has been refined to handle even manifold systems easily and practically reliable.The necessary over-all-elasticity of the torsional vibrating system thus can be calculated and realised. More and more there are used torsionally elastic couplings to dislocate the natural frequencies to the region of low speed. Good performance showed rubber couplings with metal bonded contact surfaces of special design, which allows a prestressing of the bonded surfaces. Their high torsional elasticity and damping property assures an overcritical operation. At the same time they allow for misalignment without any maintenance trouble. In some cases where it is advisable to avoid the turbulence zone at low speed at all, there are torsional elastic clutches available. They consist of the same elastic rubber elements combined with a clutching device with friction cones and pneumatically operated ring cylinder. Thus, it is possible to engage the whole propulsion system only after having reached the engine service speed. With disengaging and re-engaging the clutch great advantage is obtained during “crashstop”-manouvre, because the time for propeller reversal is much reduced. In any case torsionally elastic clutches are required for twin or multiple engine installations, where they have been applied originally and have proven an ample reputation of reliability. Nowadays, the tedency to install unmanned engine rooms leads to immediate measuring of engine torque : this is relatively easy with highly elastic couplings of linear characteristic, the torsional angles of which are large enough to furnish significant values for the purpose of measurement.The lecture points out the recent development which has been achieved on the side of Gearing and Couplings adequate to the development of the medium speed diesel engines.