Steam Car Research Articles

VR-Based Job Training System Using Tangible Interactions

Virtual training systems are in an increasing demand because of real-world training, which requires a high cost or accompanying risk, and can be conducted safely through virtual environments. For virtual training to be effective for users, it is important to provide realistic training situations; however, virtual reality (VR) content using VR controllers for experiential learning differ significantly from real content in terms of tangible interactions. In this paper, we propose a method for enhancing the presence and immersion during virtual training by applying various sensors to tangible virtual training as a way to track the movement of real tools used during training and virtualizing the entire body of the actual user for transfer to a virtual environment. The proposed training system connects virtual and real-world spaces through an actual object (e.g., an automobile) to provide the feeling of actual touch during virtual training. Furthermore, the system measures the posture of the tools (steam gun and mop) and the degree of touch and applies them during training (e.g., a steam car wash.) User-testing is conducted to validate the increase in the effectiveness of virtual job training.

Accidents, Americana, and Automobility: 1950s Irish Car Culture

Accidents, Americana, and Automobility:1950s Irish Car Culture Leanne Blaney (bio) The immediate postwar period represents something of a paradox to contemporary historians. J. J. Lee, following the tradition of his peers, uses the term "malaise" to describe postwar Ireland.1 Henry Patterson wrote that "Ireland's postwar history contrasts with that of most Western European states, where the war proved to be a watershed in social, economic, and political terms. Neutrality and the isolation of the war years had served to consolidate a conservative nationalism based on protectionism, a strong Catholic moral community, and an irredentism in relation to Northern Ireland."2 These views correlated with the recollections of powerful contemporaries who lived through the era, including the Irish minister for finance Frank Aiken. Aiken painted a particularly bleak image of Ireland's prospects in the postwar era when he complained that Ireland was "a small country [with] a small population which is dwindling and limited national resources…. Our economic position was relatively stagnant for a long period before the war. It has not since improved."3 The fact that in the decade proceeding 1951 approximately 412,000 people emigrated from the country in search of better opportunities only provides further verification for these views.4 Among others, Mary E. Daly has argued that such judgment fails to recognize the psychological shift that occurred during the Second [End Page 242] World War and Emergency years. As Daly observed, this shift altered the expectations and ambitions of the Irish public, so that conditions that had been deemed satisfactory prior to the war were now no longer considered appropriate. Citing the increasing pressure on the government to provide additional jobs on local-authority road schemes despite "the fact that employment was running at 29,000 or 10,000 above the prewar figures," Daly noted that postwar expectations of what Irish life should entail were now greater than they had ever been, but that they did not reflect the realities of daily life within Ireland.5 Eamon de Valera alluded to this in 1947 when he remarked that farm laborers no longer wished to work on Sundays, instead preferring to "go off to a game; they see other people off every Sunday, and they do not see why they should not be off."6 In Northern Ireland the psychological shift and development in expectations was fueled by the introduction of the National Health Service (NHS), National Insurance, National Assistance, and other social-policy legislation (including the 1947 Education Act) implemented by order of Westminster, which was actively engaged in cultivating a welfare state in postwar Britain. Though the impact of these services was diluted because the Northern Irish government based in Stormont seized "the opportunity to develop a system imbued with a distinctly unionist flavor, reflecting their core values of minimal state intervention, conservatism, and the protection of personal freedoms," it was still apparent that living standards and the acceptance of what was deemed satisfactory had been irrevocably altered.7 Nowhere were these high expectations more visible than on the roads. Since the ignition of the Irish love affair with the motorcar following the importation of John Brown's French Serpollet steam car in 1896, motorization within Ireland had steadily grown.8 In 1906, ten years after the car had first arrived in Ireland and three years after the country had successfully staged its first international motorsport, [End Page 243] the 1903 Gordon Bennett Cup Race, only 2,040 private cars were registered in a country with a population of over 3.2 million.9 This yielded a ratio of one car per 1,579 persons. By the onset of World War II this ratio had decreased to one car per 44 persons as just over 95,000 private cars were now registered among a total population of over 4.2 million.10 While these figures pale in comparison to international counterparts such as the United States, where 23.1 million cars had been registered by 1929; Belgium, where car ownership reached 350,000 by 1939; or the United Kingdom, where over two million cars were registered in 1940, they demonstrate that Irish automobility was already thriving in the prewar period...

A Qualitative Case Study of Mentally Handicapped Vocational Rehabilitation Service : Based on Mobile Steam Car Wash Business

A Qualitative Case Study of Mentally Handicapped Vocational Rehabilitation Service : Based on Mobile Steam Car Wash Business

Chooing up the highway

Eighty years after it was run off the road, steam is back, says Vivien Marx

What Makes Johnny Run? Shaw's Man and Superman as a Pre-Freudian Dream Play

What Makes Johnny Run?Shaw's Man and Superman as a Pre-Freudian Dream Play Rodelle Weintraub (bio) "What makes Johnny run?" What makes Johnny run is what makes Man and Superman run. This pre-absurdist play seems deliberately to make no sense. In the first act, what we might now call a Rolls-Royce radical has been named guardian of Ann Whitefield, a young woman who is old enough not to require a guardian and with whom he and his friend, Octavius—also known as "Ricky-Ticky-Tavy"—grew up in a brother-sister relationship, although they are unrelated. Now not only is he emotionally Ann's brother, he has become in effect her father. On 2 July 1901, Shaw drafted an outline and cast list for "The Superman, or Don Juan's great grandson's grandson." Among the characters who are omitted from the final text of Man and Superman are John Tanner's parents: George Whitefield Tenorio and Mrs. Whitefield Tenorio (Berst 201-2).1 There is no suggestion in Man and Superman that John Tanner is also a Whitefield and in some way actually related to Ann; yet in those intriguing preliminary notes, there is a hint that Shaw was considering, even if not consciously, the suggestion of an incestuous relationship between Ann Whitefield and John Tanner. When in the second act he realizes it is he, not Octavius, whom Ann is determined to marry, Tanner flees in the first automobile ever to be put on the stage. The next act opens in the Sierra Nevada. A group of brigands is headed by Mendoza, a lovesick Jewish London waiter whose Louisa has rejected him in anti-Semitic England because she is not good enough for him. His brigands, all but one of whom are also British, include an anarchist and socialists who argue about which type of socialism is more correct and who are dressed more for cold London streets than for Spain. Their political argument is interrupted when they carjack John and his chauffeur, [End Page 119] Straker. 'Enry Straker, who has a polytechnic degree and should be an engineer, not a chauffeur, is the brother of Mendoza's Louisa and is more proud of his dropped Haitches than the gentlemen are of their Oxbridge accents. Night falls and John and Mendoza dream. In the "Don Juan in Hell" dream scene, Mendoza is the Devil, John is Don Juan, Ann Whitefield is Doña Ana, and her other guardian, the elderly Roebuck Ramsden, is her father. The four debate ideas about heaven and hell, happiness and fulfillment, life and death, and with the exception of the last line of the dream—Doña Ana's exclaiming, "A father—a father for the superman"2 (689)—there seems so little connection to the frame play that this long scene can be, and has been, played as a separate, complete drama. In drafting the play, Shaw also gave Ann's line to John (Berst, 201), but in the completed play John says, instead, "Is there a father's heart as well as a mother's?" (729). Shaw wrote the Hell scene interlude before he wrote the social comedy that is the frame play (Berst, 202). The frame play can also be played without the Hell scene. When the five-hour drama is played in its entirety, it is often broken for a supper break, as is opera at Glynnebourne. The third act ends with the arrival of Ann and party, three men and two women, in the company of an armed escort. It is inconceivable that the group of five, in addition to the unmentioned and unseen but inevitable chauffeur, has managed to get there in Hector's American steam car. The travelers' original plan was to head for Nice, northeast of Granada. Hector says, "When we found you were gone, Miss Whitefield bet me a bunch of roses my car would not overtake yours before you reached Monte Carlo." To Tanner's "But this is not the road to Monte Carlo," Hector replies, "No matter. Miss Whitefield tracked you at every stopping place: she is a regular Sherlock Holmes" (692). The utter impossibility of her having...

Training America: Law, Liberty and the Railroad

The onward spirit of the age must, to a reasonable extent, have its way. The law is made for the times, and will be made or modified by them. The expanded and still expanding genius of the common law should adapt it here, as elsewhere, to the improved and improving condition of our country and our countrymen. And therefore, rail roads and locomotive steam cars—the offspring, as they will also be the parents, of progressive improvement—should not, in themselves, be considered as nuisances, although, in ages that are gone, they might have been so held, because they would have been comparatively useless, and therefore more mischievous (Ely, pp. 201–2).

The Micro Steam Car, a Practical and Theoretical Design Project

The Micro Steam Car, a Practical and Theoretical Design Project

OUT FOR WORLD RECORD WITH AQUADAG

AN experimental steam car from Norfolk‐based designer, Peter Pellandine, has Acheson's Aquadag in its boiler feedwater. Aquadag, a fine dispersion of colloidal graphite in water, provides fully‐effective lubrication at temperatures and pressures at which oil normally is likely to break down.

LUBRICATING STEAM

THE old 1911 Stanley Steam car illustrated still runs efficiently and is owned by Mr. Dennis Brookes of Mirfield, Yorkshire. To reduce scale formation in the boiler, Moly‐Paul Grade 1004 (a colloidal dispersion of 10 per cent graphite in water) is added to the feed water. This product is normally used as a lubricant for critical metal forming operations such as forging titanium and stainless steel. It also helps to lubricate this engine since the graphite is carried with the steam to the cylinders.

Stanley's Dream Makes a Comeback

Shortly before the turn of the century, the great automobile race began. Three types of engines pulled away from the starting gate: internal combustion, steam and battery. For a while all three were fender to fender, but then the internal-combustion engine began to pour on the gas and pull ahead. By World War I, it had left all its competitors choking in its exhaust. And by the 1960's, it was doing the same thing to American cities, and a brand-new race had begun. Singled out as the chief villain in air pollution, the internal-combustion engine looks behind today and sees the steam car-although 20 years back-in serious pursuit. Promising the same or greater efficiency, less noise, less cost and less pollution, the steam engine once more a legitimate rival, made more so by President Nixon's August promise of Federal aid for the development of unconventional car engines. Although technology of the steam car grew rusty in the past seven decades, and the effort expended on it came nowhere near that lavished on the internalcombustion engine, work did not cease entirely. Steam cars continued to be produced right up to today, although commercial production ceased after 1925. The most celebrated steam carthough no more than 12,000 were sold -was the Stanley Steamer invented by the Stanley brothers and produced until 1925. Its most memorable achievement came in 1906, when the wheeled teakettle set an automobile speed record of 127.66 miles per hour. Another steam the White, produced by the White Sewing Machine Company from 1901 to 1910, made an important contribution when it extended water mileage from 40 to 100 miles by installing a condenser so water could be recycled. It was followed by the Rolls Royce of steam cars, the Doble, named for its inventor Abner Doble. Thirty-five Dobles were produced from 1910 to 1934, but their importance lies in the advances they made in steam car engineering and ease of operation. Further improvements were incorporated in the 1953 Paxton, which was only shop-tested, and the single Williams (Williams Engine Company, Ambler, Pa.) built in 1960 and still in operation today. The reasons for the first steam cars' demise and the internal-combustion engine's ascendancy include short water mileage, boiler explosions, long and arduous start-up time, complicated operation and not least of all, lack of mass-production techniques which could have brought down the cost. But if it now true, as ROAD TEST magazine contended in February 1968, that . . there no doubt that the technology here today to build a steam powered car equal to or better than the internal-combustion engine car, then what stands in the way? Detroit for one. The auto makers have an estimated $8 billlion invested in present production facilities, too much to scrap for steam car production. And the high entrance fee has precluded outside competition. Based on joint hearings in May 1968 before the Senate Committee on Commerce and the Subcommittee on Air and Water Pollution, in which leading engineers and representatives of the auto industry testified, the Senate Commerce Committee issued a report in March criticizing Detroit's myopic persistence in holding up the development of a steam car and concluded that such a car is a satisfactory alternative to the present internalcombustion Ever conservative-if not downright hostile-the auto makers contend that a steam car would cost more, weigh more and be larger than a conventional auto. But there are two sides to that. Dr. Robert U. Ayres of International Research and Technology Corp., a Washington, D.C., consulting firm, argues that because of simpler construction-steam cars would have fewer parts -they would cost less to produce. As for weight and size, these two drawbacks were caused by the bulky steam generator (boiler). The use of small diameter tubing could reduce boiler size as could using molten salt as a heat reservoir since less steam would be necessary to produce heat energy, hence less bulk. In short, no new fundamental research needed, only a little work in design to make a steam engine the size of an internal-combustion engine. Further, by heating water in a coiled tube rather than a kettle-like boiler, tubed steam generators eliminate the danger of boiler explosion, something accomplished by Abner Doble in 1917 but which steam critics still allude to. The principle of the steam car a GM Research

Commerce Committee Endorses Steam Car Engine

Commerce Committee Endorses Steam Car Engine

The Steam Car: Its Role in Reducing air Pollution

(1969). The Steam Car: Its Role in Reducing air Pollution. Clinical Toxicology: Vol. 2, No. 3, pp. 335-343.

An Exercise in Steam Car Design

In recent years atmospheric pollution by the exhaust emissions of vehicles has become of increasing concern, particularly in America. One consequence of this has been a review of alternative power sources to the petrol engine, with the object of finding a suitable system with significantly lower quantities of toxic emission products. The merits of various possible systems have been amply discussed elsewhere and are not covered in this paper. Among others, the Rankine cycle engine using steam or other vapour has been put forward and indeed has many ardent supporters. It has been the subject of considerable publicity in the technical and popular press, for the most part extolling its virtues but seldom mentioning any vices.

Plymouth's Debt to the Indians

In considering the relations of the early settlers of Massachusetts and the Indians it is greatly to be regretted that the Red Men possessed no civilized method by which they could leave a record of their own ideas, their own thoughts, and their own reasons for their actions, and that consequently nothing has survived except through tradition or through the medium of records compiled and written by the invaders of their country. All that we really know is the White Man's version; he has always been the judge, the jury, and the advocate for the plaintiff, all in one. The defense has had no means of being heard except through the plaintiff's lawyers, whose knowledge, even of the Indian language, was very slight. Certainly a unique trial. When we stop for a few minutes in our present energetic, busy, hurrying everyday life, and consider the luxury in which we now live, our comfortable homes, our variety of food, our steam cars, our motor cars, our telegraph and telephone, all of which we now demand as necessities and as our lawful rights, it is almost impossible to realize that three hundred years ago in this same land, in our own Massachusetts, for one winter and more or less for two years, our ancestors were absolutely dependent on the Indians for food sufficient to sustain life.

Section of the Manlius Limestone at the Northern End of the Helderberg Plateau

Previous articleNext article FreeSection of the Manlius Limestone at the Northern End of the Helderberg PlateauCharles S. ProsserCharles S. Prosser Search for more articles by this author PDFPDF PLUS Add to favoritesDownload CitationTrack CitationsPermissionsReprints Share onFacebookTwitterLinkedInRedditEmail SectionsMoreDetailsFiguresReferencesCited by The Journal of Geology Volume 15, Number 1Jan. - Feb., 1907 Article DOIhttps://doi.org/10.1086/621369 Views: 60Total views on this site Citations: 1Citations are reported from Crossref PDF download Crossref reports the following articles citing this article:Franklin W. Fessenden A PETROLOGIC INVESTIGATION OF THE MANLIUS AND COEYMANS LIMESTONES, Annals of the New York Academy of Sciences 84, no.88 (Dec 2006): 287–302.https://doi.org/10.1111/j.1749-6632.1960.tb39144.x

TRIPLE MAJOR AMPUTATION WITHOUT LIGATION OF THE BLOOD VESSELS.

The following unusual case has proved interesting to the local profession and may therefore be of general interest: M. B., aged 8, was run over by the steam cars, Sept. 16, 1903. He was taken to the Mitchell Thomas (City) Hospital, where Dr. F. P. Anzinger and I examined him. The right hand was crushed and the arm was hanging by the skin three inches above the wrist; the right foot was crushed to the ankle; the left foot was hanging by shreds three inches above the ankle. There was also a laceration of the scalp as well as a number of contusions on the back and thighs. There was no evidence of any considerable loss of blood and the boy suffered comparatively little from shock. Dr. Anzinger amputated the right leg while I removed the left. To secure sufficient flaps it was necessary to reamputate each limb far enough