Tunable Optical Delays, Buffering and WDM:TDM Conversion via Active Latin-Routing AWG's featuring Unit-Length Re-Circulating Waveguides

2006 ◽  
Author(s):  
M.C. Parker ◽  
D.K. Hunter ◽  
S.D. Walker
Keyword(s):  
Unit Length ◽  
Optical Delays

Metallurgical Effects of Grain Boundary Ledges

1977 ◽  
Vol 35 ◽  
pp. 126-129
Author(s):  
L.E. Murr
Keyword(s):  
Grain Boundary ◽  
Quantitative Data ◽  
Mechanical Treatment ◽  
Unit Length ◽  
Physical And Mechanical Properties ◽  
Direct Observations ◽  
Transmission Electron ◽  
Properties Of Materials ◽  
Thermo Mechanical Treatment ◽  
Ledge Density

Ledges in grain boundaries can be identified by their characteristic contrast features (straight, black-white lines) distinct from those of lattice dislocations, for example1,2 [see Fig. 1(a) and (b)]. Simple contrast rules as pointed out by Murr and Venkatesh2, can be established so that ledges may be recognized with come confidence, and the number of ledges per unit length of grain boundary (referred to as the ledge density, m) measured by direct observations in the transmission electron microscope. Such measurements can then give rise to quantitative data which can be used to provide evidence for the influence of ledges on the physical and mechanical properties of materials.It has been shown that ledge density can be systematically altered in some metals by thermo-mechanical treatment3,4.

Characterization of microtubules by dark-field STEM and replication

1991 ◽  
Vol 49 ◽  
pp. 152-153
Author(s):  
S.B. Andrews ◽  
R.D. Leapman ◽  
P.E. Gallant ◽  
T.S. Reese
Keyword(s):  
Protein Interactions ◽  
Low Dose ◽  
Unit Length ◽  
Dark Field ◽  
Carbon Films ◽  
Microtubule Associated Proteins ◽  
Molecular Weights ◽  
Freeze Dried ◽  
Protein Motors ◽  
Associated Proteins

As part of a study on protein interactions involved in microtubule (MT)-based transport, we used the VG HB501 field-emission STEM to obtain low-dose dark-field mass maps of isolated, taxol-stabilized MTs and correlated these micrographs with detailed stereo images from replicas of the same MTs. This approach promises to be useful for determining how protein motors interact with MTs. MTs prepared from bovine and squid brain tubulin were purified and free from microtubule-associated proteins (MAPs). These MTs (0.1-1 mg/ml tubulin) were adsorbed to 3-nm evaporated carbon films supported over Formvar nets on 600-m copper grids. Following adsorption, the grids were washed twice in buffer and then in either distilled water or in isotonic or hypotonic ammonium acetate, blotted, and plunge-frozen in ethane/propane cryogen (ca. -185 C). After cryotransfer into the STEM, specimens were freeze-dried and recooled to ca.-160 C for low-dose (<3000 e/nm2) dark-field mapping. The molecular weights per unit length of MT were determined relative to tobacco mosaic virus standards from elastic scattering intensities. Parallel grids were freeze-dried and rotary shadowed with Pt/C at 14°.

Formation of Standing Waves in Radial Tires

1984 ◽  
Vol 12 (1) ◽  
pp. 44-63 ◽  
Author(s):  
Y. D. Kwon ◽  
D. C. Prevorsek
Keyword(s):  
High Speed ◽  
Critical Speed ◽  
Unit Length ◽  
Standing Waves ◽  
Rolling Resistance ◽  
Damping Coefficient ◽  
Circular Membrane ◽  
Critical Speeds ◽  
Steel Cord ◽  
The Individual

Abstract Radial tires for automobiles were subjected to high speed rolling under load on a testing wheel to determine the critical speeds at which standing waves started to form. Tires of different makes had significantly different critical speeds. The damping coefficient and mass per unit length of the tire wall were measured and a correlation between these properties and the observed critical speed of standing wave formation was sought through use of a circular membrane model. As expected from the model, desirably high critical speed calls for a high damping coefficient and a low mass per unit length of the tire wall. The damping coefficient is particularly important. Surprisingly, those tire walls that were reinforced with steel cord had higher damping coefficients than did those reinforced with polymeric cord. Although the individual steel filaments are elastic, the interfilament friction is higher in the steel cords than in the polymeric cords. A steel-reinforced tire wall also has a higher density per unit length. The damping coefficient is directly related to the mechanical loss in cyclic deformation and, hence, to the rolling resistance of a tire. The study shows that, in principle, it is more difficult to design a tire that is both fuel-efficient and free from standing waves when steel cord is used than when polymeric cords are used.

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