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Religious controversy in Boston sheds new light on First Amendment history. Fleet, with Evening Post, provided libertarian model

In many countries, diverse legislations are today asking for more rational use of energy. For this reason, several initiatives are nowadays promoting a reduction of the overall energy consumption. The European Union has published a Directive 2009/125/EC which fix eco-design requirements to energy-related products. One of these products is power transformers which are a basic piece of generation, transmission, distribution and consumption of electrical energy. The operation of these machines implies the transformation of energy, a part of this energy is dissipated in electrical and magnetic circuits. The amount of losses produce by transformers is defined during the design of these machines. So, they must comply with the above EU Directive. In fact, the Official Journal of the European Union has set a list of energy efficiency limits to be fulfilled by new machines sold in Europe (Commission Regulation 548/2014). This article presents three parts. The calculation of the maximum performance is presented in the first part. This is independent of the load percentage, the impedance and the voltage level. A description of the European fleet of power transformer, up to 100MVA is presented on the second section. In the last part of this work, the efficiency of the fleet is analysed using the maximum performance concept and considering the EU Regulation.

Constrained by spending caps, Navy officials characterized this year's budget request as one full of "hard choices" where readiness was prioritized while taking risk in future capabilities. In reality, the risks are now and later.
The post The Navy Needs to Fix Its Cash Flow Problem to Grow the Fleet appeared first on American Enterprise Institute - AEI.

I study the role of Voluntary Fleet in the expansion of shipping operation in 1891-1914 between the European and Far Eastern regions of Russia. My paper presents the first comprehensive assessment of the efficiency of the state shipping enterprise and contributes to a valuation of commercial performance of sea freight and passenger transportation during Russian Empire. Empirical analysis reveals a robust relationship between the state support and the stability of cabotage operations. I also find that revenue growth of a state-owned company was mainly driven by an increase in transportation of commercial cargo incomes. Using archived papers, the corporate statistics, and duma debates, it establishes that the attempts to volume and activity of interregional transportation led to a major changes in the principles of government regulation that the origins of the reform lay in the desire to support cargo transportation rather than passengers that reform was characterized by cooperation between officials and business circles and that the legislative acts (of 1892, 1902, 1912, 1914), although deficient in some respects, created the bases for future public-private partnership. This parallels findings, that development of the transport business was to a large extent caused by increase top earned incomes, owing to infrastructure sector of Russia transformations, regional innovations of the government, and private interests associated with the processes of international trade cooperation. My findings offer support to arguments that the government support may have accelerated the transformations in the shipping business and contributed to commercial orientation in the state-owned company's activities.

Expert working groups EWG-14-12 / 14-21 were convened under STECF to assess balance indicators for key fleet segments, review national reports on Member States efforts to achieve balance between fleet capacity and fishing opportunities, and assess Action Plans submitted for fleet segments where Member States identified structural overcapacity. EWG-14-12 was held in Salerno, Italy from the 27-31 October 2014; EWG-14-21 was held in Ispra, Italy from the 13 – 15 January 2015. Independently calculated balance indicators, based on DCF economic data and stock assessment information were provided to experts, and the evaluation of these balance indicators is reported here. Member State fleet capacity reports were assessed by using the scoring system developed and applied in previous STECF EWGs. Fleet segment Action Plans submitted by Member States for fleet segments with identified structural overcapacity as identified by the Member States in their reports in line with Article 22.4 of Regulation (EU) 1380/2013 were evaluated for the first time. The Commission requests that an analysis of balance between fleet capacity and fishing opportunity be made using a standard approach across all EU fleet segments and based on DCF information. Where possible, evaluation should use data reference year 2009 to 2012 or 2013 if data are available. In 2012 the assessed fleet segments represented over 70% of the value of landings of the EU. The objective is to increase this percentage in the next few years. ; peer-reviewed

"The Royal Canadian Navy crews that sailed the Atlantic during the early Cold War held a contemptuous view of their West Coast brethren, likening the Pacific fleet to a "yacht club" where sailors enjoyed a life of leisurely service on a tranquil sea. As Maritime Command Pacific demonstrates, nothing could be further from the truth. The first comprehensive history of the Pacific fleet from 1945 to 1965, it begins by exploring how Maritime Command Pacific (MARCAP) weathered postwar downsizing only to face rapid expansion in the wake of the Korean War. As Cold War tensions mounted, defense planning evolved, leading to joint US-Canadian naval operations and the development of the ALCANUS accord to protect the west coast of Alaska, Canada, and United States. David Zimmerman animates the lives of the men who served during this twenty-year period, recounting how they contended with drifting Japanese mines, joint US-Canadian training exercises, and the threat of Soviet submarines--all while patrolling a rugged coastline known, in part, as the "Graveyard of the Pacific." Along the way, he establishes that the Pacific fleet was definitely not a yacht club."--

The article deals with the regulations and the practical implementation of the cruising service of the Black sea fleet in the 1860s. The attention is also paid to the issues of armament of ships and their participation in the suppression of smuggling. There are used as materials the documents of the Central state archive of the Navy (St. Petersburg, Russian Federation), introduced into scientific circulation for the first time, and scientific publications on the research topic. The methodological basis of the study was the principles of objectivity and historicism, suggesting an unbiased approach to the analysis of the studied problems, a critical attitude to the sources, the judgments in the analysis of the totality of the facts and the screening phenomena in the development and the context of the historical situation. This is important when studying the extent of smuggling and countering it. The comparative method was applied during the work, which allowed to correlate the regulations and the practical implementation of cruising service. In conclusion the authors stated that military courts continued the cruising service in 1860s, which was aimed at curbing the Turkish smuggling. In order to avoid the complications in diplomatic relations with the foreign states there was spelled out in detail the terms under which the smuggling ship could be considered as lawful prize. The significant scale of smuggling in the 1860s is evidenced by the fact that only in 1863, the courts of the Black sea fleet intercepted 16 smuggling vessels. Copyright © 2017 by Academic Publishing House Researcher s.r.o. Copyright © 2017 by Sochi State University.

Item 1016-A, 1016-B (MF). ; Shipping list no.: 91-456-P. ; Distributed to some depository libraries in microfiche. ; Mode of access: Internet.

Even at first glance, one can see remarkable similarities in the topography, geography and patterns of land use of the west coast republics of South America and of the states of Australia which stretch along that continent's eastern and southeastern shores. Not only are the latitudinal parameters comparable, but similarities in climate and patterns of agriculture abound. The resemblances are particularly defined as we consider the geographical extravagance of Chile and compare it alone to the eastern edge of Australia.

The reign of Peter the Great (1682-1725), long regarded as the turning point in the Europeanization of Russia, witnessed the establishment of Russia's first modern navy, the Azov Sea fleet. Its creation evokes a fundamental question about the era: was Peter a reformer or a revolutionary? This three-part study examines Russia's maritime experience in the 17th and early 18th centuries in order to address this central question. The author argues that Peter's development of the navy was revolutionary in the scale and level of technology brought to fruition through the reform of existing political

The first disagreements between Russia's Provisional Government and the Ukrainian Central Rada emerged in the spring and summer of 1917, right after the proclamation of the Rada's First Universal and the formation of the Ukrainian executive body, the General Secretariat. The arrival in Kiev in July 1917 of the Russian governmental delegation, consisting of Alexander Kerensky, Irakly Tsereteli and Mikhail Tereshchenko, and the attempts to work out a compromise—which found their embodiment in the Second Universal—led, in fact, to the political crisis in Petrograd. The majority of the Kadet ministers refused to approve the results of the negotiations in Kiev and tendered their resignations.

This article examines how high command in the Soviet Red Navy responded to reportedly high levels of venereal diseases in the Black Sea fleet in the mid-1920s. Illness in the fleet posed a threat to national security, especially during the first unstable decade of the Soviet Union's existence. Naval command and the municipal authorities of the Crimean Autonomous Soviet Socialist Republic (Crimean ASSR) targeted three main points for reform: the source of infection, those who became infected, and the urban space of Sevastopol. The majority of studies of venereal diseases in military populations have been situated within wartime, whereas this article explores the construction of disease during peacetime to interrogate how the naval and municipal authorities in the Black Sea justified intervention into the private, and intimate, lives of sailors and the wider population.

The article explores the life and activity in 1917–1918 of Roman Romanovich Levgovd, a staff officer in the Black Sea Fleet. At the beginning of the revolutionary events of 1917, he was one of the most politically active officers in Sevastopol. Levgovd was one of the first officers included in the electoral revolutionary body, the Sevastopol Central Military Executive Committee. He played an important role in the first convocation of the Sevastopol Soviet, was a member of the Soviet's governing bodies, searched through the Crimean estates of the Romanov family, and resolved conflicts between officers and sailors. He was involved in the confrontation between the Sevastopol Soviet and the Commander of the Black Sea Fleet, A.V.Kolchak, where he defended the Soviet's position. As a representative of the Sevastopol Soviet, he participated in the First All-Russian Congress of Soviets. In the second half of 1917, Levgovd left active political activity. At the beginning of 1918 he joined the Black Sea Central Fleet and was engaged in manning the crews of ships on new civilian principles. He twice visited Moscow as part of Black Sea delegations, who tried to influence decisions about the Black Sea Fleet in 1918 and to prevent the loss of ships. In 1918 Levgovd commanded the Novorossiisk fortified area. Having been captured by the Whites, he was sentenced to six years of penal servitude for active support of the Soviet authorities. In 1920 he again served in the Red Army. After the Civil War, he was in the military and diplomatic service. He wrote three short small memoirs and was a victim of political repression (and was shot in 1938). © 2018 Saint-Petersburg State University. All rights reserved.