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EPA in conjunction with the Pesticide Educational Resources Collaborative (PERC) is making available a guide to help users of agricultural pesticides comply with the requirements of the 2015 revised federal Worker Protection Standard. You should read this manual if you employ agricultural workers or handlers, are involved in the production of agricultural plants as an owner/manager of an agricultural establishment or a commercial (for-hire) pesticide handling establishment, or work as a crop advisor.

This updated 2016 WPS How to Comply Manual supersedes the 2005 version. Changes to the standard have made the 2005 version obsolete. The first document below is the entire manual. The documents which follow are the individual chapters and appendixes.

A manual transmission (MT), also known as manual gearbox, standard transmission (in Canada, the United Kingdom, and the United States), or stick shift (in the United States), is a multi-speed motor vehicle transmission system, where gear changes require the driver to manually select the gears by operating a gear stick and clutch (which is usually a foot pedal for cars or a hand lever for motorcycles).

Early automobiles used sliding-mesh manual transmissions with up to three forward gear ratios. Since the 1950s, constant-mesh manual transmissions have become increasingly commonplace and the number of forward ratios has increased to 5-speed and 6-speed manual transmissions for current vehicles.

The alternative to a manual transmission is an automatic transmission; common types of automatic transmissions are the hydraulic automatic transmission (AT), and the continuously variable transmission (CVT), whereas the automated manual transmission (AMT) and dual-clutch transmission (DCT) are internally similar to a conventional manual transmission, but are shifted automatically.

Alternately, there are transmissions which facilitate automatic clutch operation, but the driver's input is still required to manually change gears; namely semi-automatic transmissions. These systems are based on the design of a conventional manual transmission, with a gear shifter, and are mechanically similar to a conventional manual transmission, with the driver's control and input still required for manually changing gears (like with a standard manual transmission), but the clutch system is completely automated, and the mechanical linkage for the clutch pedal is completely replaced by an actuator, servo, or solenoid and sensors, which operate the clutch system automatically, when the driver touches or moves the gearshift. This removes the need for a physical clutch pedal.

A manual transmission requires the driver to operate the gear stick and clutch in order to change gears (unlike an automatic transmission or semi-automatic transmission, where one (typically the clutch) or both of these functions are automated). Most manual transmissions for cars allow the driver to select any gear ratio at any time, for example shifting from second to fourth gear, or fifth to third gear. However, sequential manual transmissions, which are commonly used in motorcycles and racing cars, only allow the driver to select the next-higher or next-lower gear.

The design of most manual transmissions for cars is that gear ratios are selected by locking selected gear pairs to the output shaft inside the transmission. This is a fundamental difference compared with a typical hydraulic automatic transmission, which uses an epicyclic (planetary) design, and a hydraulic torque converter. An automatic transmission that allows the driver to control the gear selection (such as shift paddles or "+/-" positions on the gear selector) is called a manumatic transmission, and is not considered a manual transmission. Some automatic transmissions are based on the mechanical build and internal design of a manual transmission but have added components (such as computer-controlled actuators and sensors) which automatically control the timing and speed of the gear shifts and clutch; this design is typically called an automated manual transmission (or sometimes a clutchless manual transmission).

Contemporary manual transmissions for cars typically use five or six forward gears ratios and one reverse gear, however, transmissions with between two and seven gears have been produced at times. Transmissions for trucks and other heavy equipment often have between eight and twenty-five gears,[citation needed] in order to keep the engine speed within the optimal power band for all typical road speeds. Operating such transmissions often uses the same pattern of shifter movement with a single or multiple switches to engage the next sequence of gears.

Many of the first automobiles were rear-engined, with a simple belt-drive functioning as a single-speed transmission. The 1891 Panhard et Levassor is considered a significant advance in automotive transmissions since it used a three-speed manual transmission.[2][3] This transmission, along with many similar designs that it inspired, was a non-synchronous (also called sliding-mesh) design where gear changes involved sliding the gears along their shafts so that the desired cogs became meshed. The driver was therefore required to use careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh. This was difficult to achieve, so gear changes were often accompanied by grinding or crunching sounds, resulting in the gearboxes being nicknamed "crash boxes".[4] Even after passenger cars had switched to synchronous transmissions (i.e. with synchronizers), many transmissions for heavy trucks, motorcycles and racing cars remained non-synchronous, in order to withstand the forces required or provide a faster shift time.

The first car to use a manual transmission with synchromesh was the 1929 Cadillac,[5] however most cars continued to use non-synchronous transmissions until at least the 1950s. In 1947, Porsche patented the split ring synchromesh system, which went on to become the most common design for passenger cars.[6] The 1952 Porsche 356 was the first car to use a transmission with synchromesh on all forward gears.[7][8] In the early 1950s, most cars only had synchromesh for the shift from third gear to second gear (drivers' manuals in vehicles suggested that if the driver needed to shift from second to first, it was best to come to a complete stop beforehand).

Up until the late 1970s, most transmissions had three or four forward gear ratios, although five-speed manual transmissions were occasionally used in sports cars such as the 1948 Ferrari 166 Inter and the 1953 Alfa Romeo 1900 Super Sprint. Five-speed transmissions became widespread during the 1980s, as did the use of synchromesh on all forward gears.

Six-speed manual transmissions started to emerge in high-performance vehicles in the early 1990s, such as the 1990 BMW 850i and the 1992 Ferrari 456. The first 6-speed manual transmission was introduced in the 1967 Alfa Romeo 33 Stradale. The first 7-speed manual transmission was introduced in the 2012 Porsche 911 (991).[9]

A manual transmission has several shafts with various gears and other components attached to them. Most modern passenger cars use 'constant-mesh' transmissions consisting of three shafts: an input shaft, a countershaft (also called a layshaft) and an output shaft.[11]

In a modern constant-mesh manual transmission, the gear teeth are permanently in contact with each other, and dog clutches (sometimes called dog teeth) are used to select the gear ratio for the transmission. When the dog clutches for all gears are disengaged (i.e. when the transmission is in neutral), all of the gears are able to spin freely around the output shaft. When the driver selects a gear, the dog clutch for that gear is engaged (via the gear selector rods), locking the transmission's output shaft to a particular gear set. This means the output shaft rotates at the same speed as the selected gear, thus determining the gear ratio of the transmission.[16]

The dog clutch is a sliding selector mechanism that sits around the output shaft. It has teeth to fit into the splines on the shaft, forcing that shaft to rotate at the same speed as the gear hub. However, the clutch can move back and forth on the shaft, to either engage or disengage the splines. This movement is controlled by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft. Unlike some other types of clutches (such as the foot-operated clutch of a manual-transmission car), a dog clutch provides non-slip coupling and is not suited to intentional slipping.

In order to provide smooth gearshifts without requiring the driver to manually match the engine revs for each gearshift, most modern passenger car transmissions use 'synchromesh' (also called 'synchronizer rings') on the forward gears. These devices automatically match the speed of the input shaft with that of the gear being selected, thus removing the need for the driver to use techniques such as double-clutching. The synchromesh transmission was invented in 1919 by Earl Avery Thompson and first used on production cars by Cadillac in 1928.[17] 0852c4b9a8

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