omniomni/omni-engineering huggingface dataset:
Tour Signal. Tour Signal was a proposed skyscraper in La Défense and in Puteaux, France.

Design and development
Medea and Layetana were the developers with Ateliers Jean Nouvel as architects.

Location
West Gate was chosen as the location for the building in order to open the La Défense district to the municipality of Puteaux. The project’s ambition was to create a stronger polarity at the heart of the Île-de-France and develop a major attraction while relating the project to its natural and built environment and, lastly, embodying the various elements which strengthen the feeling that the project belongs in the district.

Outcome
The project was never built, and was cancelled in 2009. In 2009, Medea and Layetana announced they are not involved in the project anymore, and the new president of the EPAD Joëlle Ceccaldi-Raynaud declared her opposition to the tower which looks like an unaesthetic "monolith".

Structural type: highrise
Architectural style: modern
Materials: glass, steel and concrete
Design: http://skyscraperpage.com/cities/?buildingID=76763

Notes

Unbuilt buildings and structures in France
Bruce Sayers. Bruce Mc Arthur Sayers (6 February 1928 – 12 May 2008) was a British electrical engineer. He was a professor and served as head of the Department of Electrical Engineering and later head of the Department of Computing at Imperial College, London.

He was also Dean of the City and Guilds College for two terms.

He married Ruth Wools Humphery on the 30th August 1951 in the Presbyterian Church Frankston Victoria. By the winter of 1954 Bruce and Ruth had boarded the Italian Ship Flotta Laura bound for the UK.

Works
Source:
Sayers was born in Hampstead London on 6 February 1928 and moved to Melbourne with his parents. He was initially educated at the Royal Melbourne Institute of Technology (RMIT).  He graduated from Melbourne University with a first-class degree in Physics and Electrical Engineering. He then worked as an electronics design engineer before working in Imperial College as a research student. In 1968 he became Professor of Engineering Applied to Medicine.

During the 1960s Sayers established the Engineering in Medicine Laboratory, which became a research centre for physics and engineering applications to biomedical problems. In 1989, the laboratory eventually became the college's Centre for Biological and Medical Systems. Finally, in the 1990s, this became the Department of Bioengineering for Imperial College.

Throughout his career, Sayers published various research papers about signal processing and statistical techniques to biomedical problems. He worked with the World Health Organization to study the spread of many diseases. In the 1990s he worked in WHO's Advisory Committee on Heath Research (ACHR), chaired several subcommittees, and served as the vice-chairman of ACHR.

Sayers co-edited a book on Global Health and the Encyclopedia of Life Support Systems, which is sponsored by UNESCO, until his death.

References

External links
 

Academics of Imperial College London
British computer scientists
British electrical engineers
1928 births
2008 deaths
Deans of the City and Guilds College
LVG C.II. The LVG C.II was a 1910s German two-seat reconnaissance biplane designed at the Luft-Verkehrs-Gesellschaft for the Luftstreitkräfte.

Development
The C.II was developed from the LVG B.I, with the pilot and observer positions reversed, adding a ring-mounted machine gun to the rear. The increase in weight required a larger engine, the Benz Bz.III. Few C.I's were built before the C.II was introduced. It incorporated structural improvements and a more powerful engine.

Operational history
The C.IV was the first fixed-wing aircraft to bomb London, when six bombs were dropped near Victoria Station on 28 November 1916.  (The first air raid on London was by the Zeppelin LZ 38, in the early hours of 1 June 1915.)

Variants
LVG C.I - initial design, 120 kW (160 hp) Benz Bz.III engine.
LVG C.II - production version.
LVG C.III - single experimental aircraft, observer and machine gun moved to front.
LVG C.IV - slightly larger, 160 kW (220 hp) Mercedes D.IV engine.

Operators

Luftstreitkrafte
Kaiserliche Marine

Swiss Air Force

Specifications (C.II)

See also

Notes

References

 Donald, David, The Encyclopedia of World Aircraft (pg 553). (1997). Prospero Books. 

 van Wyngarden, G (2006). Early German Aces of World War I, Osprey Publishing Ltd. 

1910s German military reconnaissance aircraft
Biplanes
Single-engined tractor aircraft
C.II
Aircraft first flown in 1915
Aircraft with fixed conventional landing gear
Francisco de Albear. Francisco de Albear y Fernández de Lara (January 11, 1816, Havana – October 22, 1887, Havana) was a Spanish engineer from Cuba.

Biography
Son of Colonel Francisco de Albear y Hernández, governor of the Morro Castle of Havana he was sent to study in mainland Spain and graduated in 1839 from the Military Engineering School of Guadalajara, Spain, with the rank of lieutenant. He was assigned to the Corps of Engineers of Cuba in 1845. Eventually, he reached the rank of brigadier general of the Royal Corps of Engineers, being in charge of over 182 projects in Cuba. He also was involved in scientific research, and was member of various scientific institutions among which: the Royal Academy of Sciences of Madrid (Spanish Royal Academy of Sciences ) (corresponding member), the Royal Geographic Society of Spain (Real Sociedad Geográfica de España) (founding member), the Scientific Society of Brussels (Société Scientifique de Bruxelles) the Royal Economic Society of the Friends of the Country of Havana (Sociedad Económica de los Amigos del País de la Habana) and the Royal Academy of Medical, Physical and Natural Sciences of Havana (Real Academia de Ciencias Médicas, Físicas y Naturales de La Habana), being vicepresident of the latter. 

His main achievement was the project for the catchment of the Vento springs and their conveyance to Havana for the water supply of the city, now known as the Acueducto de Albear. The project was designed in 1855 and the construction started in 1861,  being completed only in 1893. The project was distinguished with the Gold Medal of the Éxposition universelle of Paris 1878. The aqueduct is still in operation.

For his merits he was awarded the title of marquess of San Felipe and distinguished with the Great Cross of the Royal and Military Order of San Hermenegildo, Knight of the Royal and military order of San Fernando (Real y militar Orden de San Fernando) and the Order of Military Merit. 
A park in Havana is named after Francisco de Albear and a statue by José Vilalta Saavedra was erected in the park and inaugurated on March 15, 1895.

See also
Acueducto de Albear
José Vilalta Saavedra

References

1816 births
1887 deaths
Cuban civil engineers
Laureate Cross of Saint Ferdinand
People from Havana
Spanish people in Spanish Cuba
19th-century Cuban people
Warehouse Point railroad bridge. The Warehouse Point railroad bridge is a girder bridge with a truss main span crossing the Connecticut River between Enfield and Suffield, Connecticut. It carries Amtrak's New Haven–Springfield Line. The bridge has spaces for two tracks, but only one is connected to the mainline. It is one of a few iron bridges erected in the United States before the end of the American Civil War.

History
A wooden Howe truss railroad bridge was originally constructed in 1843 at this site by the Hartford and Springfield Railroad Company. In 1865–66, a new bridge (designed by James Laurie) was constructed to replace the old one. The bridge was built in sections in England and shipped to the United States. The pieces were then riveted together on site. The bridge was rebuilt and double-tracked in 1903–04.

In mid-2023, Amtrak applied for a federal grant to replace the bridge. In November 2024, Amtrak was awarded $8 million for replacement planning.

See also 
 List of crossings of the Connecticut River

References

Further reading

External links

Bridges over the Connecticut River
Railroad bridges in Connecticut
Enfield, Connecticut
Suffield, Connecticut
Bridges in Hartford County, Connecticut
Bridges completed in 1843
Bridges completed in 1866
Bridges completed in 1904
1843 establishments in Connecticut
Girder bridges in the United States
Truss bridges in the United States
Benzylacetone. Benzylacetone (IUPAC name: 4-phenylbutan-2-one) is a liquid with a sweet, flowery smell that is considered to be the most abundant attractant compound in flowers (e.g. Coyote Tobacco, Nicotiana attenuata) and one of volatile components of cocoa.

It can be used as an attractant for melon flies (Bactrocera cucurbitae), in perfume, and as an odorant for soap.

It can be prepared by the hydrogenation of benzylideneacetone.

See also
 Odor
 Pheromone
 Fragrances

References

External links
 Fluka 4-Phenyl-2-butanone
 NIST 4-Phenyl-2-butanone

Ketones
Flavors
Perfume ingredients
Phenyl compounds
Benzyl compounds
Sweet-smelling chemicals
John William Kendrick. John William Kendrick (October 14, 1853 – February 16, 1924) was chief engineer, general manager and vice-president of the Northern Pacific Railway and later vice-chairman of the board of the Atchison, Topeka and Santa Fe Railway.

Biography
He was born on October 14, 1853. He entered railway service in 1879 as levelman construction party in Yellowstone River Valley for the Northern Pacific Railroad, since which he has been consecutively 1879 to 1880, location work; 1880 to 1883, in charge of construction of 160 miles of Missouri and Yellowstone divisions; 1883 to 1888, chief engineer, St. Paul and Northern Pacific Railroad, in charge of main line and terminals between Brainerd, Minnesota and St. Paul, Minnesota; 1888 to July, 1893, chief engineer, Northern Pacific Railroad and leased lines; July, 1893, to February 1, 1899, general manager for receivers, same road and reorganized road, the Northern Pacific Railway; February 1, 1899 to date [1901], second vice-president.

From June 5, 1901, to October 4, 1905, Kendrick was third vice-president Atchison, Topeka and Santa Fe Railway, in charge of operation. From October 4, 1905, to June, 1911, he vice-president in charge of operation. From 1911 onwards he was a consulting railway expert.

John William Kendrick was later vice-chairman of the Atchison, Topeka and Santa Fe Railway. In the 1890s he formulated the engineering plans the reconstruction of the Northern Pacific Railway after its construction era, a period during which the Northern Pacific endured two receiverships and corporate reorganizations. At the dawn of the Twentieth Century he joined the Santa Fe, helping usher in an era of scientific management on that road. John William Kendrick played a vital and active role in the construction and formulation of business policies at two of the largest corporations in the American West.

He died on February 16, 1924.

References

Further reading
 Bryant, Keith L. Jr. History of the Atchison, Topeka and Santa Fe Railway. Lincoln [Neb.]: University of Nebraska Press, 1992, various.
 Busbey, T. Addison, editor. The Biographical Directory of the Railway Officials of America, 1901 edition. Chicago [Ill.]: Railway Age and Northwestern Railroader, 1901, p. 298.
 No author. Men of 1914: An Accurate Biographical Record of Prominent Men in All Walks of Life Who Have Achieved Success in Their Chosen Vocations in the Various Civil, Industrial, and Commercial Lines of Activity. Chicago: American Publishers' Association, 1915. Available on the Web at en.wikisource.org/wiki/Men_of_1914/K.
 WPI Journal. "People of the Century: Building Iron Rails." Worcester Polytechnic Institute: Spring, 1988. Available on the Web at: www.wpi.edu/News/Journal/Spring98/rails.html. Ironically, four of the five WPI civil engineering graduates listed in this article are early veterans of the Northern Pacific!

1853 births
1924 deaths
People from Worcester, Massachusetts
Northern Pacific Railway people
Atchison, Topeka and Santa Fe Railway people
American civil engineers
Worcester Polytechnic Institute alumni
Edward J. Pearson. Edward Jones Pearson (October 4, 1863 - December 7, 1928) was president of the New York, New Haven and Hartford Railroad.

Early life and education
He was born on October 4, 1863, in Rockville, Indiana. He attended Cornell University, where he graduated with a degree in engineering.

Career
Entered railway service: 1880 as rodman Missouri Pacific, since which he has been consecutively to 1883, in Engineering Department Missouri–Kansas–Texas Railroad and Atlantic and Pacific Railroad; 1883 to 1885, assistant engineer, Northern Pacific; 1885 to April, 1890, supervisor, Bridges, Buildings and Water Supply, Minnesota and St. Paul divisions; April, 1890, to May, 1892, division engineer, Eastern Division of same road; May, 1892, to May, 1894, principal assistant engineer at Chicago in charge of construction of Chicago Terminal Lines and of work on the Wisconsin Central Lines being operated by the Northern Pacific; May, 1894, to August, 1895, superintendent, Yellowstone Division, Glendive, Montana; August, 1895, to December, 1898, superintendent, Rocky Mountain Division, Missoula, Montana; December, 1898, to April, 1902, superintendent, Pacific Division, Tacoma, Washington; April, 1902, to September, 1903, assistant general superintendent; September, 1903, to May 1, 1904, acting chief engineer, and May 1, 1904, to December, 1905, chief engineer; December 1905, to date, chief engineer, Pacific Railway.
 Later president of the Milwaukee Road.

In 1916, he was president of the Texas Pacific Railroad when he was hired as a vice president of the New York, New Haven and Hartford Railroad.

Death
He died on December 7, 1928, at Johns Hopkins Hospital in Baltimore, Maryland.

References

1863 births
1928 deaths
20th-century American railroad executives
Cornell University College of Engineering alumni
People from Rockville, Indiana
Sikorsky S-20. The Sikorsky S-20 (named after its designer) or RBVZ S-XX (named after its manufacturer) was a Russian single-bay unequal span two-seat biplane designed by Igor Sikorsky in 1916. Displaying some Nieuport influence, it saw very little service during World War I.

Five S-XX aircraft were built in September 1916, with the first two powered by the 100 hp Gnome rotary engine which had powered its predecessor, the RBVZ S-XVI. However, the other three were powered with the 120 hp Le Rhone engine, with which they were allegedly faster than the French Nieuport 17.

Operational history
The S-XX saw little service because it was viewed as inferior to newer enemy aircraft, and no series production was undertaken. As such, only five aircraft were ever produced.

List of operators
 
 Imperial Russian Air Service

Specifications

References

Bibliography

 William Green and  Gordon Swanborough. The Complete Book of Fighters. Colour Library Direct, Godalming, UK: 1994. .

1910s Russian fighter aircraft
S-020
Single-engined tractor aircraft
Rotary-engined aircraft
Biplanes
Aircraft first flown in 1916
Avro 521. The Avro 521 was a British two-seat fighter first flown in late 1915, based on the 504. Only a prototype of the Avro 521 was built. It was powered by a 110 hp (80 kW) Clerget engine, with provision for a .303 in (7.7 mm) Lewis Gun in the rear cockpit.

Operational history
The prototype underwent trials with the RFC in early 1916, and 25 aircraft were subsequently ordered. However, this contract was cancelled, and there is no evidence of any other Avro 521 being built. The prototype crashed at Central Flying School Upavon on 21 September 1916, killing pilot Lieutenant W.H.S. Garnett.

Specifications

References

Bibliography
 William Green and  Gordon Swanborough. The Complete Book of Fighters.  Colour Library Direct, Godalming, UK: 1994. . 
 Jackson, A.J. Avro Aircraft since 1908. London:Putnam, 1990. .

1910s British fighter aircraft
521
Biplanes
Aircraft first flown in 1915
Rotary-engined aircraft
Avro 530. The Avro 530 was a British two-seat fighter biplane designed in 1916 to compete with the Bristol F.2A. The plane was first flown in July 1917. It was of fabric-covered wooden construction, powered by a 200 hp (150 kW) Hispano-Suiza engine.

Operational history
Although performance of the Avro 530 proved to be good, it did not improve sufficiently on the Bristol F.2A and as such no production orders were issued. Another issue was that priority for the Hispano-Suiza engines which powered the 530 was being given to the S.E.5a. In 1918, a second 530 was fitted with a 200 hp (150 kW) Sunbeam Arab engine, but development was subsequently abandoned.

Specifications (first prototype)

References

Further reading

 

1910s British fighter aircraft
530
Aircraft first flown in 1917
Biplanes
Euler D.II. The Euler D.II was a German single-seat fighter, the successor to the earlier Euler D.I. The D.II was essentially a re-engined Euler D.I, the air-frame being virtually unchanged and the power plant being a 100 hp Oberusel U I 9-cylinder rotary.

Operational history
30 D.II fighters were ordered by the German air force in March 1917, however due to slow production these were not delivered until December 1917. As a result, the D.II was relegated to the role of a trainer aircraft for the rest of the war.

Operators

Luftstreitkräfte

Specifications

References

Further reading
 William Green and  Gordon Swanborough. The Complete Book of Fighters.  Colour Library Direct, Godalming, UK: 1994. .

1910s German fighter aircraft
Sesquiplanes
Rotary-engined aircraft
Aircraft first flown in 1917
Heinkel He 49. The Heinkel He 49 was a German single-bay, single-seat biplane of mixed construction armed with two machine guns. Four variants were made, the He 49a, He 49b, He 49c and He 49d.

Variants
Data from:
HD 49 original Heinkel designation for the He 49, before allocation of the Reichsluftfahrtministerium (RLM) designations.
He 49Lgeneric designation for any of the He 49 landplane variants.
He 49Wgeneric designation for the He 49 floatplane variant.
He 49aThe first prototype, (originally HD 49), was flown in November 1932
He 49bthe second prototype followed in February 1933, with a modified fuselage to make it  longer, powered by a BMW VI 6.0 V-12 engine.
He 49bWThe He 49b turned into a floatplane
He 49cThe third prototype
He 49dlater prototype Heinkel He 51

Specifications (Heinkel He 49b)

References

Heinkel He 049
He 049
Aircraft with fixed conventional landing gear
Aircraft first flown in 1932
Single-engined piston aircraft
Pfalz Dr.I. The Pfalz Dr.I was a German fighter prototype of World War I. Official interest in the potential of the triplane configuration for single-seat fighters prompted Pfalz to develop the Dr.I. It underwent initial testing in October 1917, and an initial batch of 10 aircraft were shipped to the Front and arrived in April 1918.

Operational history
Service pilots involved in testing the Dr.I considered it too slow and its Sh III engine too unreliable for frontline use and no further examples were produced. Jasta 73 was equipped with this aircraft in 1918.

List of operators

Luftstreitkrafte

Specifications

References

Further reading

 

1910s German fighter aircraft
Dr.I
Triplanes
Rotary-engined aircraft
Aircraft first flown in 1917
DRG Class 02. The German DRG Class 02 (Baureihe 02 or BR 02) engines were standard (Einheitslokomotiven) express train locomotives with the Deutsche Reichsbahn-Gesellschaft. Number 02 001 was the first Einheitsdampflokomotive in the DRG to be completed.

In procuring a standard express train steam locomotive, the Deutsche Reichsbahn carried out a comparison between a superheated two-cylinder type (the DRG Class 01) and a four-cylinder compound locomotive (the Class 02). Ten examples of each type were built from 1925, and the Class 02 vehicles were given operating numbers 02 001 – 02 010. The first eight engines were manufactured in 1925 by the firm of Henschel, two more were built in 1926 by Maffei.

Because the Class 02 steam engines were badly designed, the compound engine could only produce a high level of power at speeds of over 70 km/h. In addition, below 100 PSi its steam consumption was higher than that of the Class 01.

Compared with the Class 01s, these engines had a complicated, and therefore maintenance-intensive, drive; as a result no more were ordered. From 1937 to 1942 the vehicles were successively converted to two-cylinder simple operation and regrouped as Class 01s with the new numbers 01 011 and 01 233 to 01 241. 

The first eight engines were equipped with  2'2' T 30 tenders; the other two with 2'2 T 32 tenders. Later on, the second tender was coupled to all of the first eight engines as well.

See also
 List of DRG locomotives and railbuses

Literature

External links 
 Photos of locomotive 02 003

02
4-6-2 locomotives
02
Henschel locomotives
Railway locomotives introduced in 1925
Compound locomotives
Maffei locomotives
Passenger locomotives
Standard gauge locomotives of Germany
2′C1′ h4v locomotives
DRG Class 23. The German Class 23 (Baureihe 23 or BR 23) engines of the Deutsche Reichsbahn (DRG) were standard (Einheitslokomotiven) steam engines that were conceived as a replacement for the  Prussian P 8 by the Schichau Works. They were given the same boiler as the Class 50s which were developed in parallel and, like them, the newly developed 2'2' T 26 tender with its front wall that protected train crews during reverse running.

In 1941 the two prototypes were built and delivered. The procurement of 800 locomotives had been planned, however the constraints of the Second World War meant that they never entered full production.

After the war the two locomotives, with operating numbers 23 001 and 23 002, went to the DR in East Germany and were variously stabled in Berlin, Brandenburg an der Havel, Jüterbog and Halle. In 1961, number 23 001 was given a Reko boiler with combustion chamber, developed for the Class 50. In 1970 the locomotive was given EDP number 35 2001–2. Number 23 002 was to be reconstructed, but was retired however in 1967 due to damage to the frame and scrapped.
Number 23 001 was scrapped in 1975 in Cottbus, as it could no longer serve any useful purpose.

After the war, the design of these Class 23 locomotives formed the basis for the new DB Class 23 and DR Class 23.10 locomotives which received the same class designation.

See also
 List of DRG locomotives and railbuses

References

23
2-6-2 locomotives
23
Railway locomotives introduced in 1941
Passenger locomotives
Standard gauge locomotives of Germany
1′C1′ h2 locomotives
Schichau-Werke locomotives
Avro 527. The Avro 527 was the last Avro two-seat fighter derivative of the basic 504 design. It was built early in 1916 for trial by the Royal Flying Corps, with the features of the Royal Naval Air Service (RNAS) Avro 504G but with a much more powerful engine; it did not reach production.

Design and development
The RNAS Avro 504G was a  Gnome rotary-engined version of the Avro 504B with forward-firing Vickers guns and a Scarff ring-mounted Lewis gun in the rear cockpit. The Avro 527 was an equivalent two-seat fighter reconnaissance derivative version of the 504 intended for the RFC with the much more powerful,   Sunbeam Nubian water-cooled engine. It used standard 504K wings and a central skid, single-axle undercarriage. Naval 504s had mostly been fitted with a vertical tail with a generous fixed fin, in contrast to RFC machines with the all-moving, comma-shaped rudder, and the 527 retained the fin as used by RNAS 504s. The engine installation was very different from other 504s, with two tall, almost vertical exhaust pipes, one from each bank of the upright V-eight Nubian, discharging just above the upper wing.  Its radiator was mounted edge on (longitudinally) between the wings.

The 527 first flew sometime in 1916.  A version with wings of 42 ft (12.3 m) span was considered, the 527A, but there is no record of it flying.

Operational history
When trialled by the RFC, pilots found that it did not climb well and that their view was obscured by the large engine, its radiator and exhausts. As a result, production was not pursued and only one aircraft was ever built.

List of operators
 -
Royal Flying Corps

Specifications (Avro 527)

References

 

1910s British fighter aircraft
527
Aircraft first flown in 1916
Biplanes