omniomni/omni-engineering huggingface dataset:
Sealcoat. Sealcoating, or pavement sealing, is the process of applying a protective coating to asphalt-based pavements to provide a layer of protection from the elements: water, oils, and U.V. damage. 

The effects of asphalt sealers have been debated. Asphalt sealing is marketed as increasing the life of the asphalt, but there is no independent research that proves these claims. Asphalt sealing can also make the asphalt more slippery and impact the environment.

Detriments to sealcoat
 
Pavement sealcoat products come in a variety of standards.  For example, refined tar-based sealer offers the best protecting against water penetration and chemical resistance.  Asphalt-based sealer typically offers poor protection against environmental, chemical and harsher climates (salt water).  Petroleum-based sealer offer protection against water and chemicals somewhere between the other two sealers.  Another difference between coatings is in terms of wear.  Again, refined tar-based sealer offers the best wear characteristics (typically 3–5 years) while asphalt-based sealer may last 1–3 years.  Petroleum-based sealer falls between refined tar and asphalt.

There are concerns about pavement sealer polluting the environment after it is abraded from the surface of the pavement.  Some states in North America have banned the use of coal tar–based sealants primarily based on United States Geological Survey studies.

Types
There are primarily five types of pavement sealers. 

These are commonly known as: 

 Refined tar-based (coal tar based)
 Asphalt-based
 Acrylic (Paint)
 Fast Dry
 Oil-based

All five have their advantages and disadvantages, but are typically chosen by the preference unless otherwise specified.

Application methods
Prior to application the surface must be completely clean and dry using sweeping methods and/or blowers.  If the surface is not clean and dry, then poor adhesion will result. Pavement sealers are applied with either pressurized spray equipment, or self-propelled squeegee machines or by hand with a brush. Equipment must have continuous agitation to maintain consistency of the sealcoat mix. The process is typically a two-coat application which requires 24 to 48 hours of curing before vehicles can be allowed back on the surface. Once the surface is properly prepared, then properly mixed sealer will be applied at about 1.5 square meters per liter (60 sq ft per U.S. gal; 72 sq ft per Imp gal) per coat.

Polycyclic aromatic hydrocarbons
Some studies that suggest that refined coal tar sealants are a significant contributor to polycyclic aromatic hydrocarbon levels in streams and creek beds and that the continual application of sealcoats may be a significant factor. As a result, more than 100 units of government in the United States have banned this material. The same studies also suggest that it can be harmful if ingested before curing and ingesting soil or dust contaminated by eroded coal tar sealant. It is also known to have effects on fish and other animals that live in water.

See also 
 Road surface

References

Pavements
Petroleum products
Asphalt
De Havilland T.K.5. The de Havilland T.K.5 was an unflown 1930s British single-seat canard research aircraft, designed and built by students of the de Havilland Technical School.

Design and development
The T.K.5 was built by students at Stag Lane Aerodrome between 1938 and 1939. It was a low-wing monoplane with a 140 hp (104 kW) de Havilland Gipsy Major IC piston engine driving a pusher propeller.
The only T.K.5, registered G-AFTK, was tested by Geoffrey de Havilland in 1939 but it refused to leave the ground and was scrapped.

Specifications

See also

Notes

References

T.K.5
1930s British experimental aircraft
Canard aircraft
Single-engined pusher aircraft
Low-wing aircraft
Aircraft with fixed tricycle landing gear
Single-engined piston aircraft
Integrated Sensor is Structure. The Integrated Sensor is Structure (ISIS) was a program managed by the United States Air Force (USAF) Research Laboratory to research the feasibility of using an unmanned airship as a high-altitude aerial reconnaissance and surveillance platform. It is sometimes called Integrated Sensor is the Structure, as a fundamental innovation was the use of the airship structure as the sensing component of a state-of-the-art radar system.

In 2006, contracts were awarded to Raytheon for development of a large-area, light, Active electronically scanned array antenna which could be bonded to the structure of a blimp, Northrop Grumman for antenna development, and Lockheed Martin for development of the airship. As proposed, the -long surveillance airship could be launched from the US and stationed for up to 10 years at an altitude of , observing the movement of vehicles, aircraft, and people below. At that altitude, the airship would be beyond the range of most surface-to-air and air-to-air missiles. The airship would be filled with helium and powered, at least in part, by solar-powered hydrogen fuel cells.

On March 12, 2009, the USAF announced that it had budgeted $400 million for work on ISIS . In April 2009, DARPA awarded a $399.9 million contract to Lockheed Martin as the systems integrator and Raytheon as the radar developer for phase three of the project: the construction of a one-third scale model, which would remain in the air for up to a year. The ultimate goal was to provide radar capable of delivering persistent, wide-area surveillance tracking and engagement of air targets within a 600-kilometer area and ground targets within a  area, according to DARPA. The model blimp was to have radar coverage of about 7,176 square yards (6,000 square meters) and be tested at an altitude of  above the ground. The contract initially awarded $100 million to the two companies, with the rest to follow in phases, with a completion date of March 2013.

As of 2012, the development of the airframe had been delayed to focus on "radar risk reduction". The United States Department of Defense ended the program in 2015. $471 million had been spent from 2007 through 2012.

See also
 Buoyancy compensator (aviation)
 High-altitude platform station
 TCOM Blue Devil

References

External links

Hydrogen technologies
DARPA projects
Problem-oriented development. Problem-Oriented Development is an emerging paradigm of computing that emphasises problems (as opposed to requirements) as the primary subject of scrutiny by software engineers. As such, Problem-Oriented Development is concerned with:
 Investigating the structure of organisational problems as addressed by Software Engineering;
 Providing formalisms for modelling and representing problems;
 Providing guidance and frameworks for problem analysis and decomposition;
 Defining techniques for formally justifying solutions (e.g. by associating problem components with solution components);
 Supporting knowledge reuse during problem analysis (e.g. through problem patterns).

Specific Approaches 
 Problem-Oriented Software Engineering provides a formal definition of problems, and a framework for associating problems with solutions through formal, logical arguments;
 Problem Frames provide a framework for defining empirical models of software engineering problems which are grounded in the physical world. The Problem Frames approach also provides a set of elementary problem patterns;
 The Domain Theory  hypothesises a set of cognitive "deep structures" corresponding to components of domain knowledge and draws on these to provide a framework for modelling software problems.

Research Influences of Problem-Oriented Development 

Knowledge Engineering is a field of computer science which offers a significant body of work on problem-solving methods. Problem-solving methods are patterns of reasoning that are applied to solve specific problems. The work on problem abstractions within knowledge engineering can therefore provide a basis for research in software engineering.

Cognitive Science, which may be defined as the study of the nature of intelligence, offers a basis for studying the cognitive structures that domain experts develop of problems, as well as for better understanding human approaches to problem solving. The Domain Theory is one example of the influence of cognitive science in Problem-Oriented Development research.

Events 
 The First International Workshop on Problem-Oriented Development (POD-2009) will be hosted by the TOOLS-EUROPE 2009 conference.

References 

Software development process
Certified audio engineer. Certified Audio Engineer (CEA) is a title granted to an individual that successfully meets the experience and examination requirements of the certification.  The certification is regulated by the Society of Broadcast Engineers.  

The SBE certifications were created to recognize individuals who practice in career fields which are not regulated by state licensing programs. Audio engineering is not a concern of civil or governmental regulation.

External links 
 SBE Certified Audio Engineer (CEA) Requirements & Application
 SBE Official Website

See also 
List of post-nominal letters

Professional certification in engineering
Piero Baglioni. Piero Baglioni (born 1952, in Florence) is an Italian chemist and University professor at the University of Florence. Baglioni produced several innovations in the field of both inorganic and organic colloids. Baglioni is the author of more than 250 publications on books and largely diffused international journals. He is also the author of 16 patents for the preparation of aqueous suspensions at high concentration of particulate, for the therapy and photodynamic diagnosis of tumors, for the conservation of the cultural heritage, for the setup of a new process for the treatment of textile industrial waste, for production of emulsions from Bio Crude Oil, for production of nanoparticles and novel nano-coatings via flame-spraying, and using homogeneous and heterogeneous solutions.

Research and achievements

Within the broad field of modern colloid and surface chemistry, his research is mainly concentrated into the following areas:

1. Self-assembly of bio-inspired surfactants (nucleolipid and ascorbic acid derivatives) and of biomolecules (cyclodextrins)
2. Core-shell nanostructures with tunable magnetic properties
3. Inorganic nanophases applied to Cultural Heritage conservation and to nanocoating of materials (building materials, textiles, etc..)
4. Interaction potentials in protein solutions
5. Nanostrucutured surfaces for biosensors application
6. Additive effects on microstructure and hydration in cement pastes
7. Confined water in inorganic and biological matrices.

Baglioni is currently Full Professor of Physical Chemistry and lecturer of Physical Chemistry of Disperse Systems and Interfaces at the Department of Chemistry of the University of Florence. He has been appointed as Visiting Scientist/Professor by several laboratories such as the Department of Chemistry of the University of Houston, the Weizmann Institute, the Collège de France, and M.I.T. He is the Director of the National Consortium for Nanosystems (CSGI) and in the Advisory Board and reviewer of several international journals and International organization (European Science Foundation (ESF), National Science Foundation (NSF)). He is member of the scientific board of several national and international Institutions, industries (Italcementi, FAST, HMI, etc.) and Journals, coordinator of several National and European Union’s projects.

Honors and awards
Baglioni received in 2002 the ECIS - Rhodia European Colloid and Interface Prize for Colloids and Interfaces for his work on surfactants organizing in micelles with recognition between head-groups.

He also received the 2003 European Grand Prix for Innovation Award.

In 2010 he was honored as Caballero Aguila which is the most prestigious recognition from CONACULTA-INAH for the Mexican Cultural Heritage conservation.

In 2011 he was awarded for Lifetime Achievement by the Journal of Colloid and Interface Science.

Notes

External links

1952 births
Living people
Italian physical chemists
Sotetsu 5000 series. The  was an electric multiple unit (EMU) commuter train type operated by the private railway operator Sagami Railway (Sotetsu) in Japan.

History
First introduced in December 1955, the trains were rebuilt from 1972 with new lightweight aluminium bodies and air-conditioning.
The last train in operation was withdrawn on 11 February 2009.

References

Electric multiple units of Japan
5000 series
Train-related introductions in 1955
Chichibu Railway 7000 series. The  is an electric multiple unit (EMU) train type for local services on the Chichibu Main Line operated by the private railway operator Chichibu Railway in Japan since March 2009.

Details
Two 3-car trains were converted from former Tokyu 8500 series cars, and entered service from 26 March 2009. The end cars of the second set, 7002, were modified from former intermediate cars with the addition of new driving cabs.

Formation

The DeHa 7000 and 7200 cars are each fitted with one lozenge-type pantograph.

References

External links

 Chichibu Railway information about 7000 series trains 
 Chichibu Railway 7000 series (Japan Railfan Magazine Online) 

Electric multiple units of Japan
Train-related introductions in 2009
Chichibu Railway
Tokyu Car multiple units
1500 V DC multiple units of Japan
Saab Training and Simulation. Saab Training and Simulation is a company with its headquarters in Huskvarna, Sweden.

It is a subsidiary of Saab AB that produces military and security training systems. For the army market they provide target equipment for military training, mobile data communication systems, laser simulator systems and combat training systems. For the air force market they provide support.

Saab Training Systems has about 400 employees and subsidiaries in Czech Republic (about 120 employees), USA, UK, Germany, Norway, Finland, the Netherlands and Canada. The company exports to nearly 20 countries and the export is almost 95% of its profitability. 

Saab Training and Simulation used to be known as Saab Training Systems AB.

Training
Precision gunnery and skills training
Tactical training
Live fire training
Urban operations training 

Tactical training is the most complex of the categories because the entire session is recorded on a computer. When a soldier participates in a training session, he/she wears a vest with small loudspeakers, a radio antenna and built in GPS. The helmet has laser detectors and reflectors. Via a radio network the GPS is able to send location information to the tablet and the commander. The commander then can supervise the movements of the troops. The commander can also give commands to soldiers via a Saab-developed Radio Communications system called DAN (data acquisition network.)

Simulation and training
.50 Cal Trainer, Advanced
After Action Review Pro
AT4 Trainer
Armor Target Systems
BT 46 Laser Simulator
BT 46 Mk II
Carl-Gustaf Trainer
CLS (Contractor Logistical Support)
COS (Contractor Operational Support)
DITS - Deployable Instrumented Training System
ExPERT
ExTerm
GAMER Manpack
Helicopter Firing System
Infantry Soldiers Accessories
JAVWES – a full-spectrum fire-and-forget trainer
Logistic & Support Services
MILES Interface
Observer/Controller PDA Software
PDD - Personnel Detection Device
Precision Gunnery Training System
Range Control Systems
Small Arms Transmitter – SAT
Tactical Urban Training
Universal Target System
Virtual simulators (E-COM)

Notes and references

External links
 Saabgroup
 E-COM

Defence companies of Sweden
Saab
Group Control System. Group Control System (GCS) is an operating system made by IBM, meant to run as a guest of VM. GCS is an integral component of the discontinued VM/SP (since VM/SP 4), VM/XA SP, VM/ESA and current z/VM IBM System product offerings.

Overview
GCS's purpose is to provide an environment to run some specific OS/MVS-based applications and networking middleware under VM. To this end, GCS provides a limited simulation of the OS/MVS APIs. While CMS, the usual VM guest, already has OS simulation, it is not extensive enough to run some applications such as VTAM.

Specifically, GCS provides OS multitasking support. In order to be able to spread the load over several virtual machines, GCS also implements a notion of group where each group member virtual machine can interact with one another.

To implement this, GCS uses several techniques:
 A writable shared segment
 IUCV communications between virtual machines
 A recovery virtual machine, designed to clean up locks in the shared segments when virtual machines unexpectedly leave the group

GCS is not designed to be a multi-purpose user operating system such as CMS. For example, it does not allow for file editing.

Examples of programs designed to run under GCS are:
 VM/VTAM : The VM implementation of the VTAM stack
 RSCS : The Remote Spooling Communication Subsystem, which, when associated with an instance of VM/VTAM, can use SNA resources to communicate with other SNA/NJE hosts
 NETVIEW : A networking monitoring service

References

External links 
 z/VM 5.3 Group Control System

IBM mainframe operating systems
VM (operating system)
207 series (JR West). The  is a DC electric multiple unit (EMU) commuter train type operated by West Japan Railway Company (JR-West) in the Kansai Region of Japan since 1991.

This train bears no relation to the 207 series built by JNR and operated by JR East until 2009.

Background and history 
The 207 series was developed for use on the Katafuku Line (now known as the JR Tozai Line), and also to be the standard commuter train type for JR-West. The type was introduced into service on 30 April 1991, replacing ageing 101 series and 103 series EMUs operating on the Fukuchiyama Line and the Katamachi Line.

The trains were built jointly by Hitachi, JR-West (Goto Factory), Kinki Sharyo, and Kawasaki Heavy Industries.

Livery revision 

With the introduction of the 321 series fleet from 2005, the 207 series fleet was re-liveried from its original two-tone blue scheme to a navy-and-orange color scheme, matching that of the 321 series.

Refurbishment 
On 22 September 2014, JR-West announced that the 207 series fleet would undergo a program of refurbishment, aiming to improve the fleet's safety, efficiency, and accessibility. 0-subseries set Z22, the first set to be refurbished, returned to service on 17 November 2014.

During the refurbishment program, the interior was fitted with wheelchair spaces, enlarged seat partitions, newly introduced intermediate seat partitions to make way for vertical grab bars, and LED lighting. External changes include the use of HID headlights, gangway door-mounted wipers, and end car-mounted safety fencing. In addition, the fleet was equipped with fault detection technology, and much of the existing electrical equipment was overhauled.

Withdrawal 
On 6 April 2022, the 7-car prototype set (F1) was forwarded to Suita General Depot for scrapping.

Variants 
 207-0 series (manufactured 1991–1994)
 207-500/1500 series (converted from former 207-0 and 207-1000 series trains in 1996)
 207-1000 series (manufactured 1994–1997)
 207-2000 series (manufactured 2002–2003)

Operations
 Tōkaidō Main Line and Sanyō Main Line Local Service (Biwako Line, JR Kyoto Line, JR Kobe Line):   – 
 Fukuchiyama Line (JR Takarazuka Line):  – 
 Kosei Line:  –  – 
 JR Tōzai Line and Katamachi Line (Gakkentoshi Line):  –  – 
 Wadamisaki Line:  –

Former operations
 Osaka Higashi Line and Kansai Main Line (Yamatoji Line) (until 17 March 2023)

Formations

207-0 series

7-car prototype
The prototype set was formed as follows.

4-car sets

207-1000, 207-2000 series

4-car sets

3-car sets

Interior

See also
 Amagasaki derailment – 2005 fatal derailment which involved a 207 series train

References

 
 

Electric multiple units of Japan
West Japan Railway Company
Train-related introductions in 1991
Hitachi multiple units
Kawasaki multiple units
Kinki Sharyo multiple units
1500 V DC multiple units of Japan
207 series (JR East). The  or 207–900 series (207系900番台) was a commuter electric multiple unit (EMU) train type introduced in 1986 by Japanese National Railways (JNR) and operated by East Japan Railway Company (JR East) on through services between the Joban Line and Tokyo Metro Chiyoda Line. Only one 10-car set was built, which was withdrawn in December 2009.

Design
Based on the earlier 205 series design, the 207-900 series was a prototype built as the first VVVF-controlled EMU operated by JNR. The 207 series built later by JR West bears no relation to this train.

The train used adjustable voltage/adjustable frequency (AVAF) inverters and induction motors using gate turn-off thyristor (GTO) components.

Formation
The sole 10-car set, numbered "71", was formed as follows, with car 1 at the Yoyogi-Uehara end and car 10 at the Toride end.

Cars 3, 6, and 9 were each fitted with one PS21 lozenge-type pantograph.

Interior

History
The train was delivered to Matsudo Depot in November 1986.

It was withdrawn from service in 2009 following the introduction of new E233-2000 series EMUs, and a final "Sayonara" service was run on 5 December 2009. The train was transferred to Nagano on 5 January 2010 for scrapping.

References

External links

Electric multiple units of Japan
East Japan Railway Company
Jōban Line
Train-related introductions in 1986
1500 V DC multiple units of Japan
Kawasaki multiple units
Tokyu Car multiple units