omniomni/omni-engineering huggingface dataset:
Trans-Eurasia Logistics. Trans-Eurasia Logistics, AKA CHINA RAILWAY Express, is a joint venture between German rail company Deutsche Bahn  and Russian RZhD, China Railway Corporation from China operating container freight trains between Germany and China via Russia. The first such train arrived in Hamburg from Xiangtan on 6 October 2008, taking 17 days to make the trip. Intermodal companies Polzug, Kombiverkehr, and TransContainer are also involved in the project.
Since end of 2020, Up to 60 trains per week run between Shenzhen and Duisburg (rhine harbour).

Container trains travel from China to Germany via the Trans-Mongolian and Trans-Siberian Railways, and then via Belarus and Poland - the route collectively known as the "Eurasian Land Bridge". A break of gauge needs to be crossed when entering Mongolia from China (or Russia directly from China, if traveling via Manzhouli/Zabaykalsk), and then another one when leaving Belarus for Poland.

Trans-Eurasia Logistics operates the Yiwu - Madrid Railway line, which is the longest goods railway line in the world and connects China, Kazakhstan, Russia, Belarus, Poland, Germany, France and Spain.

Locomotives Being Used

China 
DF4 (Diesel)

DF4D (Diesel)

DF7C (Diesel)

HXN5 (Diesel)

HXN3B (Diesel)

SS3B (Electric)

HXD1(Electric)

HXD2 (Electric)

Mongolia 
M62 (Diesel)

Kazakhstan 
VL80 (Electric)

KZ8A (Electric)

Russia 
VL80 (Electric)

Europe 
Belarus: BCG-1 (Electric) 

Poland & Germany: ES64F4 (Electric)

Austria: ER20 (Diesel)

UK: Class 92 (Electric)

See also
 AH1

External links
Trans-Eurasia Logistics

References

Rail transport in Europe
Rail transport in Asia
Compass ERP. Compass ERP is an Arabic-English, dual language Enterprise Resource Planning system, developed by Emirati company Transtek Systems, Dubai, United Arab Emirates. Compass ERP release 1.0 was launched in 2001. It's now at release 6.0. The company started in Syria in 2001.

Compass ERP includes 30 modules and submodules, including financial, human resources management, CRM, inventory, procurement, production, sales, labs, maintenance, and help desk.

Run on Oracle database, Compass ERP is one of few proprietary enterprise resource planning systems in the Middle East. It has implementations across that region and in major cities like Abu Dhabi, Dubai, Riyadh, Jeddah, Cairo, Amman, Muscat, Manama, and Doha.

In 2014, Compass Fixed Assets Management was the first module of Compass ERP to launch as a cloud SaaS system. It was launched in Dubai through an agreement with InfoFort, a subsidiary of Aramex, a global logistics firm listed in the Dubai Financial Market. Since then, Compass ERP has been completely migrated to a web-based, cloud-enabled system.

See also 
Transtek

External links 
 Official website of Transtek Systems
 ERP Solution Providers in Dubai

References 

Oracle software
ERP software
Chevron CRUSH. Chevron CRUSH is an experimental in situ shale oil extraction technology to convert kerogen in oil shale to shale oil. The name stands for Chevron's Technology for the Recovery and Upgrading of Oil from Shale. It is developed jointly by Chevron Corporation and the Los Alamos National Laboratory.

History
The Chevron CRUSH technology bases on the earlier in situ efforts. Sinclair Oil Corporation conducted an experiment using both natural and induced fractures to establish communication between wells and developing an in situ combustion process.  Geokinetics, the Sandia National Laboratories, and the Laramie Energy Technology Center of the U.S. Department of Energy conducted field tests fracturing oil-shale formation by explosives and hydraulic fracturing technology.  Equity Oil Company, Continental Oil Company and the University of Akron studied the benefit of carbon dioxide as a carrier gas to facilitate a higher yield of shale oil.  Based on these works, Chevron Corporation and the Los Alamos National Laboratory started a cooperation in 2006 to improve the recovery of hydrocarbons from oil shale.  In 2006, the United States Department of the Interior issued a research, development and demonstration lease for Chevron's demonstration project on public lands in Colorado’s Piceance Basin.  In February 2012, Chevron notified the Bureau of Land Management and the Department of Reclamation, Mining and Safety that it intends to divest this lease.

Process

For decomposition kerogen in oil shale, the Chevron CRUSH process uses heated carbon dioxide. The process involves drilling vertical wells into the oil shale formation and applying horizontal fractures induced by injecting carbon dioxide through drilled wells and then pressured through the formation for circulation through the fractured intervals to rubblize the production zone.  For further rubblization propellants and explosives may be used.  The used carbon dioxide then be routed to the gas generator to be reheated and recycled.  The remaining organic matter in previously heated and depleted zones is combusted in-situ  to generate the heated gases required to process successive intervals. These gases would then be pressured from the depleted zone into the newly fractured portion of the formation and the process would be repeated. The hydrocarbon fluids are brought up in conventional vertical oil wells.

Isolation of groundwater
The processing area is isolated from surrounding groundwater by creating fractured areas ("pockets"), approximately  wide and  high within the center of the oil shale deposit. In this way, about  of the confining layer would separate the process area from the water bearing layers above and below, keeping the aquifers out of the production zone.

See also
 Shell in situ conversion process
 ExxonMobil Electrofrac

References

Oil shale technology
Chevron Corporation
Hydraulic fracturing in the United States
Oil shale in the United States
Slingsby Motor Tutor. The Slingsby T.29 Motor Tutor was a single-seat motor glider produced from 1948, by Slingsby Sailplanes in Kirbymoorside, Yorkshire.

Design and development
Utilising the wings, struts and tail unit of the T.8 Kirby Tutor, the T.29 Motor Tutor had a new fuselage incorporating a wheeled undercarriage and the cockpit under the wing centre section. Early trials revealed resonance of the front wing struts, which was rectified by adding a vertical bracing strut up to the main spar. This modification was introduced for all Kirby Tutors to allow aero-tow launching.

Development
Two versions of the T.29 Motor Tutor were produced, T.29A with a 25h.p. Scott Flying Squirrel engine and the T.29B with a 40 h.p. Aeronca JAP J.99. Both of these versions flew successfully but considerable difficulty was had certificating the aircraft with the Air Registration Board, which precluded production. The T.29A was exported and the T.29B crashed at Dunstable in 1964. In 1966 an additional T.29 was discovered by R.G. Boyton at Epsom in Surrey, and is stored pending restoration.

Specifications (T.29B)

See also

References

 Bridgman, Leonard. Jane's All The World's Aircraft 1952–53. London: Sampson Low, Marston & Company, Ltd, 1952.
 Ellison, N.H. British Gliders and Sailplanes 1922–1970. A & C Black, 1971
 Simons, M. Slingsby Sailplanes. Airlife Publishing, 1996 - 

1940s British sailplanes
Motor gliders
Motor Tutor
Parasol-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1948
Slingsby Kirby Tutor. The Slingsby T.8 Kirby Tutor was a single-seat sport glider produced from 1937, by Fred Slingsby in Kirbymoorside, Yorkshire.

Design and development
The T.8 Kirby Tutor (a.k.a. Taper-wing Kadet) came about at the request of the Midland Gliding Club which wanted a higher performance aircraft to progress to after the T.7 Kirby Kadet. John Sproule adapted the wings from a BAC VII to fit onto the T.7 Kirby Kadet fuselage. The higher-aspect ratio wings gave a measurable increase in performance for minimum cost. Gliding clubs could also elect to buy the wings alone and fit them to Kirby Kadet fuselages as required. Post-war the absence of spoilers was rectified by a modification which was applied to most surviving aircraft.

History
The T.8 Kirby Tutor was immediately popular but only seven complete aircraft were sold before the outbreak of World War II, as well as kits of parts, spares and sets of wings (for retrofit to T.7 Kirby Kadets). The T.8 Tutor was also produced for use by the Air Training Corps, being renamed Slingsby T.8 Cadet TX Mk.2. Sixty-two Cadet TX Mk.2s were ordered from 1944 with simple windscreens and landing wheels. 

Postwar Slingsby sub-contracted Martin Hearn Ltd to build 25 new T.7 Kirby Kadets and 25 new T.8 Kirby Tutors and these were followed by about a dozen more built by Slingsby at Kirbymoorside. The interchangeability of the components led to many hybrid aircraft having wings and fuselages of all types mixed together. During the 1960s the numbers dwindled, especially when an urgent inspection of the main-spars was called for. The cost of the inspection and resultant rectification work often exceeded the value of the aircraft, with many being withdrawn from use. An example is on display at the Gliding Heritage Centre.

Operators

Air Training Corps

Specifications

See also

References

Notes

Bibliography

Further reading

1930s British sailplanes
Glider aircraft
Kirby Tutor
Aircraft first flown in 1937
Parasol-wing aircraft
Minden Museum Railway. The Minden Museum Railway (German: Museumseisenbahn Minden) or MEM was founded in 1977 as a society. Its aim was to preserve historic railway vehicles and operate them on the Minden District Railway (Mindener Kreisbahn or MKB). It was not long before the first museum train worked the line. The museum's vehicles were initially housed in the coach hall of the MKB's old locomotive depot (Bahnbetriebswerk) at Minden Stadt station.

In the same year the MEM gained its first locomotives:
The MEM's steam engines Mevissen 4 and the Prussian T 13, STETTIN 7906 (formerly DRG no. 92 638) were taken over from the VEB Erfurt Industrial Railway. 
At the same time during that first year, locomotives were inspected and repaired on behalf of other museum railways.

The museum's trains run on the lines owned by the Minden District Railway and Wittlage District Railway.

Later the MKB's lines were gradually taken over by the MEM. The society had to move its HQ to Oberstadt station, because its old location and depot at Minden Stadt station was closed and sold. At Minden-Oberstadt station a new shed will be built, around which a large depot can be established with workshops etc.

Network 

The MEM could not prevent the dismantling of lines. Of the 80 or so km of narrow gauge network only about 40 km remains, mostly comprising the core routes to Kleinenbremen and Hille.

Sources 
 Ingrid Schütte; Werner Schütte: Die Mindener Kreisbahnen. Uhle & Kleimann, Lübbecke 1990. 
 Gerd Wolff: Deutsche Klein- und Privatbahnen. Band 6: Nordrhein-Westfalen (Nordöstlicher Teil). EK-Verlag, Freiburg 2000, 
 Bau und Kunstdenkmäler von Westfalen, Band 50: Stadt Minden, bearbeitet von Fred Kaspar und Ulf Dietrich Korn, Teil V: Minden ausserhalb der Stadtmauern, Teilband 2, S. 1721–1744, Hrsg: Landschaftsverband Westfalen-Lippe, Klartext Verlag, Essen 1998,

External links 

 Minden District Railways (MKB)
 Minden Museum Railway (MEM)
 1944 DR timetable
 Fahrzeugliste MKB

Heritage railways in Germany
Metre gauge railways in Germany
Minden
Organizations established in 1977
Lübbecke
ExxonMobil Electrofrac. ExxonMobil Electrofrac is an in situ shale oil extraction technology proposed by ExxonMobil for converting kerogen in oil shale to shale oil.

Technology
ExxonMobil Electrofrac uses a series of fractures created in the oil shale formation. Preferably these fractures should be longitudinal vertical fractures created from horizontal wells and conducting electricity from the heel to the toe of each heating well. For conductivity, an electrically-conductive material such as calcined petroleum coke is injected into the wells in fractures, forming a heating element.  Heating wells are placed in a parallel row with a second horizontal well intersecting them at their toe. This allows opposing electrical charges to be applied at either end. Laboratory experiments have demonstrated that electrical continuity is unaffected by kerogen conversion and that hydrocarbons are expelled from heated oil shale even under in situ stress.  Planar heaters should be used because they require fewer wells than wellbore heaters and offer a reduced surface footprint. The shale oil is extracted by separate dedicated production wells.

See also
 Shell in situ conversion process
 Chevron CRUSH

References

Oil shale technology
ExxonMobil
Westermoen. Westermoen may refer to:

Thore Westermoen (born 1949), Norwegian politician for the Christian Democratic Party
Toralf Westermoen (1914–1986), pioneer for the development of high speed craft in Norway
Westermoen Båtbyggeri og Mek Verksted, shipyard located in Mandal, Norway, who specialized in high speed craft
Westermoen Hydrofoil, shipyard in Mandal, Norway, specialising in high speed craft
CONQUEST. CONQUEST is a linear scaling, or O(N), density functional theory (DFT) electronic structure open-source code. The code is designed to perform DFT calculations on very large systems containing many thousands of atoms. It can be run at different levels of precision ranging from ab initio tight binding up to full DFT with plane wave accuracy. It has been applied to the study of three-dimensional reconstructions formed by Ge on Si(001), containing over 20,000 atoms. Tests on the UK's national supercomputer HECToR in 2009 demonstrated the capability of the code to perform ground-state calculations on systems of over 1,000,000 atoms.

Methodology
Instead of solving for the Kohn-Sham eigenstates as normal DFT codes do, CONQUEST solves for the one particle density matrix, .  To make the problem computationally tractable, the density matrix is written in separable form:
,
where  is a support function centred on atom i (with support functions on the same atom notated by ) and  is the density matrix in the basis of the support functions.  The ground state is found as a series of nested loops:

• Minimise the energy with respect to the density matrix for fixed charge density and support functions
• Find self-consistency between charge density and potential
• Minimise the energy with respect to the support functions

The support functions are confined within spheres of given cutoff radius and the density matrix is forced to zero beyond a given range: .  These approximations give linear scaling behaviour, and as the radii are increased tend to the exact result.

Developers
CONQUEST is jointly developed at the Department of Physics and Astronomy and London Centre for Nanotechnology, University College London in the UK and at the Computational Materials Science Centre, National Institute for Materials Science, Tsukuba, Japan.  In the UK, the development team includes Dr. David Bowler, Dr. Veronika Brazdova, Prof. Mike Gillan, Dr. Andrew Horsfield, Mr. Alex Sena, Mr. Lianheng Tong, Mr. Jack Baker and Mr. Shereif Mujahed who are all members of the Thomas Young Centre; in Japan, the development team includes Dr. Tsuyoshi Miyazaki, Dr. Takahisa Ohno, Dr. Takao Ohtsuka, Dr. Milica Todorovic and Dr. Antonio Torralba.

Previous developers include Ian Bush, Rathin Choudhury, Chris Goringe and Eduardo Hernandez.

See also 

 Density functional theory
 Quantum chemistry computer programs

External links 
 CONQUEST official website
 National Institute for Materials Science website
 London Centre for Nanotechnology website

References 

Computational chemistry software
Density functional theory software
Physics software
Klaus Henning. Klaus Henning (born 1945)  is a German information scientist. He held the professorship of Information Management in Mechanical Engineering and was director of the Center for Learning and Knowledge Management at RWTH Aachen.

Professional career 

Klaus Henning studied electrical engineering and political sciences. He did his doctorate in the field of human-machine-systems. His habilitation dealt with entropy in the field of Systems theory. In the year 1985 he accepted the professorship of Cybernetic Methods at RWTH Aachen, which was renamed to Computer Science in Mechanical Engineering in 1994 and to Information Management in Mechanical Engineering in 2008. Simultaneously, he accepted the management of today’s Center for Learning and Knowledge Management, the former Center of University Didactics at RWTH Aachen. From 2004 to 2008 he was dean of the Faculty of Mechanical Engineering at RWTH Aachen.

Henning is a member of the board of Associated Institute for Management Cybernetics (IfU) e.V. at RWTH Aachen. He was chairman of the supervisory board of Xenium AG in Munich as well as chairman of the board of ABWF in Berlin and he also was a member of the university council of Saarland University.

Focus of work 

 Software-(re)engineering of large-scale IT-systems for the automotive industry
 Cybernetics for businesses and Change Management
 Systemic communication- and Organization development;
 Participatory learning processes
 Learning networks and competency development

Publications 
 Die Kunst der kleinen Lösung. Murmann Verlag, Hamburg 2014, .
 Smart und digital - Wie künstliche Intelligenz unser Leben verändert Springer-Verlag, Berlin Heidelberg 2019, .
 250 scientific papers, 20 monographs, approx. 30 publications as publisher

References

External links 
 

20th-century German scientists
German systems scientists
Cyberneticists
1945 births
Academic staff of Saarland University
Living people
Academic staff of RWTH Aachen University
Wang Guosong. Wang Guosong (or Kuo-Song Wang; ; 1902–1983), was a Chinese electrical engineer, and a pioneer of electrotechniques in modern China. Wang was also an educator, and best known for his acting President position of Zhejiang University in history.

Biography

Wang was born in Wenzhou, Zhejiang Province in 1902, and his father was a handcraft worker. Wang graduated from Zhejiang No.10 Middle School (current Wenzhou Middle School). In 1920, Wang entered Zhejiang Industrial School (浙江公立工业专门学校; a technical school of Zhejiang University) in Hangzhou, and studied electrical engineering. Wang graduated in 1925 and became a teaching assistant in the school. In 1927/1928, Zhejiang Industrial School became the engineering faculty of Zhejiang University, Wang taught both at Zhejiang University School of Engineering and its affiliated technical schools.

In 1930, Wang went to the United States, and studied at the Graduate School of Cornell University. Wang received MS in 1931 and PhD in 1933 both from Cornell University.

Wang went back to China in Aug 1933, and later became an associate professor at the Department of Electrical Engineering of Zhejiang University. Wang was one of three main founders of the Chinese Society for Electrical Engineering (中国机电工程学会) in Oct 1934. In May 1936, Wang was pointed the head of the Department of Electrical Engineering of Zhejaing University, and promoted to professor in Aug 1937.

In Jun 1950, Wang was pointed the Vice-president of Zhejiang University. From Jun 1951 to Nov 1952, Wang served as the acting President of Zhejiang University. After Nov 1952, Wang continued as Vice-president of Zhejiang University.

Wang was former Chairman of Hangzhou Association of Science and Technology. From 1978 to 1983, Wang was the Director-general of Zhejiang Society for Electrical Engineering. 

Wang died in Hangzhou on 3 December 1983. The Wang Guosong Education Fund (王国松教育基金会) was founded in Nov 1996, named after his honor.

References

External links
 Chinese Society for Electrical Engineering
 The Culture of Wenzhou – Famous People from Wenzhou: Wang Guosong
 Wang Guosong's short biography from Zhejiang University
 Wang Guosong's photo gallery (before 1949), from Zhejiang University
 Wang Guosong's photo gallery (after 1949), from Zhejiang University
 Wang Guosong's biography from Hudong.com
 中国电工学界泰斗王国松 (China's Top Electrical Engineer Wang Guosong)

Engineers from Zhejiang
Educators from Wenzhou
1902 births
1983 deaths
Zhejiang University alumni
Cornell University College of Engineering alumni
Academic staff of Zhejiang University
American people of Chinese descent
Chinese electrical engineers
Zeppelin-Lindau Rs.I. The Zeppelin-Lindau Rs.I (also known as the Dornier Rs.I)  was a large three-engined biplane flying boat designed by Claudius Dornier and built during 1914–15 on the German side of Lake Constance. It was destroyed in a storm.

Design and development
Claudius Dornier gained the attention of Count Ferdinand von Zeppelin while working on a proposed trans-atlantic airship during 1913.  Later he appointed him as chief designer of the Zeppelin-Werke at Lindau, responsible for building large patrol flying boats. Dornier's first design to be built was the Rs.I. This was a large aircraft (Riesenflugzeug in the German classification) constructed largely of high-strength steel for highly stressed parts, and Duralumin (aluminium alloy) for low stress parts.
The wings were on top of the hull and were braced with four sets per side of Warren strut style interplane structures comprising 'V' struts, which obviated the need for drag inducing wire bracing. The wing structure was formed with built-up steel spars, four in the top wing and three in the lower wing, and duralumin ribs riveted to the spars and braced internally. The fuselage was also made up from formed steel members built up into a framework which was then covered with fabric or dural sheeting.
The powerplant arrangements were unorthodox, with the two outboard engines housed inside the fuselage, each driving a pusher propeller via shafts and bevel gearboxes, and a central pusher engine in a nacelle between the wings.

History
The Rs.I was completed by October 1915 and rolled out at Seemos for trials. On 23 October, during a taxi test, the port propeller and/or gearbox parted company with the aircraft, causing damage to the gearbox mountings and the upper wing. The opportunity was taken to move the outboard engines into nacelles identical to that of centre engine, and mount them between the wings on an independent structure with catwalks to enable engineers to attend to engines in flight. This gave much better clearance from spray for the propellers, which was probably the cause of the port gearbox/propeller failure. Taxiing trials recommenced, but with little success. On 21 December 1915 a Foehn wind blew up during trials. Unable to beach the giant flying boat, attempts were made to ride out the storm on the lake, but the moorings gave and the Rs.I was dashed to pieces on the lakeside rocks.

The RsI is noteworthy for the construction materials used as well as its size; it was the largest aeroplane in the world at the time of its launch.

Specifications (Zeppelin-Lindau Rs.I)

See also

Notes

Bibliography

Haddow G.W., Grosz, P.M. The German Giants. Putnam, 3rd Ed., 1988

Further reading

External links

http://www.iren-dornier.com/en/aircraft.html

1910s German patrol aircraft
Flying boats
Three-engined pusher aircraft
Mid-engined aircraft
Biplanes
RS.1
Aircraft first flown in 1915