omniomni/omni-engineering huggingface dataset:
ŽS series 812. ŽS series 812 (former Yugoslav Railways JŽ series 812) was a diesel motor railbus operated by Serbian Railways. On Croatian Railways it was known as the  7221 series (). Originally it was the German Uerdingen railbus produced by Goša FOM for Yugoslav Railways (JŽ).

This series was used on branch lines with low traffic. This series was very economic. Unfortunately, it was (by today's standards) very uncomfortable. The motor was very loud when running at higher speeds. This series was conceived to be modular. It was possible to couple motor units and unpowered cars together, and drive them centrally as one train unit. This was rarely used, when there was demand on lines. It is very similar to and derives from the German Schienenbus.

History
In the early 1950s, Yugoslav Railways decided to import a large number of diesel multiple units for traffic on local railway lines. The decision was made on the Uerdinger Schienenbus VT 95 series. The first multiple units in red livery arrived in 1955, and by 1959 there were 40 in service. Having performed well in service it was decided to purchase the license for mass production. The production started at Goša FOM wagon factory from Smederevska Palanka and the first domestic-made railbuses were delivered to Yugoslav Railways in silver livery. A total of 270 diesel multiple units were produced by Goša FOM until 1969, which contributed to the replacement of steam locomotives in local passenger traffic.

Name
The official name of VT 95 series with Yugoslav Railways was JŽ series 812. In the 1A+2 configuration when two motor cars are connected so one is pulling another as a wagon, the DMU is known as JŽ 812/816. This configuration is basic but it was rarely used due to the small number of passengers.

The first nickname was "Silver Arrow" (Serbo-Croatian: Srebrna strela/ Сребрна стрела) due to its silver livery. It was so much faster than the old steam locomotives, the railwaymen nicknamed it "Rabbit" (Serbo-Croatian: Zec/ Зец). Because of its German origin, it is nicknamed by passengers as Schienenbus (Serbo-Croatian: Šinobus/ Шинобус), which is widely known among the people of former Yugoslavia.

Service
Šinobus was operated by Serbian Railways (ŽS) on several local lines until 2016, mainly in Vojvodina. Due to their age, ŽS class 812 were replaced by the new ŽS series 711 diesel multiple units. There are some 30 railbuses in inventory but only five or six are operational.

A number of JŽ series 812 have been operated by Croatian Railways (HŽ) as HŽ series 7221 but they are no longer in service.

It stands for one of the most popular railway vehicles in the former Yugoslavia.

Curiosity 

There also exists a special version of this vehicle. It is painted blue and is used as a track measure train. It is located in Zagreb, on "Ranžirni Kolodvor" and used occasionally to monitor track on branch lines.

Gallery

References

External links

SINOBUS - the only website dedicated to the DMU 812
Details

812
Train-related introductions in 1955
Nankai 2300 series. The  is a two-car electric multiple unit (EMU) train type operated by the private railway operator Nankai Electric Railway in Japan since 2005.

Design
The 2300 series design was developed from the earlier 2000 series EMUs first introduced in 1990. The car bodies are stainless steel, with fibre-reinforced plastic (FRP) cab ends.

Formation
As of 1 April 2012, the fleet consists of four two-car sets formed as shown below.

The two cars are each fitted with one single-arm pantograph.

Each set has a sticker depicting a different flower on the body side as follows.
 2301: Cherry blossom
 2302: Flowering dogwood
 2303: Rhododendron
 2304: Cosmos

Interior
Passenger accommodation consists of transverse seating arranged 2+1 abreast with seat backs that can be flipped over to face the direction of travel, and longitudinal bench seats at the ends of the cars.

References

External links

 Nankai 2300 series (Japan Railfan Magazine Online) 

Electric multiple units of Japan
Train-related introductions in 2004
Nankai Electric Railway rolling stock
Tokyu Car multiple units
1500 V DC multiple units of Japan
Wave spring. A wave spring, also known as coiled wave spring or scrowave spring, is a spring made up of pre-hardened flat wire in a process called on-edge coiling (also known as edge-winding). During this process, waves are added to give it a spring effect. The number of turns and waves can be easily adjusted to accommodate stronger force or meet specific requirements.

Advantages
A wave spring has advantages over a traditional coiled spring or a washer:
Axial space can be reduced by up to 50%. As a result, the overall size of the assembly becomes smaller, reducing weight and production cost. 
The load in an axial direction is 100% transferable. 
One multi-turn wave spring replaces multiple stacked wave washers. This eases installation and reduces maintenance times.
A wave spring can accommodate higher thrust load within the axial space as only the wire size, number of waves, wave height and number of turns need to be adjusted to accommodate higher thrust loads.

Varieties
There are several types of wave spring: Single-turn wave springs include gap single-turn and overlap single-turn type. Multi-turn wave spring types, include shim-end and plain-end types. The nested wave spring incorporates smaller waves within larger ones.

Single-turn wave spring
Single-turn springs are best for applications with short deflection and low to medium forces. The number of waves and material thickness can be changed to accommodate stronger forces. They are used for bearing pre-load.

Multi-turn wave spring
A multi-turn wave spring can decrease the needed axial space. It is suited for applications with large deflection and a small spring rate. A wide range of forces can be accommodated.

Nested wave spring
Eliminates the need to stack springs to accommodate higher loads. It produces high force while maintaining the precision of a circular-grain wave spring. It replaces a stack of belleville washers where a high but accurate force is needed.

Linear Wave Springs
a type of continuous wave-formed wire length produced from spring-tempered materials. They exhibit similar load/deflection characteristics to wave springs and can act as a load-bearing device.

Pitched Coil Springs
also known as a Wave Spring or a Zigzag Spring, is a type of spring that consists of a series of connected loops or waves formed in a zigzag pattern.

Interlaced wave spring
a type of spring that is formed by combining two constituent wave springs of similar thickness, amplitude, and frequency.

Materials
Carbon steel (standard)
Stainless steel (best suited for high stress, fatigue applications)
Beryllium copper (corrosion resistance, particularly in marine environments)
Inconel (best suited for high temperature and corrosive environments)
Elgiloy (corrosion resistance, particularly in marine environments)

Citations

References

Springs (mechanical)
Joseph C. Patrick. Dr. Joseph Cecil Patrick (August 28, 1892 – April 12, 1965) invented Thiokol, America's first synthetic rubber in the early 1920s.  While seeking a formulation for automotive antifreeze, he attempted to hydrolyze ethylene dichloride with sodium polysulfide.  In doing so, he produced a brown, insoluble gum that later became known as Thiokol. He solved commercial production problems by inventing the suspension polymerization process, and solved compounding problems by degrading high molecular weight polymer to a low molecular weight liquid polymer.  This material is one of the principal binders for rocket propellant.  Patrick's most cited research publication treated the subject of high molecular weight polymers.

Patrick was the 1958 recipient of the Charles Goodyear Medal.

References

Polymer scientists and engineers
1892 births
1965 deaths
20th-century American chemists
HMS Scythe (1918). HMS Scythe was an  destroyer built for the Royal Navy during the First World War. She was involved in the Irish Civil War in the interwar period before being sold for scrap in 1931.

Description
The Admiralty S class were larger and faster versions of the preceding . The ships had an overall length of , a beam of  and a deep draught of . They displaced  at normal load. The ships' complement was 82 officers and ratings.

The ships were powered by a single Brown-Curtis geared steam turbine that drove two propeller shafts using steam provided by three Yarrow boilers. The turbines developed a total of  and gave a maximum speed of . Scythe reached a speed of  during her sea trials. The ships carried enough fuel oil to give them a range of  at .

The Admiralty S-class ships were armed with three single QF  Mark IV guns. One gun was positioned on the forecastle, the second was on a platform between the funnels and the third at the stern. They were equipped with a single QF 2-pounder () "pom-pom" anti-aircraft gun on a platform forward of the mainmast. They were also fitted with two rotating twin mounts for  torpedoes amidships and two 18-inch (450 mm) torpedo tubes, one on each broadside abaft the forecastle.

Construction and career
Scythe, the first ship of her name to serve in the Royal Navy, was ordered on 23 June 1917 as part of the Twelfth War Programme from John Brown & Company. The ship was laid down at the company's Clydebank shipyard on 14 January 1918, launched on 25 May 1918, completed on 7 July and commissioned that same month.

Scythe served in the 12th Destroyer Flotilla of the Grand Fleet in 1918–1919, moving to the new 7th Destroyer Flotilla at Rosyth in March 1919 before going into reserve at Devonport on 12 November 1919. Subsequently, she was re-commissioned on 4 April 1923, as an independent command in Irish waters after the establishment of the Irish Free State. Between October 1923 and January 1925 her first lieutenant was Frederick Bell, later to earn fame as the captain of  during the Battle of the River Plate. Scythe was involved in a shooting incident at Queenstown (modern-day Cobh) on 21 March 1924, when machine gun fire was directed at her. She was sold for scrap on 28 November 1931 to John Cashmore Ltd (Newport).

Notes

References
 
 
 
 
 

S-class destroyers (1917) of the Royal Navy
Ships built on the River Clyde
1918 ships
World War I destroyers of the United Kingdom
William Atcheson Traill. William Atcheson Traill (1844 – 5 July 1933) was an Irish engineer. Born at Ballylough, in County Antrim, William Atcheson Traill was educated in private schools and graduated from Trinity College Dublin with a degree in Engineering in 1865 and a Master's in 1873. In 1868, he joined the Geological Survey of Ireland, becoming an expert on water supply. In 1881 he left, and founded the Portrush, Bushmills, and Giant's Causeway Railway and Tramway Company with his brother Anthony. This operated the world's first electrical railway, and was funded by capital raised from friends and investors, including Sir Walter Siemens and Lord Kelvin. Traill devised and patented a conduit system of burying the live rail in a pipe with electrical contact. The expected goods trade never took off, and the line remained as a summer tourist railway until its closure 1949 . In February 1887, he ran in a by-election in North Antrim as an Independent Unionist, coming in third. He married three times, and met his third wife, Nora Woodhouse, in 1895 when he rescued her from drowning.

In 1990, the Northern Bank issued a banknote bearing a portrait of Traill.

References

External links
 Northern Ireland £5 banknote (1990) showing William Traill

Alumni of Trinity College Dublin
Irish people in rail transport
Irish railway mechanical engineers
Engineers from County Antrim
1844 births
1933 deaths
Focke-Wulf Super Lorin. The Focke-Wulf Super Lorin was a proposed German jet interceptor project. Designed towards the end of World War II by engineer Heinz von Halen, the project remained only a factory design exercise, and never received an RLM airframe number before the surrender of Nazi Germany.

Development
Little is known about this project apart from brief mention in surviving documents; it was designed around the same time as the Focke-Wulf Ta 283. The Super Lorin was based on the Focke-Wulf Ta 183, with similar mid-fuselage positioned wings swept at 45°.

The aircraft would have a wingspan of 7.6 m and a length of 11.6 m. Power was to be provided by a fuselage-mounted rocket engine and small turbojet for takeoff; two Lorin ramjets located on the tips of the sharply swept tailplane would be used for cruising. The rocket and turbojet would provide enough initial velocity to start the ramjet engines which cannot produce thrust at zero or low airspeed. Armament was to have been two 30 mm (1.18 in) MK 108 cannon.

See also

References

Super Lorin
Abandoned military aircraft projects of Germany
Aircraft with auxiliary rocket engines
Ramjet-powered aircraft
Twinjets
Focke Rochen. The Focke Rochen (engl.: Focke Stingray), also known as Focke-Wulf Schnellflugzeug or Focke-Wulf VTOL was a German VTOL aircraft project. Designed by Heinrich Focke of the Focke-Wulf company towards the end of World War II, the project remained unbuilt before the surrender of Nazi Germany, but saw some development in the postwar years. The information about this project is limited; it was named after the ray owing to its unusual shape.
The aircraft had an airfoil section with two huge propellers in the center.

Development
Towards the last years of the Third Reich, Heinrich Focke started design work on the Rochen, also known as Schnellflugzeug, as soon as he had the relevant data for the new German jet engines.
In 1939, he patented the idea of a circular aircraft with a large airfoil section and an open center that acted as a huge propeller duct for twin contra-rotating propellers, driven by a projected Focke-Wulf designed turbojet engine via an axle and gearbox.

The Fw-Rochen would have achieved forward flight by vectoring the downwash from the propellers rearward through a series of louvers below them. The louvers themselves could also be completely closed for gliding flight in the event of engine failure. The exhaust nozzle forked in two at the end of the turbojet engine and ended in two auxiliary combustion chambers located on the trailing edges of the circular wing. When fuel was added, the auxiliary combustion chambers acted as primitive afterburners, providing horizontal flight. Control at low speed was achieved by varying the power to each auxiliary chamber through two small nozzles.

The landing gear was very simple, consisting of the two main gear legs on either side of the central propellers and a small tailwheel. A single fin and rudder would be provided to help with lateral stability at higher speeds. The pilot would sit in a cockpit nacelle that protruded from the front of the circular airfoil-section fuselage.

After the war, a wooden 1/10 scale model of the Rochen was built in Bremen and subjected to wind tunnel tests. Heinrich Focke filed for a patent of the aircraft in 1957, but it was never built.

See also

References

External links

Pictures

Rochen
Abandoned military aircraft projects of Germany
VTOL aircraft
1950s German experimental aircraft
Flying wings
Hankyu 1300 series. The  is a commuter electric multiple unit (EMU) train type operated by the private railway operator Hankyu Corporation on Hankyu Kyoto Main Line services since March 2014.

Overview
Based on the 9000 series and 9300 series EMUs first introduced in 2003, the 8-car 1300 series trains are manufactured by Hitachi and have aluminium alloy bodies with a double-skin construction. Externally, the trains are finished in the standard Hankyu colour scheme of all-over maroon.

Formation
The eight-car trains are formed as shown below, with four motored (M) cars and four non-powered trailer (T) cars, and car 1 at the Umeda end.

The "M" cars (1800 and 1850) each have two single-arm pantographs.

Interior
Passenger accommodation consists of longitudinal bench seating throughout, with "golden olive" coloured moquette seat covers. Internally, the trains use LED lighting throughout. Each car includes a wheelchair space at one end.

History
The first set, 1300, entered revenue service from 30 March 2014.

, 16 8-car sets were built.

Fleet history
The fleet history is as shown below.

See also
 Hankyu 1000 series, a similar variant used on the Kobe/Takarazuka Lines from November 2013

References

External links

 Hankyu 1000/1300 series 

Electric multiple units of Japan
1300 series
Hitachi multiple units
Train-related introductions in 2014
1500 V DC multiple units of Japan
Hankyu 1000 series. The  is a commuter electric multiple unit (EMU) train type operated by the private railway operator Hankyu Corporation on Hankyu Kobe Main Line services since November 2013, and on the Hankyu Takarazuka Main Line since December 2013.

Overview
Based on the 9000 series and 9300 series EMUs first introduced in 2003, the 8-car 1000 series trains are manufactured by Hitachi and have aluminium alloy bodies with a double-skin construction. The trains are driven by fully enclosed permanent magnet synchronous motors (PMSM) supplied by Toshiba Corporation. Externally, the trains are finished in the standard Hankyu colour scheme of all-over maroon.

Formation
, nine eight-car trains (units 1000 to 1008) are in service, formed as shown below, with four motored (M) cars and four non-powered trailer (T) cars.

The "M" cars (1500 and 1550) each have two single-arm pantographs.

Interior
Passenger accommodation consists of longitudinal bench seating throughout, with "golden olive" coloured moquette seat covers. Internally, the trains use LED lighting throughout. Each car includes a wheelchair space at one end.

Passenger information is provided by 32-inch half-height LCD displays supplied by Toshiba Corporation, with information provided in Japanese, English, Chinese, and Korean.

History
The first set, 1000, underwent test running from October 2013. It entered passenger service from 28 November 2013, following a special departure ceremony at Umeda Station. The first Takarazuka Line set, 1001, entered service on 25 December 2013.

Fleet history
The build details for the fleet are as shown below.

See also
 Hankyu 1300 series, a similar variant for use on the Kyoto Lines from 2014

References

External links

  

Electric multiple units of Japan
1000 series
Train-related introductions in 2013
1500 V DC multiple units of Japan
Hitachi multiple units
Focke-Wulf 1000x1000x1000. The Focke-Wulf 1000x1000x1000, also known as Focke-Wulf Fw 239, was a twinjet bomber project for the Luftwaffe, designed by the Focke-Wulf aircraft manufacturing company during the last years of the Third Reich.

Their designation meant that these bombers would be able to carry a bomb that weighed 1000 kg for a distance of 1000 km at a speed of 1000 km/h.

History 
Focke-Wulf produced three different designs of the project that would have been powered by two Heinkel HeS 011 turbojet engines. The innovative-looking series of jet bombers was designed by H. von Halem and D. Küchemann. The project was cancelled because of the surrender of Nazi Germany.

Variants
The Focke-Wulf 1000x1000x1000 project had three different variants. All of them were twin-jet bombers that would be powered by two Heinkel-Hirth He S 011 turbojets.

Fw 1000x1000x1000 A 
Jet-powered bomber project that looked conventional. It had thin wings, swept back at 35 degrees.

Fw 1000x1000x1000 B 
A flying wing design with a small fuselage containing the cockpit and the front undercarriage wheel.

Fw 1000x1000x1000 C 
A twin jet bomber project with a crew of three quite similar to the Fw 1000x1000x1000 A with a wingspan of 12.65 m and a length of 14.2 m.

See also

References

External links

World War II jet aircraft of Germany
1940s German bomber aircraft
1000x1000x1000
Flying wings
Eric Martinot. Eric Martinot is senior research director with the Institute for Sustainable Energy Policies in Tokyo, Japan, specialising in renewable energy commercialization. He is author of the 2013 REN21 Renewables Global Futures Report, and  former lead author of the REN21 Renewables Global Status Report (2005–2010), an annual compilation of progress with renewable energy worldwide.

From 2005 to 2008 Martinot lived in Beijing, where he was senior visiting scholar at Tsinghua University and researched China's approach to renewable energy use. From 2000 to 2003, he was senior energy analyst with the World Bank (Washington DC) where he managed renewable energy projects for developing countries.

Eric Martinot has written 70 publications on sustainable energy. He has M.A. and Ph.D. degrees in Energy and Resources from the University of California at Berkeley (1991 and 1995) and a B.S. in electrical engineering from MIT (1984).

See also
Amory Lovins
Benjamin K. Sovacool
Stephen Thomas (economist)
Mark Diesendorf
Kick The Fossil Fuel Habit
Energy policy
International Renewable Energy Agency (IRENA)
Reegle (Information Gateway for Renewable Energy and Energy Efficiency)

References

External links
Institute for Sustainable Energy Policies Japanese & English
Renewables 2010: Global Status Report
 Renewables 2011: Global Status Report
Renewables 2012: Global Status Report
Renewables 2013: Global Status Report

People associated with renewable energy
Renewable energy commercialization
Living people
Year of birth missing (living people)
Departmental vehicle. Departmental vehicles, also called departmental wagons or engineering vehicles, are special railway vehicles used to support the engineering functions of the railway. Thus, they serve the internal purposes of the railway company and are not used for general passenger or goods traffic. They are typically used to maintain railway facilities, not least the overhead catenary.

Typical departmental vehicles include:

Drum carriers
Engineering vehicles
 Hopper wagons
Mess coaches
Opens
Side rail loaders
Tool vans

Railway vehicles 
Railway departmental vehicles are hauled by departmental locomotives. They are usually railway wagons used for the transport of works material for the maintenance of railway facilities or wagons used for other internal purposes that have been converted or specially built. They usually travel in special work trains, frequently at low speeds. Only by exception, and under special measures, do they form part of standard goods trains.

Commonly used as departmental vehicles are those wagons or coaches that, on account of their age and design, are no longer suited to or permitted to be used in normal service. Sometimes they are converted for specific roles. Certain departmental vehicles are built for a specific purpose e.g. the transport of ballast or as construction machines.

In the UK, many departmental vehicles used by British Rail (and later Network Rail) were named after aquatic creatures (such as Shark, Seacow or Mermaid). These names started life as telegraph codes.

Railcars that have been taken out of regular service are often assigned as railway inspection vehicles, used to inspect trackage or transport construction workers. The Hamburg Port Railway has a museum version of such a vehicle.

Trams and trolleybuses 
Tramway systems also have departmental vehicles, however they sometimes operate under different rules. For example, in Germany, whilst they are considered secondary vehicles by the railways, they are considered regular vehicles by the tramways and trolleybuses and have to be operated under the normal regulations that govern the construction and operation of tramways.

See also 
 Work train

References

Further reading

Maintenance of way equipment