omniomni/omni-engineering huggingface dataset:
ALCO 539T. The Alco 539T was a diesel prime mover built by the American Locomotive Company. This engine was also used as a stationary powerplant, used in pipeline pumping stations, tugboats and dredges. It began as a straight-six, four-stroke design in a cast block which produced from . The engine has a bore (cylinder diameter) of , and a stroke of . The 539 engine was built at Alco's Auburn, New York engine plant and later starting in September 1949 in Canada. The 539T was equipped with the Buchi turbocharger, being made under license by the Elliott Manufacturing Company of Jeannette, Pennsylvania. The first 539T engines were used in S-2 switchers and DL-105 passenger locomotives built in September 1940. Alco locomotives using this engine include the S-2, S-4, RS-1, RSC-1, RSD-1, DL-105, DL-107, DL-108, DL-109, and DL-110. MLW locomotives using this engine include the S-2, S-4, S-7, S-12, RS-1, and RSC-13.

An eight-cylinder inline version of the 539T was developed by Alco.  This diesel engine developed from . It was never used in a locomotive, but a twin bank V8 had been planned to be used in an early version of the “Black Maria” DL-202/DL-203 in response to EMD's FT locomotive. The inline 8-539T was used in stationary and marine applications.

The 539 engine was developed in response to the perceived drawback that Alco's line of diesel switchers had a restricted field of vision because of the high hood. Both Baldwin and EMC were offering diesel switchers with a lower engine hood that the trainmen could see over. The 539 engine was developed from the 538 engine, both had the same cylinder dimensions. The engine base of the 538 was flat and rode on a flat underframe. The change that the 539 offered was to lower the base of the engine into the frame. This was done with revised mounting lugs and a modified oil pan. The modified 538 became known as the 539 and the change allowed the engine hood to be lowered by .

A very similar engine developed for the United States Navy was the 540T. This engine used a welded block. The welded construction was required because the specified shock tolerance requirements prohibit the use of cast blocks. The Navy 540 was used in patrol boats, mine sweepers, mine layers, and tug boats:

 30 of 123 s
 Two 855shp ALCO 539 diesel engines, Farrel-Birmingham single reduction gear, two shafts.
 9 of 95 s
 Two 1,559shp ALCO 539, Westinghouse single reduction gear

References

 
Close examination of actual engine blocks.
Steinbrenner, Richard T. (2003). The American Locomotive Company: A Centennial Remembrance. On Track Publishers LLC, New Brunswick, NJ. .

Diesel locomotive engines
539
Diesel engines by model
Diesel engines by maker
New South Wales 45 (later 71) class locomotive. The 45 class (later the 71 class) was a class of mainline electric locomotive built in-house in 1952 by the New South Wales Department of Railways' Chullora Railway Workshops. With only a single locomotive in the class, 4501 was renumbered 7100 in October 1961, which freed up the number range for the 45-class diesel locomotives.

Construction
The sole member of the class was designed by the New South Wales Department of Railways and was built at their Chullora Railway Workshops using components supplied by Commonwealth Engineering. It was completed in June 1952 and numbered 4501.

Operation

4501 had a one-hour power rating of  with a total weight of . Its maximum speed was  It had a driving compartment at each end of its very box-shaped body. Its colour scheme being bottle green, with chrome lining, it became affectionately known as the Green Beetle.

Its purpose was to provide experience of operating powerful electric locomotives prior to the arrival of the 46 class locomotives which had been ordered from England for use on the electrified Main Western line to Bowenfels. Once the electrification project had reached Penrith in October 1955, 4501 had its first opportunity to haul passenger trains. Six months later, when the first 46-class arrived, the locomotive became a regular assistant locomotive for steam powered trains on the Main North line between North Strathfield and Hornsby.

In 1957, it was transferred to the Flemington Maintenance Depot where it was employed as a shunter. At the time, Flemington was the base for all locomotive hauled air-conditioned carriages.

In October 1961, it was re-numbered 7100. In October 1967, it received a major overhaul where several tonnes of additional ballast was added. Main-line safeworking equipment was provided to allow it to haul coal trains over the newly electrified Main South from Glenlee to Rozelle.

Demise
Failures dogged the veteran locomotive and it was withdrawn in June 1974. Following an extended period of storage, it was placed at the New South Wales Rail Transport Museum (now NSW Rail Museum) moved to Thirlmere. In April 2009, it was relocated to the former Broadmeadow Locomotive Depot. It is now on Transport Asset Holding Entity's heritage list. In 2024 it was moved to undercover storage at the Heritage Hub at Chullora Workshops.

References

Further reading

Co-Co locomotives
Electric locomotives of New South Wales
Preserved electric locomotives
Railway locomotives introduced in 1952
Standard gauge locomotives of Australia
1500 V DC locomotives
New South Wales 43 class locomotive. The 43 class were a class of Australian diesel locomotives built by A Goninan & Co, Broadmeadow for the New South Wales Department of Railways in 1956–1957.

Construction
The class of six locomotives was built by A Goninan & Co, Broadmeadow, as sub-contractor to Australian Electrical Industries.

These locomotives were unique in Australia in having Alco power units in GE Transportation Systems designed bodies, a legacy of the former Alco-GE partnership which was dissolved in 1953. Although their design originated in the United States, only two similar UM20 cab and two booster units were ever built in that country, for the Union Pacific and Erie Railroads.

Operation

The 43 class were initially used on the Main Western line from Sydney to Orange, prior to electrification of the line to Lithgow in June 1957, appearing regularly on the Central West Express. Subsequently, they were transferred to Broadmeadow Locomotive Depot operating from Gosford to the Queensland border via both the North Coast and Main North lines. They also saw service on the Main South line.

The 43 class were not popular with the train crews, but they did pave the way for a long line of Alco-powered locomotives. They did receive some improvements in the late 1950s with water cooling of the turbo-superchargers replacing the air-cooled units.

Demise
In August 1974, 4301 was taken into Chullora Workshops for a regular overhaul, however a decision was made to use it as spares for the remaining units.

The last was withdrawn in October 1979 with 4306 placed by the Public Transport Commission in the custody of the NSW Rail Museum. It is now a designated NSW heritage item. It was transferred to Thirlmere in March 1980. In 1986, the Illawarra branch of the Rail Transport Museum commenced overhauling 4306 at Yallah. The locomotive returned to traffic in June 1996 and has since been used extensively on charters in New South Wales as well as interstate to Brisbane and Melbourne.

Fleet

4301 – Scrapped

4302 – Scrapped

4303 – Scrapped

4304 – Scrapped

4305 – Scrapped

4306 – Transport Heritage NSW, NSW Rail Museum, Thirlmere, Preserved, Operational

References

Further reading

External links

Co-Co locomotives
Diesel locomotives of New South Wales
Railway locomotives introduced in 1956
Standard gauge locomotives of Australia
Diesel–electric locomotives of Australia
Streamlined diesel locomotives
Matrix clock. A matrix clock is a mechanism for capturing chronological and causal relationships in a distributed system.

Matrix clocks are a generalization of the notion of vector clocks. A matrix clock maintains a vector of the vector clocks for each communicating host.

Every time a message is exchanged, the sending host sends not only what it knows about the global state of time, but also the state of time that it received from other hosts.

This allows establishing a lower bound on what other hosts know, and is useful in applications such as checkpointing and garbage collection.

References

See also
 Lamport timestamps
 Vector clock
 Version vector

Logical clock algorithms
Institut national de recherche sur les transports et leur sécurité. Institut national de recherche sur les transports et leur sécurité (INRETS) is the former French national institute for transport and safety research. INRETS and the LCPC (the French Central Laboratory of Roads and Bridges) have been merged since January 2011 to form a new research institute: IFSTTAR (the French Institute for Sciences and Technologies of Transport, Planning and Networks).

Research area 

INRETS research roadmap includes the following areas:

Safety of people transportation systems
 Health and road safety (epidemiology, accident, biomechanics, psychology and sociology of human behavior) 
 Public policies on risk 
 Technology and human factors: human-machine cooperation
Innovative transportation systems 
 Mobility of people, lifestyles, territories (analysis of mobility, acceptability and conditions change, networks and regional planning) 
 Goods transportation 
 Traffic management systems and network optimisation methods
Reliability and sustainability of transport systems, optimisation of energy consumption, reduction of environmental impact 
 Safety and efficiency of transport; guided transportation systems 
 Communication, navigation and surveillance, diagnosis and maintenance 
 Evaluation and reduction of emissions of greenhouse gases and pollutants 
 Evaluation and reduction of transport noise – multi-nuisance analysis

Organisation 

The INRETS research institute is organised as a French Scientific and Technical Research Public Establishment and includes the following sites:
 Bron (Lyon) 
 Marne-la-Vallée
 Marseille
 Salon-de-Provence
 Satory 
 Villeneuve-d'Ascq (Lille)

Research cooperations 
 INRETS-Villeneuve-d'Ascq is associated to the research on transportation systems as a member of the PRES Université Lille Nord de France, with research contribution from École centrale de Lille, ENSIAME and University of Valenciennes and Hainaut-Cambresis.
 INRETS-Marne-la-Vallée is associated to research on transportation systems with support from École nationale des ponts et chaussées.

External links
INRETS

University of Lille Nord de France
Research institutes in France
Transport safety organizations
Transport research organizations
Umikaze-class destroyer. The  were a class of two destroyers of the Imperial Japanese Navy. They were the first large destroyers designed for open ocean service to be built in Japan.

Background
The Umikaze-class destroyers were designed after the Russo-Japanese War, as the Imperial Japanese Navy realized that the vessels in its current fleet of destroyers were too small and poorly designed for extended "blue water" operation.

Two vessels were built, based largely on British designs, one at Maizuru Naval Arsenal and the other at the Mitsubishi shipyards in Nagasaki.

Design
The Umikaze-class ships were based largely on the Royal Navy  destroyers. In terms of displacement, each vessel was almost three times larger than the previous destroyers in the Japanese Navy.

Externally, the design retained the four-smokestacks of the , however, internally the coal-fired triple expansion steam engines, were replaced with heavy oil-fired Parsons steam turbine engines, which was a first for Japan. The rated power of 20,500 shp gave the vessels a high speed of , however fuel consumption severely limited range.

Armament was increased over the previous classes, with a pair of QF 4.7 inch Gun Mk I - IV guns, with one gun mounted on the small forecastle forward of the bridge and another on the quarterdeck and five QF 3 inch 12 pounder guns mounted staggered to port and starboard. The number of torpedoes was initially three in unreloadable tubes; but this was quickly changed to two in reloadable tubes in operational service.

Operational history
The Umikaze-class destroyers proved to be largely experimental ships. The use of Parsons steam turbines pushed the design to the limits of capability of contemporary engineering and production technology, and the engines were plagued with maintenance issues, as well as tremendous fuel consumption. In an effort to reduce running expenses and to increase range, the boilers were modified from all heavy oil to two heavy oil and four coal-fired boilers. Even with the modification, the Umikaze vessels were largely retained for coastal patrol duties.

The Umikaze ships were rated at first-class destroyers on 28 August 1912, and served to 1 June 1930 when both were converted to minesweepers. Both were subsequently scrapped in 1936.

Ships

References

Notes

Books

External links

Destroyer classes
Bergen's Electric Tramway. Bergen's Electric Tramway () is an organization which operates a museum tramway in Møhlenpris in Bergen, Norway. The tramway is an attempt at a revival of the Bergen Tramway, which operated from 1897–1965.

The tramway is based at Bergen Technical Museum. This building has recently been awarded heritage status and a large sum of money has been spent on renovations on the roof.

Although the line is currently only 300 m long, an expansion to Den Nationale Scene is under construction. Further, more ambitious plans include lines to Bryggen and St Mary's Church, Nordnes and Bergen Aquarium, and VilVite.

References

External links

 

1993 establishments in Norway
Heritage railways in Norway
Museums established in 1993
Museums in Bergen
Organisations based in Bergen
Tram transport in Bergen

no:Trikken i Bergen#Museumslinje
China High Speed Transmission. China High Speed Transmission Equipment Group Company, Ltd. () or China High Speed Transmission, China High Speed, is a high-speed gear transmission equipment manufacturer in China. It is the largest wind power transmission gear manufacturer in China.

China High Speed Transmission was founded in 1969, formerly Nanjing Machine Tool Repairing Plant. In 1976, the plant was expanded and transformed to a gear manufacturer and changed its name to Nanjing Gear Box Factory. In 2001, the name was changed into an incorporated company.

It was listed on the Hong Kong Stock Exchange in July 2007 with its IPO price of HK$7.08 per share. It closed the day at HK$14.00, nearly twice its IPO.

References

External links

China High Speed Transmission Equipment Group Company, Ltd.

Wind power in China
Engineering companies of China
Wind turbine manufacturers
Manufacturing companies based in Nanjing
1969 establishments in China
Companies listed on the Hong Kong Stock Exchange
Chinese brands
ENOS Rescue-System. ENOS stands for "Elektronisches Notruf- und Ortungssystem" – "Electronic Rescue and Location System" - a system developed in Germany for use by divers at sea. ENOS allows people in distress to signal their location when drifting on the ocean's surface so they can be quickly located and rescued. Although the system was especially developed for scuba diving it can also be used for other water sports like windsurfing, jet skiing, sailing and boating.

Assembly and operation 
 
Each ENOS unit consists of two parts. The ENOS-Receiver which is kept on board the dive boat; and the ENOS-Transmitter(s) carried by the diver(s).
ENOS is designed for emergencies associated with a diver(s) surfacing too far from the boat to swim back. For example, when divers have been swept away from their vessel by a current or when they can't see the boat because of poor weather.  
To send an emergency signal, the diver switches on the transmitter. This will send the signal and the diver's GPS position back to the boat's receiver. 
When the receiver picks up the diver's alert, it automatically determines the boat's GPS position and calculates the vessel's distance and bearing to the diver's position. The results are clearly plotted on screen for the skipper to follow during the rescue.

Technology and receiving range 
Every ENOS is a self-contained rescue system that functions in a local area. Its range is determined by the height of the receiving antenna mounted on the dive boat, the prevailing surface conditions and the distance of the direct line-of-sight. Receiving ranges of up to three nautical miles are standard. A range of up to six nautical miles is possible in optimal conditions.
The system uses radio frequencies that do not require licenses or fees; and are determined by the national laws of radio frequencies where the system is operating. It does not use the international distress frequency.
ENOS is the only rescue system for water sports which relays the GPS position of the diver in distress directly to a local receiving unit. The alert is not relayed to coast guards or other marine rescue organisations.
The receiver is alerted immediately which enables the nearby boat to quickly and independently initiate the diver rescue and bear the costs. 
A single ENOS-Receiver can receive alerts from all the ENOS-Transmitters operating on the same frequency within the same receiving range.

Other rescue systems 
The ENOS-System is not intended to replace existing distress radio beacons or rescue systems (e.g. EPIRBs, ELTs, PLBs, Inmarsat etc.), which operate on international emergency frequencies and over large distances.

Circulation 
The ENOS-System was developed in Rösrath, Germany in 2004. It can be used anywhere in the world and is currently operating on dive boats in Egypt, Ecuador / Galápagos, European Union, Maldives, Seychelles .

See also
A collection of press releases about the ENOS-System

References

External links 
 Website of company Seareq, Sicherheits- und Rettungsequipment 

Underwater diving safety equipment
Napier Cub. The Napier Cub was an unusual and very large experimental  16-cylinder 'X' pattern liquid-cooled aero engine built by the British engine company D. Napier & Son. The Cub was the only Napier 'X' engine design. First flown on 15 December 1922 in an Avro Aldershot biplane bomber aircraft, the only other application was in the Blackburn Cubaroo. Only six engines of this type were ordered and produced.

Design
The four banks of four cylinders were arranged in a flattened 'X' when viewed from the front. The angle between the upper cylinders was 52.5 degrees, the lower cylinders 127.5 degrees, which gave an angle of 90 degrees between the outer cylinder banks. The cylinders consisted of separate individual steel forgings with welded steel water cooling jackets. The carburettor was situated below the propeller reduction gear at the front of the engine and fed the inlet valves through four inlet manifolds. The valve drive gear, magnetos and pumps were fitted to the rear of the crankcase.

Specifications (Cub)

See also

References

Notes

Bibliography

 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

External links
"Harnessing 1,000 Horse Power" a 1922 Flight article on the Cub

Cub
1910s aircraft piston engines
X engines
Marinette station. The Milwaukee Road Depot in Marinette, Wisconsin was built in 1903 by the Chicago, Milwaukee, St. Paul and Pacific Railroad  (otherwise known as The Milwaukee Road) to replace an earlier depot.

Overview 

The depot is a one-story rectangular structure in the Queen Anne style. An open, covered area is located at one end of the depot. The depot originally had two passenger waiting areas, a women's waiting room at one end and the men's waiting room and freight room at the other. The station agent's office was located between the two waiting rooms. The depot was designed by J. U. Nettenstrom, a staff architect from the railroad. Nettenstrom also designed other depots in Wisconsin.

The railroads first entered Wisconsin for the lumber. Before the railroads, lumber had to be shipped by boat. Railroads allowed for the year-round harvesting of timber. The early economy of Marinette was based on the lumber industry. The Milwaukee Road entered Marinette in 1883. It built a spur from the mainline at Crivitz, Wisconsin to Marinette and Menominee, Michigan.

As the number of passengers declined on the Milwaukee Road after World War II, it ceased passenger trains to Marinette and Menominee. The depot was served by buses from Crivitz. The depot continued to serve freight. In 1985, The Milawaukee Road went out of business and sold the rail line and depot to the Escanaba and Lake Superior Railroad (E&LS). The E&LS continued to use the depot as an office until 2004. The land was sold in order to build a drugstore and to realign the city street. The depot was sold to a developer who moved it 400 feet to the south of its original position. The depot is still located adjacent to the E&LS tracks, thus preserving its setting. The developer plans to remodel the depot and make it into offices.

The depot was listed in the National Register of Historic Places because of its architecture and also because of its association with the commercial development of Marinette and with the railroad's association with the development of the timber industry.

References 
 Squitieri, Amy R., Sarah Davis McBride, Emily Schill and Erin Pogany. Milwaukee Road Depot (Marinette County, Wisconsin) National Register of Historic Places Registration Form, National Park Service, Washington, DC, 2004.

Railway stations on the National Register of Historic Places in Wisconsin
Railway stations in the United States opened in 1903
Marinette
Former railway stations in Wisconsin
Victorian architecture in Wisconsin
National Register of Historic Places in Marinette County, Wisconsin
Cydra-5. The Cydra-5 departmental supercomputer is the first minisupercomputer designed by Cydrome. It was completed in 1987. At that time Cydra-5 cost from $0.5 million to $1 million but achieved one-half the performance of contemporary supercomputers which cost around 10 times as much, $10 million to $20 million.

The Cydra-5 is a heterogeneous multiprocessing system. There are two types of processors functionally specialized for different components of workload. The numerical processor works on numerical computations and uses Cydrome’s "directed-dataflow" architecture, a variant of VLIW. The general-purpose processor is based around the Motorola 68020 processor, and works on non-numerical instructions to keep the numerical processor free from that work. However, these two processors share memory and peripherals, and the operating system manages both, so the user is presented with the illusion of a uniprocessor system.

Design philosophy 

The host processor/attached processor approach was rejected because of its performance limitations.

References 

Supercomputers
Napier Culverin. The Napier Culverin was a licensed built version of the Junkers Jumo 204 six-cylinder vertically opposed liquid-cooled diesel aircraft engine built by D. Napier & Son. The name is derived from the French word, culverin, for an early cannon or musket. First flown in 1938, the engine went into limited production, with testing carried out on a Blackburn Iris V biplane flying-boat aircraft and Fairey IIIF biplane.

Design
The six cylinders were arranged vertically. Two crankshafts were located at the top and bottom of the engine and coupled together by gears. The inlet and exhaust ports were controlled by the pistons, as in a petrol-fuelled two-stroke engine.

Specifications (Culverin)

See also

Comparable engines
 Junkers Jumo 205

Related lists
 List of aircraft engines

References

Notes

Bibliography

 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

External links
Photo of a Napier Culverin at Napierheritage.org

Culverin
Two-stroke diesel engines
Aircraft diesel engines
Opposed piston engines
1930s aircraft piston engines
Diesel engines by model
Diesel engines by maker