omniomni/omni-engineering huggingface dataset:
IBM System/370 Model 155. The IBM System/370 Model 155 (and the Model 165)
were jointly announced Jun 30, 1970 as "designed for ... the Seventies." That same day IBM announced the 370/195.  They were the first three models of the IBM System/370 line of computers.

Since none of them came with virtual memory, "which was to be a hallmark of the 370 line", some said about these early members of the IBM System/370 family, especially about the 155 and 165, that they were not "the real 370 line."

Three months later a fourth IBM System/370, the Model 145, was announced.

Virtual memory
The initially announced System/370 Models 155 and 165 systems did not support virtual memory.

In 1972 an upgrade option was announced "to provide the hardware necessary to operate in a virtual memory mode." Unlike the IBM System/370 Model 145, which as early as June 1971 included the hardware necessary to support virtual memory, and for which a microcode update from a floppy disk, adding support for virtual memory, was announced in 1972, the Model 155 and Model 165 needed expensive hardware additions - $200,000 for the 155 and $400,000 for the 165 - to add virtual memory capability. An upgraded 155 was known as an IBM System/370 Model 155-II.

Physical memory
Although the joint 155/165 announcement did not have the word virtual, there were multiple references to (physical) memory, storage (both main memory and disk storage), and cache memory under the name "buffer".

The 155 had seven main memory choices, ranging from 256 KB to 2 MB; the 165: five possibilities, from 512 KB to 3 MB. Both models were described as having "a very high-performance buffer storage backed by a large" main memory.

Another signs of not being "the real 370 line" is that the main storage in 3155 was not monolithic, it was using the older type of ferrite core storage. The 3360 storage unit could have 256 or 512 KB of storage, each 3155 could have one to four 3360 units attached. Also, the microcode in 3155 was "hardwired" while later 370 systems loaded the microcode from a floppy disk, enabling easy upgrades. The 3155 also had very limited error logging capability and used an IBM 3215 typewriter console.

Channels
Channel 0 was a byte multiplexor channel, channel 1 to 5 were block multiplexor channels. Channel 0 and 1 were standard, channel 2 to 5 were optional upgrades.

Operating systems
The 370/155 supported both DOS/360 and OS/360. Being members of the System/370 family, the Model 155 and Model 165 were compatible with each other. Lacking virtual memory support, neither machine, as announced, could run a virtual memory operating system.

A 370/155 upgraded to a 370/155-II, with support for virtual memory added, supported DOS/VS (DOS/360 with virtual storage), OS/VS1 (OS/360 MFT with virtual storage), OS/VS2 Release 1 (OS/360 MVT with virtual storage), termed SVS (Single Virtual Storage), and Release 2, termed MVS (Multiple Virtual Storage), and VM/370.

See also
 List of IBM products
 IBM System/360
 IBM System/370

Notes

References

IBM System/360 mainframe line
Computer-related introductions in 1970
IBM System/370 Model 165. The IBM System/370 Model 165 (and the Model 155)
were jointly announced June 30, 1970
as "designed for ... the Seventies." That same day IBM announced the 370/195.  They were the first three models of the IBM System/370 line of computers.

Since none of them came with virtual memory, "which was to be a hallmark of the 370 line", some said about these early members of the IBM System/370 family, especially about the 165 and 155, that they were not "the real 370 line."

Three months later a fourth IBM System/370, the Model 145, was announced.

Virtual memory
The initially announced System/370 Models 165 and 155 systems did not support virtual memory.

In 1972 an upgrade option was announced "to provide the hardware necessary to operate in a virtual memory mode." Unlike the IBM System/370 Model 145, which as early as June 1971 included the hardware necessary to support virtual memory, and for which a microcode update from a floppy disk, adding support for virtual memory, was announced in 1972, the Model 155 and Model 165 needed expensive hardware additions - $200,000 for the 155 and $400,000 for the 165 - to add virtual memory capability. An upgraded 165 was known as an IBM System/370 Model 165-II.

Emulation
The 370/165, when equipped with the appropriate compatibility feature, with the use of an emulator program permits running
 7070, 7072 and 7074 programs
 IBM 7080 programs
 709, 7040, 7044, 7094 and 7094 II programs.
The IBM 7070/7074 Compatibility Feature allowed the 165 to "run 7070 and 7074 programs at speeds that, in general, equal or exceed those of the original systems" and yet "not affect normal operation of System/370."

Physical memory
Although the joint 155/165 announcement did not have the word virtual, there were multiple references to (physical) memory, storage (both main memory and disk storage), and cache memory under the name "buffer".

The 155 had seven main memory choices, ranging from 256K to 2 MB; the 165: five possibilities, from 512K to 3 MB. Both models were described as having "a very high-performance buffer storage backed by a large" main memory.

Operating systems
The 370/165 supported both DOS/360 and OS/360. Being members of the System/370 family, the Model 155 and Model 165 were compatible with each other. Lacking virtual memory support, neither machine, as announced, could run a virtual memory operating system.

IBM provided and supported the free operating systems DOS/VS (DOS/360 with virtual storage), OS/VS1 (OS/360 MFT with virtual storage), OS/VS2 Release 1 (OS/360 MVT with virtual storage), termed SVS (Single Virtual Storage), and Release 2, termed MVS (Multiple Virtual Storage), and Virtual Machine Facility/370 (VM/370) on a 370/165 upgraded to a 370/165-II, exploiting the virtual memory hardware. IBM also provided TSS/370 for the 165-II as a PRPQ, while others ported 3rd party operating systems, e.g., Michigan Terminal System (MTS), Orvyl, from the 360/67 to S/370s with virtual memory hardware.

See also
 List of IBM products
 IBM System/360
 IBM System/370

Notes

References

IBM System/360 mainframe line
Computer-related introductions in 1970
IBM System/370 Model 145. The IBM System/370 Model 145 was announced September 23, 1970, three months after the 155 and 165 models.  It was the fourth member of the IBM System/370 line of computers, and was the first IBM computer to use semiconductor memory for its main memory instead of magnetic core memory. It was described as being five times faster than the IBM System/360 Model 40. First shipments were scheduled for late summer of 1971.

Virtual memory
Initially, the System/370 Model 145 did not support virtual memory.

Unlike the earlier Model 155 and 165 systems, for which an upgrade to virtual memory required the purchase of an expensive upgrade to add a DAT box, the Model 145 already included an associative memory used by the microcode for the DOS compatibility feature from its first shipments in June 1971; the same hardware was used by the microcode for DAT. Although IBM famously chose to exclude virtual storage from the S/370 announcement, that decision was being reconsidered during the completion of the 145 engineering, partly because of virtual memory experience at CSC and elsewhere. The 145 microcode architecture simplified the addition of virtual storage, allowing this capability to be present in early 145s without the extensive hardware modifications needed in other models. However, IBM did not document the 145's virtual storage capability, nor annotate the relevant bits in the control registers and PSW that were displayed on the operator control panel when selected using the roller switches. The Reference and Change bits of the Storage-protection Keys, however, were labeled on the rollers, a dead giveaway to anyone who had worked with the earlier 360/67. Existing S/370-145 customers were happy to learn that they did not have to purchase a hardware upgrade in order to run DOS/VS or OS/VS1 (or OS/VS2 Release 1 – which was possible, but not common because of the limited amount of main storage available on the S/370-145).

This resulted in two advantages of the 145 over the 155 and 165:
  370/145 customers did not have to wait as long for this lack of virtual memory to be remedied
  there was no need to buy extra hardware: An upgrade to the 145's microcode through a new microcode floppy disk enabled virtual memory capability.

Operating systems
The 370/145 supported both DOS/360 and OS/360. Lacking virtual memory support, the 145, as announced, could not run a virtual memory operating system.

Upon gaining virtual memory capability via a microcode update, the 145 could now support the VMF (Virtual Machine Facility) and VM/CMS, a time-sharing system.

See also
 List of IBM products
 IBM System/360
 IBM System/370

Notes

References

IBM System/360 mainframe line
Computer-related introductions in 1970
EN 15227. EN 15227 is a European standard about the crashworthiness requirements for railway vehicle bodies. It was first resolved in 2008 and it is binding since 2012 for all new vehicles in the European Union.

The required energy absorption modules had major impacts on the headshape design of locomotives and passenger rolling stock. The specification is accompanied by EN 12663 (Structural requirements of railway vehicle bodies) that was updated in 2008 to meet the EN 15227 scenarios.

Scenarios 
The main definitions of EN 15277 look at a number of crash scenarios:

 head impact of similar vehicles at a speed of 
 impact on a freight wagon of  at a speed of 
 impact on a lorry at a grade crossing at a speed of 
 impact on a smaller object like a car at a grade crossing.

For each scenario and train class there are minimum requirements on the remaining space in the driver cabin after the crash. Due to the expensive equipment there are no full body crash tests in railway applications. Instead the impact is simulated with finite element analysis and parts of the structure are validated by a real crash test (simulation and test result may not differ more than ten percent).

Result 
Before the time of EN 15277 the head of a locomotive was simply part of the full body of the railway vehicle. This has been replaced by a separately designed cabin that is subsequently integrated with the rest of the vehicle body. The area around the couplers is very different with the required anti-climbing protection buffers and the energy-absorption elements behind them. The rest of the headshape may come in very different designs as they are commonly made from fiberglass or carbon fiber.

Gallery

Regulations 
The EN 15227 has been made mandatory by the Technical Specifications for Interoperability (TSI) decisions in 2008 - the 2008/232/CE for high-speed railway and 2008/57/EC for conventional rail. While ongoing projects were allowed to be completed all new procurements had to include the requirement since then.

The comparable standards in the United States are 49CFR238 from the FRA and S-C&S-034-99 from the APTA. In an initial assessment the European standard was considered to be not equivalent and compliance with one standard would not imply compliance with the other standard. However, the required "Crash Energy Management System" of US-origin can be integrated into the EN 15227 cabin resulting in a vehicle that can be shown to be compliant in both areas.

See also 
 Crashworthiness
 Telescoping (rail cars)

References 

Transport and the European Union
CI/CD. In software engineering, CI/CD or CICD is the combined practices of continuous integration (CI) and continuous delivery (CD) or, less often, continuous deployment. They are sometimes referred to collectively as continuous development or continuous software development.

Components 
Continuous integration Frequent merging of several small changes into a main branch.
Continuous delivery Producing software in short cycles with high speed and frequency so that reliable software can be released at any time, with a simple and repeatable deployment process when deciding to deploy.
Continuous deployment Automatic rollout of new software functionality.

Motivation 
CI/CD bridges the gaps between development and operation activities and teams by enforcing automation in building, testing and deployment of applications. CI/CD services compile the incremental code changes made by developers, then link and package them into software deliverables. Automated tests verify the software  functionality, and automated deployment services deliver them to end users. The aim is to increase early defect discovery, increase productivity, and provide faster release cycles. The process contrasts with traditional methods where a collection of software updates were integrated into one large batch before deploying the newer version.

Modern-day DevOps practices involve:
 continuous development, 
 continuous testing, 
 continuous integration, 
 continuous deployment, and 
 continuous monitoring 
of software applications throughout its development life cycle. The CI/CD practice, or CI/CD pipeline, forms the backbone of modern day DevOps operations.

Best practices for cloud systems 
The following practices can enhance productivity of CI/CD pipelines, especially in systems hosted in the cloud:

 Number of Pipelines: Small teams can be more productive by having one repository and one pipeline. In contrast, larger organizations may have separate repositories and pipelines for each team or even separate repositories and pipelines for each service within a team.
 Permissions: In the context of pipeline-related permissions, adhering to the principle of least privilege can be challenging due to the dynamic nature of architecture. Administrators may opt for more permissive permissions while implementing compensating security controls to minimize the blast radius.

See also 
 Continuous integration (CI)
 Continuous delivery (CD)
 Continuous deployment (CD)

References

External links 
 
 

Software development
Myanmar Institute of Information Technology. Myanmar Institute of Information Technology (; abbreviated MIIT) is a technological university located in Chanmyathazi Township, Mandalay, Myanmar. It was set up as a National Centre of Excellence in 2015 as a result of a Memorandum of Understanding between the Government of the Republic of the Union of Myanmar and the Government of the Republic of India. It currently offers Bachelor of Engineering degrees in computer science and engineering and electronics and communications engineering.

Campus 
MIIT is located on a 7-acre campus in the south-western part of Mandalay. The classrooms and laboratories operate from a six-story structure. The main academic building is equipped with multiple teaching and learning spaces that include classrooms, laboratories, an auditorium, and recreational areas.

MIIT provides residential facilities for its entire teaching staff. Separate hostel facilities for both boys and girls are also provided.

Academics 
MIIT currently offers two undergraduate degree programmes in computer science and engineering and electronics and communications (engineering).

Admissions 
Students are admitted to the Bachelor of Engineering (Honours) programmes in computer science and engineering and electronics and communications Engineering once each year, for the academic year starting in December.

Input Qualifications 
Applicants must have passed the Matriculation Exam of Myanmar in the year of admission, with mathematics, physics, chemistry, and English as the subjects.

References 

 Myanmar Institute of Information Technology, Mandalay

Universities and colleges in Myanmar
Technological universities in Myanmar
Universities and colleges in Mandalay Region
Rohit Pappu. Rohit Pappu is an Indian-born computational and molecular biophysicist. He is the Gene K. Beare Distinguished Professor of Engineering and the director of the Center for Biomolecular Condensates (CBC) at Washington University in St. Louis.

Education and career
Pappu did his undergraduate work in physics, mathematics, and electronics at the St. Joseph's College, Bangalore.  He received an M.S. in solid-state physics in 1992 and Ph.D. in biological physics in 1996, both at Tufts University where he worked on theoretical aspects of protein folding.  He spent two years as a postdoctoral fellow at  Washington University in St. Louis with Jay Ponder and then from 1998 to 2001 he was a postdoctoral fellow with George Rose at Johns Hopkins University. He joined Washington University in St. Louis as an Assistant Professor in Biomedical Engineering in 2001, becoming Associate Professor in 2007 and Professor in 2011. He was inducted as the Edwin H. Murty Professor of Engineering in 2015, and as the Gene K. Beare Distinguished Professor in the Fall of 2021.

Research
Pappu uses theoretical, computational, and experimental approaches to study intrinsically disordered proteins in the context of normal cellular function and neurodegenerative diseases (notably Huntington's disease). He has made major contributions to understanding the driving forces associated with protein aggregation, and how the linear amino acid sequence of a disordered proteins determines its conformational behaviour, with a particular focus on the role of polar and charged amino acids. With postdoctoral fellow Rahul Das, Pappu discovered that the patterning of charged residues has a major impact on the conformational ensemble of a disordered protein. More recently, his work has focussed on the polymer physics of biological phase transitions to understand the theoretical and molecular underpinnings that drive intracellular phase separation.

Pappu was named a fellow of the American Association for the Advancement of Science (AAAS) in 2013, and in 2016 was elected as a fellow of the American Institute for Medical and Biological Engineering (AIMBE) for "outstanding contributions to protein engineering and design and the molecular basis of neurodegeneration through advances in computational biology". In 2019, Pappu was named a fellow of the Biophysical Society for "ingeniously implementing polymer physics approaches and molecular simulations to characterize intrinsically disordered proteins", and as a Mercator Fellow by the German Science Foundation (Deutsche Forschungsgemeinschaft).

References

External links
 Official website

American biomedical engineers
Biophysicists
Washington University in St. Louis physicists
Year of birth missing (living people)
Living people
Washington University in St. Louis fellows
CAE Aviation. CAE Aviation is an aviation company based in Luxembourg providing services such as aerial surveillance, reconnaissance, parachuting and maintenance to various international governmental agencies and private operators. The business is unrelated to Canadian flight simulator manufacturer CAE.

History 
Founded in 1971, CAE Aviation initially specialised in aircraft maintenance. Since the 1980s the company has diversified into aerial surveillance and reconnaissance.

Services 
With a fleet comprising six different types of turboprop aircraft – mainly of the Beechcraft King Air and Fairchild Metro families – CAE Aviation provides aerial surveillance, military parachuting and airborne geophysics services. The company also runs a service centre for Wescam airborne cameras in Lapalisse, France.

Fleet 
As of August 2019 the CAE Aviation fleet includes the following aircraft:
 1 Saab 340B(AEW)

Accidents

References 

Aviation companies of Luxembourg
1971 establishments in Luxembourg
Iosif Yesman. Iosif Gavrilovich Yesman (; December 1 1868, in Vileyka – July 1 1955, in Baku) was a Soviet and Russian scientist in the field of hydraulics. He was a full member, one of the founders (1945), and director of the Institute of Power Engineering (1945–1955) at the Azerbaijan National Academy of Sciences.

Yesman was a power engineering specialist. He was an honored scientist of Azerbaijan in 1929.

References

1868 births
1955 deaths
Academic staff of Peter the Great St. Petersburg Polytechnic University
Academic staff of Tbilisi State University
Recipients of the Order of Lenin
Recipients of the Order of the Red Banner of Labour
Recipients of the Order of the Red Star
Azerbaijani engineers

Soviet engineers
Scientists from the Russian Empire
SS Claremont Victory. The SS Claremont Victory was the 18th of 531 Victory ships built during World War II. She was built in the Oregon Shipbuilding Corporation shipyard in 1944. She served during the Battle of Okinawa. After the war, she was owned by a number of merchant shipping companies in Argentina before being scrapped in 1978.

The Victory ships were designed to replace the earlier Liberty Ships that were designed to be used exclusively for WW2. Victory ships were designed to last longer and serve the US Navy after the war as these were faster, longer, wider, taller, had a thinner stack set farther toward the superstructure, and had a long raised forecastle.

World War II
The SS Claremont Victory was launched by the Oregon Shipbuilding Corporation on 12 January 1944 and completed on 28 February 1944. The ship’s United States Maritime Commission designation was VC2-S-AP3, hull number 102 (1018). The Maritime Commission turned her over to a civilian contractor, the American President Lines, for operation.

The SS Claremont Victory was used as a cargo ship during World War II, including transporting supplies for the Battle of Okinawa. During the 82 days of the Battle of Okinawa (April 1 to June 22, 1945), merchant shipping came under aerial attack, including Kamikaze attack planes. The Claremont Victory′s anti-aircraft weaponry, including her 5-inch deck gun, were used to help repel these attacks. SS Claremont Victory and 96 other Victory ships were converted to troopships to bring American soldiers home as part of Operation Magic Carpet.

Honors

The crew of the Naval Armed Guard on the SS Claremont Victory earned "Battle Stars" for meritorious participation in combat during the invasion of Okinawa from 10 April 1945 to 22 April 1945.

Post war

With the war coming to an end, and a reduced need for military shipping, the Claremont Victory was laid up on the James River National Defense Reserve Fleet in Virginia in 1946. She was then sold to the Compania Argentina De Navigacion Dodera S.A., in Argentina for $1,005,431.00 on Nov. 19, 1946 and renamed the SS Hornero. In 1949 she was sold to Flota Argentina de Nav. de Ultramar, Buenos Aires. In 1961 she was sold to Empresa Líneas Marítimas Argentinas, Buenos Aires. In 1975 she was removed from service and laid up in Buenos Aires. In 1978 she was scrapped at Campana, Argentina.

See also
List of Victory ships
 Liberty ship
 Type C1 ship
 Type C2 ship
 Type C3 ship

References

Sources
Sawyer, L.A. and W.H. Mitchell. Victory ships and tankers: The history of the ‘Victory’ type cargo ships and of the tankers built in the United States of America during World War II, Cornell Maritime Press, 1974, 0-87033-182-5.
United States Maritime Commission: 
Victory Cargo Ships  

Victory ships
Ships built in Portland, Oregon
United States Merchant Marine
1944 ships
World War II merchant ships of the United States
Troop ships of the United States