omniomni/omni-engineering huggingface dataset:
Sophus Weidemann. Sophus Weidemann (31 December 1836 – 29 March 1894) was a Norwegian engineer and industrialist who contributed to the development of the shipping industry in Norway.

Biography
Weidemann was born in Christiania (now Oslo), Norway. He was the son of  Frederik Sommerfeldt Weidemann (1803–75) and Nathalia Adelaide Major (1808–51).  He was the grandson of judge  Lauritz Weidemann (1775–1856) and among his uncles was psychiatrist Herman Wedel Major (1814–1854).

Weidemann received an education in engineering at the Naval Academy (Sjøkrigsskolen) at Horten.
In 1856, Weidemann was employed as a technical draftsman at  Bergen Mekaniske Verksted.
From 1864 he was manager of the workshop   Fabrikken ved Nidelven   in Trondheim, the later ship building company Trondhjems mekaniske Værksted.
Weidemann resigned his managerial position at Fabrikken in 1871. He then opened his own engineering office 
and became a  technical consultant for Trondheim based steamship company,  Det Nordenfjeldske Dampskibsselskab until 1875.

Weidemann was elected to Trondheim City Council in 1883
In 1884, he bought Rosenborg farm  together with lawyer Karl Ludvig Bugge. The partners sold the parcel Bakkestranden to the municipality, while the rest of the area was divided up into residential plots and became the  basis for the Trondheim neighborhood of Rosenborg.
Weidemann retained the Rosenborg farm site where he and his wife lived the rest of their lives.  He died at Trondheim in 1894.

References

1836 births
1894 deaths
Engineers from Oslo
19th-century Norwegian engineers
Politicians from Trondheim
Engineers from Trondheim
Wrought Iron Range Company Building. The Wrought Iron Range Company Building is a Tudor Revival style building in St. Louis, Missouri that was built in 1926. The Wrought Iron Range Company was founded by Henry Harrison Culver and his brothers Walter and Licius. It was listed on the National Register of Historic Places in 2004.

It was designed in 1925 by St. Louis architect by Albert Knell.  It is a two-story steel frame and brick building with a stuccoed and half-timbered second story.  It has a hipped roof with a series of cross gables and brick piers that simulate chimneys.

References

Tudor Revival architecture in Missouri
Commercial buildings completed in 1926
Buildings and structures in St. Louis
Commercial buildings on the National Register of Historic Places in Missouri
National Register of Historic Places in St. Louis
Downtown West, St. Louis
1926 establishments in Missouri
Borgward Kolibri. The Borgward BFK-1 Kolibri, or Borgward-Focke BFK-1 Kolibri, (Kolibri meaning "hummingbird" in German) was a German three-seated utility helicopter built by Borgward, designed by Heinrich Focke and was the first German helicopter after World War II. The helicopter first flew on 8 July 1958 in Bremen, piloted by Ewald Rohlfs.

Design and development
Two prototypes were built; they had steel tubing fuselages, covered with metal and fabric and v-tails with tail rotors at their tips. The plywood covered main rotors had three blades with steel tubing spars. The helicopter had a six-cylinder air-cooled Lycoming VO-435-A1B engine, producing 260 hp. The fuel tank was capable of holding 180L. The helicopter could be used for spraying in agriculture, and could carry up to 300 lbs. Development ended after the two prototypes, as Borgward went bankrupt shortly after in 1961.

Specifications

Notes

References

1950s German civil utility aircraft
1950s German helicopters
Borgward
Single-engined piston helicopters
Aircraft first flown in 1958
Baggins End. The Baggins End Domes, also known as The Domes or the Davis Domes, are a student housing cooperative at the University of California, Davis built by students in 1972. They are part of the Sustainable Research Area which includes the Student Farm and the Experimental College Gardens. Inspired by Buckminster Fuller, there are 14 domes, featuring painted fiberglass-shell exteriors, the insides of which were coated with sprayed polyurethane foam, and "core-walls" with a kitchen on one side and a bathroom on the other. On January 25, 2011, an announcement was made by Student Housing that no new leases will be granted for the following academic year. The Sustainable Living/ Learning Task Force with faculty and students was initiated to investigate options.

Domes residents, also known as Domies, ended up collaborating with the Solar Community Housing Association (SCHA) cooperative in Davis, California.  SCHA and Domies raised money to repair the domes and lobbied the university to transfer management of the Domes to SCHA.  A community build event was held on November 3–6, where hundreds of volunteers performed the majority of the work, which included creating wheelchair accessible pathways and gardens, building new railings, and patching foam.

SCHA signed a ground lease with UC Davis at the end of December 2011,  14 new Domies moved into 7 of the domes at the start of January. The work was continued through July 2012.

References 

University of California, Davis campus
Houses in Yolo County, California
University and college residential buildings in California
Student housing cooperatives in the United States
STANAG 4355. STANAG 4355 – The Modified Point Mass and Five Degrees of Freedom Trajectory Model, an element of military strategy, is a NATO Standardization Agreement for surface to surface exterior ballistic modelling in support of Artillery, mortar and rocket systems.  This model is not as time-consuming to solve as the rigid body system, and uses a force system, axial spin and an estimate of the yaw of repose.

The principal aim of this agreement is to standardize the exterior ballistic trajectory simulation methodology for NATO Naval and Army Forces.  The Modified Point Mass model will be used for spin-stabilized projectiles and the Five Degrees of Freedom model will be used for fin-stabilized rockets. This facilitates the exchange of exterior ballistic data and fire control information.  The custodian of this STANAG is Integrated Capability Group - Indirect Fires, Sub Group 2 within the NATO Army Armaments Group (NAAG).  The most recent promulgated copy is Edition 4, dated 14 September 2017.  Implementation of the STANAG is often accomplished by adoption of components of the SG2 Shareable (Fire Control) Software Suite (S4) and "one of the biggest pluses for NATO in the area of fires is the 25+ year investment in the common implementation of STANAG 4355" (Vanguard Canada article - section Field Artillery (Fires))

References

4355
WSO2 Carbon. WSO2 Carbon is the core platform on which WSO2 middleware products are built. It is based on Java OSGi technology, which allows components to be dynamically installed, started, stopped, updated, and uninstalled, and it eliminates component version conflicts. In Carbon, this capability translates into a solid core of common middleware enterprise components, including clustering, security, logging, and monitoring, plus the ability to add components for specific features needed to solve a specific enterprise scenario.

WSO2 Carbon was introduced in 2009 and received InfoWorld's 2009 'Best of Open Source Software', or "Bossie", award.

In February 2009, WSO2 introduced the WSO2 Carbon componentized framework based on the Open Source Gateway Initiative (OSGi), designed to serve as the basis for all WSO2 software products. Version 5.3.0 of the open-source WSO2 Carbon Kernel was released in December 2022 and updated in January 2023.

References

Java platform
HMIS Rohilkhand (J180). HMIS Rohilkhand (J180) was a  built for the Royal Navy, but transferred to the Royal Indian Navy during the Second World War.

Design and description
The Bangor class was designed as a small minesweeper that could be easily built in large numbers by civilian shipyards; as steam turbines were difficult to manufacture, the ships were designed to accept a wide variety of engines. Rohilkhand displaced  at standard load and  at deep load. The ship had an overall length of , a beam of  and a draught of . The ship's complement consisted of 60 officers and ratings.

She was powered by two Parsons geared steam turbines, each driving one shaft, using steam provided by two Admiralty three-drum boilers. The engines produced a total of  and gave a maximum speed of . Rohilkhand carried a maximum of  of fuel oil that gave her a range of  at .

The turbine-powered Bangors were armed with a 12-pounder  anti-aircraft gun and a single QF 2-pounder (4 cm) AA gun. In some ships the 2-pounder was replaced a single or twin 20 mm Oerlikon AA gun, while most ships were fitted with four additional single Oerlikon mounts over the course of the war. For escort work, her minesweeping gear could be exchanged for around 40 depth charges.

Construction and career
HMIS Rohilkhand was ordered from the William Hamilton and Company originally for the Royal Navy as HMS Padstow in 1939. However, before she was launched, she was transferred to the Royal Indian Navy and eventually commissioned as Rohilkhand. She was a part of the Eastern Fleet, and escorted numerous convoys between Africa, British India and Australia in 1943–45.

References

Bibliography
 

Bangor-class minesweepers of the Royal Indian Navy
1942 ships
Ships built on the River Clyde
World War II minesweepers of India
Rohilkhand
HMIS Kumaon (J164). HMIS Kumaon (J182) was a  built for the Royal Navy, but transferred to the Royal Indian Navy (RIN) during the Second World War.

Design and description
The Bangor class was designed as a small minesweeper that could be easily built in large numbers by civilian shipyards; as steam turbines were difficult to manufacture, the ships were designed to accept a wide variety of engines. Kumaon displaced  at standard load and  at deep load. The ship had an overall length of , a beam of  and a draught of . The ship's complement consisted of 60 officers and ratings.

She was powered by two Parsons geared steam turbines, each driving one shaft, using steam provided by two Admiralty three-drum boilers. The engines produced a total of  and gave a maximum speed of . Kumaon carried a maximum of  of fuel oil that gave her a range of  at .

The turbine-powered Bangors were armed with a 12-pounder  anti-aircraft gun and a single QF 2-pounder (4 cm) AA gun. In some ships the 2-pounder was replaced a single or twin  20 mm Oerlikon AA gun, while most ships were fitted with four additional single Oerlikon mounts over the course of the war. For escort work, her minesweeping gear could be exchanged for around 40 depth charges.

Construction and career
HMIS Kumaon was ordered from the William Hamilton and Company originally for the Royal Navy as HMS Middlesbrough in 1939. However, before she was launched, she was transferred to the Royal Indian Navy and eventually commissioned as Kumaon. The ship was a part of the Eastern Fleet, and escorted numerous convoys between Africa, British India and Australia in 1943–45.

References

Bibliography
 

Bangor-class minesweepers of the Royal Indian Navy
1942 ships
Ships built on the River Clyde
World War II minesweepers of India
HMIS Carnatic (J199). HMIS Carnatic (J182) was a  built for the Royal Navy, but transferred to the Royal Indian Navy (RIN) during the Second World War.

Design and description
The Bangor class was designed as a small minesweeper that could be easily built in large numbers by civilian shipyards; as steam turbines were difficult to manufacture, the ships were designed to accept a wide variety of engines. Carnatic displaced  at standard load and  at deep load. The ship had an overall length of , a beam of  and a draught of . The ship's complement consisted of 60 officers and ratings.

She was powered by two Parsons geared steam turbines, each driving one shaft, using steam provided by two Admiralty three-drum boilers. The engines produced a total of  and gave a maximum speed of . Carnatic carried a maximum of  of fuel oil that gave her a range of  at .

The turbine-powered Bangors were armed with a 12-pounder  anti-aircraft gun and a single QF 2-pounder (4 cm) AA gun. In some ships the 2-pounder was replaced a single or twin  20 mm Oerlikon AA gun, while most ships were fitted with four additional single Oerlikon mounts over the course of the war. For escort work, her minesweeping gear could be exchanged for around 40 depth charges.

Construction and career
HMIS Carnatic was ordered from the William Hamilton and Company originally for the Royal Navy as HMS Newhaven in 1939. However, before she was launched, she was transferred to the Royal Indian Navy and eventually commissioned as Carnatic. She served in the RIN during World War II. Carnatic was a part of the Eastern Fleet, and escorted numerous convoys between Africa, British India and Australia in 1943-45.

References

Bibliography
 

Bangor-class minesweepers of the Royal Indian Navy
1942 ships
Ships built on the River Clyde
World War II minesweepers of India
Data Integrity Field. Data Integrity Field (DIF) is an approach to protect data integrity in computer data storage from data corruption.  It was proposed in 2003 by the T10 subcommittee of the International Committee for Information Technology Standards. A similar approach for data integrity was added in 2016 to the NVMe 1.2.1 specification.

Packet-based storage transport protocols have CRC protection on command and data payloads. Interconnect buses have parity protection. Memory systems have parity detection/correction schemes. I/O protocol controllers at the transport/interconnect boundaries have internal data path protection.
Data availability in storage systems is frequently measured simply in terms of the reliability of the hardware components and the effects of redundant hardware. But the reliability of the software, its ability to detect errors, and its ability to correctly report or apply corrective actions to a failure have a significant bearing on the overall storage system availability.
The data exchange usually takes place between the host CPU and storage disk. There may be a storage data controller in between these two. The controller could be RAID controller or simple storage switches.

DIF included extending the disk sector from its traditional 512 bytes, to 520 bytes, by adding eight additional protection bytes.
This extended sector is defined for Small Computer System Interface (SCSI) devices, which is in turn used in many enterprise storage technologies, such as Fibre Channel. Oracle Corporation included support for DIF in the Linux kernel.

An evolution of this technology called T10 Protection Information was introduced in 2011.

References

External links 
 Linux Data Integrity, August 30, 2008, Oracle Corporation, by Martin K. Petersen (archived from the original on January 9, 2015)
 Linux Storage Topology and Advanced Features, November 24, 2009, by Martin K. Petersen
 Data Integrity Field - T10.org, working on Feb 15 2019.

Error detection and correction
Flatbed trolley. A flatbed trolley a common form of freight transport in distribution environments, for moving bulk loads. Trolleys can aid in reducing effort required to move a load by allowing the user to pull or push instead of lift and carry. A very simple design offers a basic flat platform with four casters and a fixed handle which is used to either push or pull the platform with the load on the platform. Without a flat surface it becomes an open frame trolley and without a handle it is a bogie or dolly.

A flatbed trolley is also sometimes called a dray, but the term dray is also used to refer to a truck with no sides.

Materials 
The frame is usually fabricated steel. The primary flatbed surface can be constructed from wooden boards, plastic, steel or mesh. Flatbed casters can vary dramatically, made of solid rubber, air filled pneumatic or cast iron. The caster is generally the component on the flatbed trolley that limits the safe working capacity.

Types 
There are many types of specialised trolleys, including:

Baggage trolley 

A baggage trolley is used to move baggage at an airport, railway station and a bus station.

Piano trolley  
A piano trolley or piano dolly is a two- or four-wheeled trolley featuring a stronger-than-usual frame. They are typically measuring approximately  long and are used by removals companies for moving pianos. The piano trolley is placed under the centre of mass of the piano and allows it to be turned on its axis to manoeuvre round a building. By placing the trolley at one end of the instrument, stairs may be negotiated. In tight spaces the piano may be turned on end and rested on the trolley. Typical features include solid rubber tyres, very strong construction, and thick rubber bumpers along the top and on the ends. Before a piano trolley can be used to move a grand piano, the piano must be protected by a piano shoe, a wooden frame which protects the polished surface and provides additional strength for the sides.

U-boat trolley  
A U-boat trolley is used to move and stock goods by retailers such as grocery stores, and has two high handles on opposite ends of a narrow flatbed.

Balance trolley 
Balance trolleys often have wheels mounted on a central axle to create a pivot point, operating in a similar fashion to a seesaw. These centrally mounted wheels allow the operator to rotate the trolley on a central axis, providing a turning circle no longer than the length of the trolley.

Turntable trolley 
The trolley shown below is termed a turntable trolley due to its steering mechanism. Unlike a flatbed trolley that is mounted on castors, turntable trolleys are mounted on solid axles which allows a much higher load capacity. The rear axles are fixed to the chassis, and the front wheels are attached to a steering mechanism that allows the trolley to be turned when moved.

Remote controlled or autonomous trolley 
Modern factory systems commonly track individual trolleys digitally to facilitate automated bills of lading; automated systems may have remotely operated or autonomous trolleys for transport during storage and access.

See also

References

Tools
Moving and relocation
Human-powered vehicles
Local Adaptation Plans of Action. Local Adaptation Plans of Action (LAPAs) are community-driven plans that aim to help local governments and communities build resilience to the impacts of climate change. LAPAs are typically developed in regions or communities that are particularly vulnerable to the effects of climate change, such as areas prone to flooding, droughts, or extreme weather events.

The LAPA process typically involves a participatory approach, where local stakeholders and community members are engaged in identifying and prioritizing climate risks and vulnerabilities. Based on this information, adaptation options and strategies are identified, and a plan is developed to implement these actions.

LAPAs may include a range of adaptation measures, such as improving water management systems, enhancing early warning systems for natural disasters, promoting the use of climate-resilient crop varieties, or building infrastructure to protect against sea-level rise. The LAPA process is often facilitated by national or international organizations, and may be supported by funding from international climate change adaptation funds.

LAPAs contrast with National Adaptation Programme of Action (NAPAs) in their bottom-up, local approach, but in some cases are funded under the similar development assistance schemes. LAPAs are often prepared at local government level, although community-based LAPAs are also in place. The practice was initiated in Nepal under the guidance of the Ministry of Population and Environment, the national focal point to United Nations Framework Convention on Climate Change.

Nepal 
The LAPA process in Nepal is designed to be participatory and community-driven, with the involvement of local stakeholders, including women, youth, and marginalized groups, in identifying climate risks and vulnerabilities, and developing adaptation measures. The LAPA process includes several stages, including vulnerability and risk assessment, identification of adaptation options, and prioritization of actions.

The LAPA process in Nepal has been supported by various national and international organizations, including the United Nations Development Programme (UNDP), the World Bank, and the Global Environment Facility (GEF). These organizations have provided technical and financial support for the development and implementation of LAPAs, as well as capacity building for local stakeholders.

One example of a successful LAPA in Nepal is the one developed in the Kailali district, which is highly vulnerable to floods and landslides. The LAPA process in Kailali involved the participation of more than 1,000 community members, including women and marginalized groups, in identifying and prioritizing adaptation measures, such as building river embankments, constructing check dams, and improving early warning systems for floods.

External links 

 National Framework on Local Adaptation Plans for Action published by Government of Nepal

References 

Climate change policy
Action plans
K. K. Aggarwal. K. K. Aggarwal (born 1948) is an engineer and professor who has worked in the fields of computer engineering and information technology. He has been the president of the South Asian University (a university established by SAARC nations) since December 2023. He was the founding vice chancellor of the Guru Gobind Singh Indraprastha University (1998 – 2008) and founder chancellor of K R Mangalam University in Gurgaon (2013 - 2018). He was the president of the Computer Society of India from 2007 to 2009 and vice president of the South East Asia Regional Computer Confederation from 2008 to 2009 and then as the president for a year afterwards. He has also been the chairman of the National Board of Accreditation, India (2018 – 2022) and the chairman of the board of governors for Malaviya National Institute of Technology (MNIT) Jaipur (2012 – 2015). He was Pro Vice-Chancellor of Guru Jambheshwar University (Technical University of Haryana) during 1995 – 1998. Aggarwal was also president of the Institution of Electronics and Telecommunication Engineers (IETE) during the period 2002 – 2004.

Academic life
Aggarwal obtained his engineering degree in electronics and communication from Punjab Engineering College, then under Panjab University in 1968 and M.Sc.-engineering in advanced electronics from the Kurukshetra University in 1971. He got his Ph.D. from the Kurukshetra University with a thesis on "Reliability Evaluation and Optimization" in 1975, in the same year he became a professor. Aggarwal has worked in various fields of electronics and computer engineering and published several papers. He has written books on reliability engineering and software engineering.

References

External links
 (archived)
Guru Gobind Singh Indraprastha University
South Asian University

1948 births
Living people
Educators from Delhi
Vice-chancellors of Guru Gobind Singh Indraprastha University
Kurukshetra University alumni
Panjab University alumni