omniomni/omni-engineering huggingface dataset:
Dialogue & Company. Dialogue & Company was a shipbuilding firm located in the Port of Camden on the Delaware River in New Jersey. It was founded by John H. Dialogue.

Born in 1828, Dialogue moved at age 30 to Kaighn’s Point in Camden. In 1862, he and several partners founded the National Iron Armor and Shipbuilding Company, which opened a year later. The first boat to be built at the shipyard was the 25-ton screw-driven Lookout.

In 1870, the shipyard was renamed River Iron Works, Dialogue & Wood, proprietors. The first boat to be built at this facility was the 48-ton screw-driven Frank G. Fowler. On the death of Mr. Wood, Mr. Dialogue took over control of the business.

By the late 19th century, the shipyard grew to  with  of waterfront, employing up to 800 workers. The shipyard produced numerous tugboats for the civilian market and for the U.S. Navy. In 1871, the shipyard was building iron vessels ordered by the Revenue Marine department, such as the United States Steamship Colfax. In 1876, the company helped restore the USS Constitution. In 1878, the yard began to build compound engine tugboats. And, during the Spanish–American War, the shipyard completed and launched the United States Navy gunboat Princeton, which was sent to the Caribbean and was decommissioned in 1919.

John H. Dialogue died in 1898. His son, John H. Dialogue, Jr., took over the business and ran it until it failed just before World War I.

References 
 Ships built by Dialogue & Co.
 John H. Dialogue - Dialogue Shipyard
 City of Camden New Jersey

Shipyards of the United States
Defunct companies based in New Jersey
Defunct shipbuilding companies of the United States
Companies based in Camden, New Jersey
Industrial buildings and structures in New Jersey
Shipyards of New Jersey
Exploration problem. In robotics, the exploration problem deals with the use of a robot to maximize the knowledge over a particular area. The exploration problem arises in robotic mapping and search & rescue situations, where an environment might be dangerous or inaccessible to humans.

Overview
The exploration problem naturally arises in situations in which a robot is utilized to survey an area that is dangerous or inaccessible for humans. The field of robotic explorations draws from various fields of information gathering and decision theory, and have been studied as far back as the 1950s. 

The earliest work in robotic exploration was done in the context of simple finite state automata known as bandits, where algorithms were designed to distinguish and map different states in a finite-state automaton. Since then, the primary emphasis has been shifted to the robotics system development domain, where exploration-algorithms guided robot have been used to survey volcanos, search and rescue, and abandoned mines mapping. Current state of the art system include advanced techniques on active localization, simultaneous localization and mapping (SLAM) based exploration, and multi-agent cooperative exploration.

Information gain
The key concept in the exploration problem is the notion of information gain, that is, the amount of knowledge acquired while pushing the frontiers. A probabilistic measure of information gain is defined by the entropy

 

The function  is maximized if p is a uniform distribution and minimized when p is a point mass distribution. By minimizing the expected entropy of belief, information gain is maximized as

See also 
 Kidnapped robot problem
 Wake-up robot problem

References

Robot control
Luttermöller axle. A Luttermöller axle is an unusual steam locomotive component. Steam locomotives with several axles or wheelsets connected to one another by coupling rods are not able to negotiate tight curves well. In order to assist such locomotives, the manager of the Orenstein & Koppel factory in Berlin, Dr. Luttermöller, built the axle system named after him.

Overview
With this system, the outermost of several sets of successive driving wheel sets are not connected by coupling rods to crankshaft journals on the outside of the wheels, but by cogwheels located in the centre of the axles. The axles are housed in the locomotive frame such that they are able to move at right angles to the axis of the rails to a certain degree, likewise the cogwheels are able to slide relative to one another. In this way curves can be negotiated with less friction being generated.

Use

Germany

For the Hamburg Harbour railway with its tight curves, the ten-coupled steam locomotives of Class 87 were built with Luttermöller axles, front and rear. The 16 locomotives of this class were however retired as early as 1954, because they tended to overheat at higher speeds and could therefore only be used for shunting duties.

A five-axled, , steam engine with the Luttermöller system was procured by the private South Harz Railway (Südharz-Eisenbahn; Braunlage - Walkenried - Tanne) in 1928 from Orenstein & Koppel with operating number 61.
It proved itself so well on the winding route, that in 1930 two Mallet locomotives, built in 1925, were converted to the Luttermöller system by Henschel (operating numbers 56 and 57). Henschel had to obtain a licence from Orenstein & Koppel to use Luttermöller axles.

Indonesia
Luttermöller axles found further use on narrow gauge lines, e.g. in Java (Indonesia).

Argentina
Several 2' gauge Luttermöller locomotives built by Orenstein & Koppel were exported for use in Argentina at the Ingenio San Martin del Tabacal sugar cane refinery in the Salta Province near the town of Hipólito Yrigoyen, Salta. Four of these engines were bought by Preston Services and moved to Kent in the UK where two are currently stored with the third and fourth sold to new owners. A fifth locomotive from a different Argentinian sugar mill was also sold by Preston Services and now resides at the Böhmetal Kleinbahn in Germany.

See also

 Gölsdorf axle
 Heywood radiating axle locomotives
 Klien-Lindner axle
 Klose-Lenkwerk
 Krauss-Helmholtz bogie
 Lateral motion device

References

Steam locomotive technologies
Train axles
Pacific Research Laboratories. Pacific Research Laboratories, Inc. (PRL) is a design, research and development (R&D)  and prototype manufacturing company. It is the leading producer of Sawbones, designed to simulate  bone architecture and a bone's physical properties. It was founded in 1978. The company had 135 employees as of April 2016 and is the largest manufacturer in Vashon, Washington. It is locally referred to as "The Bone Factory."

PRL has capabilities in (R&D) prototypes, short run production, and rapid prototyping. It is the manufacturer for Seaglider fairings, wings and rudders; Seaglider is an underwater glider autonomous underwater vehicle (AUV) developed by the University of Washington. PRL also manufactures Super Shroud cell tower concealment shrouds.

The company also works in product development and design, including quick-turnaround projects using urethanes, silicones, glass/carbon fibers, braided fiberglass, thermoplastics, electronics, hydraulics, and pneumatics; the creation of prototypes, master patterns, and tooling; reverse engineering; laser scanning; and manufacturing using 3D printing, 3-axis CNC router, 4-axis CNC machining, and a triaxial fiberglass braider.

In December 2010, Pacific Research Laboratories became employee owned under an employee stock ownership plan (ESOP).

References

External links
 Sawbones home page
 Pacific Research Laboratories home page

Laboratories in the United States
Health in Washington (state)
Life sciences industry
Companies based in King County, Washington
Design companies established in 1978
1978 establishments in Washington (state)
Vashon, Washington
Mark X. Mark X or Mark 10 often refers to the tenth version of a product, frequently military hardware. "Mark", meaning "model" or "variant", can be abbreviated "Mk." 

Mark X or Mark 10 may refer to:

Military and weaponry
21-inch Mark 10 torpedo (1915), an American torpedo
21-inch Mark X torpedo (1939), a British wet heater torpedo
Spitfire Mk X, a Supermarine Spitfire reconnaissance variant with pressurised cockpit
Bristol Beaufighter TF Mk X, a major torpedo and strike aircraft of its day
Limbo (weapon) or Anti Submarine Mortar Mark 10 (1955), common British three-barreled mortar fitted to Royal Navy escort ships
Mark 10 nuclear bomb, a proposed weapon design that did not go into production
Mk 10 missile launcher, used to launch the Convair RIM-2 Terrier two-stage medium-range naval surface-to-air missile (SAM)
Martin-Baker Mk.10, an ejection seat

Vehicles
Jaguar Mark X, a large British automobile
Toyota Mark X, a Japanese automobile
Lincoln Mark X, an American concept car based on the Lincoln MK9
Lincoln MKX, an American car referred to at its inception as the "Mark-Ex"

Other uses
 Mark 10 or Mark X, the tenth chapter of the Gospel of Mark in the New Testament of the Christian Bible

See also
 X mark
 MKX (disambiguation)
 mk10 (disambiguation)
Actions of 7–8 May 1945. The last actions in British coastal waters and the last actions of the Battle of the Atlantic took place on 7–8 May 1945.

Background
During the first five months of 1945, the U-boat Arm (UbW) of Nazi Germany's Kriegsmarine dispatched 125 U-boat patrols to the Atlantic, operating principally in British coastal waters.
By 5 May 1945, just 29 were still at large.

Actions
On the morning of 7 May 1945,  — a modified Type VIIC/41 boat under O/L H Emmerich — was two days into her first operational patrol and running submerged, when she was detected by an RAF Catalina under Flt/Lt KM Murray of 210 Squadron, Coastal Command. Murray attacked immediately with a pattern of depth charges. U-320 was damaged but not destroyed; Murray sighted oil, and sonobuoys dropped by the Catalina detected hammering. Murray was unable to continue the attack and by mid-afternoon, at his Prudent Limit of Endurance (PLE), was forced to abandon the hunt. Emmerich meanwhile headed for Norway, abandoning his crippled boat the following day. Emmerich and all his crew survived.
U-320 was the last U-boat to be sunk in action during the Battle of the Atlantic.

Also on 7 May 1945,  — a modified Type VIIC/41 under K/L H Schroeteler — sighted a group of Norwegian minesweepers off Portland Bill. In his first successful attack since the patrol started, in March, he struck. His torpedoes hit NYMS 382, which sank with the loss of 22 men.

At around the same time,  — a Type XXIII under O/L E Klusmeier seven days into her first operational patrol — sighted a British convoy in the Firth of Forth. Firing his two torpedoes, Klusmeier hit freighters Sneland and Avondale Park, which both sank. Nine men were lost altogether. Both U-boats escaped.

These actions took place in the evening of 7 May 1945, just hours before the German surrender.

Conclusion
These were the last ships to be sunk by enemy action in the Battle of the Atlantic, nearly five and a half years after the first shot was fired.

References
 Dan van der Vat : The Atlantic Campaign (1988) 
 Stephen Roskill : The War at Sea 1939-1945 Vol III pt 2 (1959) ISBN (none)

External links
 U-320 at u-boat.net
 Sneland I at u-boat.net
 Avondale Park at u-boat.net
 convoy EN 491 at convoyweb

Battle of the Atlantic
Maximum likelihood sequence estimation. Maximum likelihood sequence estimation (MLSE) is a mathematical algorithm that extracts useful data from a noisy data stream.

Theory
For an optimized detector for digital signals the priority is not to reconstruct the transmitter signal, but it should do a best estimation of the transmitted data with the least possible number of errors. The receiver  emulates the distorted channel. All possible transmitted data streams are fed into this distorted channel model. The receiver compares the time response with the actual received signal and determines the most likely signal.
In cases that are most computationally straightforward, root mean square deviation can be used as the decision criterion for the lowest error probability.

Background
Suppose that there is an underlying signal {x(t)}, of which an observed signal {r(t)} is available. The observed signal r is related to x via a transformation that may be nonlinear and may involve attenuation, and would usually involve the incorporation of random noise. The statistical parameters of this transformation are assumed to be known. The problem to be solved is to use the observations {r(t)} to create a good estimate of {x(t)}.

Maximum likelihood sequence estimation is formally the application of maximum likelihood to this problem. That is, the estimate of {x(t)} is defined to be a sequence of values which maximize the functional

where p(r | x) denotes the conditional joint probability density function of the observed series {r(t)} given that the underlying series has the values {x(t)}.

In contrast, the related method of maximum a posteriori estimation is formally the application of the maximum a posteriori (MAP) estimation approach. This is more complex than maximum likelihood sequence estimation and requires a known distribution (in Bayesian terms, a prior distribution) for the underlying signal. In this case the estimate of {x(t)} is defined to be a sequence of values which maximize the functional

where p(x | r) denotes the conditional joint probability density function of the underlying series {x(t)} given that the observed series has taken the values {r(t)}. Bayes' theorem implies that

In cases where the contribution of random noise is additive and has a multivariate normal distribution, the problem of maximum likelihood sequence estimation can be reduced to that of a least squares minimization.

See also
 Maximum-likelihood estimation
 Partial-response maximum-likelihood

References

Further reading
 
 
 Crivelli, D. E.; Carrer, H. S.,  Hueda, M. R. (2005) "Performance evaluation of maximum likelihood sequence estimation receivers in lightwave systems with optical amplifiers", Latin American Applied Research, 35 (2), 95–98.
 Katz, G., Sadot, D., Mahlab, U., and Levy, A.(2008) "Channel estimators for maximum-likelihood sequence estimation in direct-detection optical communications", Optical Engineering 47 (4), 045003.

External links
 

Telecommunications techniques
Error detection and correction
Signal estimation
Robert I. Sutton. Robert I. Sutton (born 1954 in Chicago) is a professor of management science at the Stanford University School of Engineering and a researcher in the field of evidence-based management. He is a New York Times best-selling author.

Sutton received a Ph.D. in organizational psychology from the University of Michigan in 1984. He has been on the Stanford University faculty since 1983. He has also taught at the Haas School of Business of the University of California, Berkeley, and was a Fellow at the Center for Advanced Study in the Behavioral Sciences at Stanford during the 1986–87, 1994–95, and 2002–03 academic years. He is currently also a Fellow at the design consulting firm IDEO and has a courtesy appointment as a professor of organizational behavior at Stanford Graduate School of Business.

Books published as author 
 The Knowing-Doing Gap: How Smart Firms Turn Knowledge Into Action, with Jeffrey Pfeffer, Harvard Business School Press, 2000
 Weird Ideas That Work: 11½ Practices for Promoting, Managing, and Sustaining Innovation, The Free Press, 2002
 Hard Facts, Dangerous Half-Truths, and Total Nonsense: Profiting from Evidence-Based Management, with Jeffrey Pfeffer, Harvard Business School Press, 2006
 The No Asshole Rule: Building a Civilized Workplace and Surviving One That Isn't, Warner, 2007
 Good Boss, Bad Boss: How to Be The Best...And Learn From The Worst, Warner, 2010
 Scaling Up Excellence: Getting to More without Settling for Less, with Huggy Rao, Crown Business, 2014
 The Asshole Survival Guide: How to Deal With People Who Treat You Like Dirt, Penguin, 2017
 The Friction Project: How Smart Leaders Make the Right Things Easier and the Wrong Things Harder, with Huggy Rao, 2024,

References

External links 
 Bob Sutton: Work Matters, personal blog

1954 births
Living people
Academics and writers on bullying
American business theorists
Stanford University School of Engineering faculty
University of Michigan alumni
Fondu fyre. Fondu Fyre, sometimes called Fondue Fyre, is a refractory concrete developed for specialist application. Fondu Fyre is a heat and erosion resistant concrete developed during the Apollo space program. It was developed to withstand the supersonic plume of a rocket engine during launch and hot-fire tests .

Allied Mineral Products based in Ohio holds the registered trademark on the name Fondu Fyre.

Uses
The concrete is used in 2 different mixtures called WA-1 and XB-1. The XB-1 is used as a more fire and erosion resistant layer for covering WA-1 in areas which are directly exposed to the exhaust flame of a rocket engine.
The concrete is used on the launch pads of the Kennedy Space Center on the flame deflectors.

Damage
Fondue Fyre was used to repair the damage done on May 31, 2008 to launchpad 39A during the launch of the Space Shuttle Discovery on mission STS-124. After subsequent launch of Space Shuttle Atlantis for mission STS-125 on May 11, 2009 a 25 square metre section of the Fondue Fyre on pad 39A was found to have been damaged by exhaust from the Solid Rocket Booster.

References

Design handbook for protection of launch complexes from solid propellant exhaust - march 1966 - NASA -Dead Link
Refractory Materials for Flame Deflector Protection System Corrosion Control: Similar Industries and/or Launch Facilities Survey - January 2009 - NASA

External links
 http://spaceflightnow.com/shuttle/sts124/080626paddamage/
 http://www.spaceref.com/news/viewsr.html?pid=31220

Concrete
Thermal protection
KhF-1 and KhF-2 bounding gas mines. The KhF-1 and KhF-2 bounding gas mines were Soviet landmines developed during World War II, though they were not deployed during the conflict. The mines would be triggered by an operator several hundred meters away, whereupon the mine bounded into the air and shattered projecting a chemical gas over an area of between 250 and 300 square meters.

Specifications
 Length: 345 mm
 Diameter: 150 mm
 Weight: 15 kg
 Warhead: 4.5 liter chemical

References
 
 

Land mines
Chemical weapon delivery systems
Weapons of the Soviet Union
Rouse number. The Rouse number (P or Z) is a non-dimensional number in fluid dynamics which is used to define a concentration profile of suspended sediment and which also determines how sediment will be transported in a flowing fluid. It is a ratio between the sediment fall velocity  and the upwards velocity on the grain as a product of the von Kármán constant  and the shear velocity .

Occasionally the factor β is included before the von Kármán constant in the equation, which is a constant which correlates eddy viscosity to eddy diffusivity. This is generally taken to be equal to 1, and therefore is ignored in actual calculation. However, it should not be ignored when considering the full equation.

It is named after the American fluid dynamicist Hunter Rouse. It is a characteristic scale parameter in the Rouse Profile of suspended sediment concentration with depth in a flowing fluid. The concentration of suspended sediment with depth goes as the power of the negative Rouse number. It also is used to determine how the particles will move in the fluid. The required Rouse numbers for transport as bed load, suspended load, and wash load, are given below.

See also
 Sediment transport
 Sediment
 Dimensionless quantity

References
 Whipple, K. X (2004), 12.163 Course Notes, MIT Open Courseware. 

Dimensionless numbers of physics
Fluid dynamics
Sedimentology
DC/OSx. DC/OSx (DataCenter/OSx) is a discontinued Unix operating system for MIPS based systems developed by Pyramid Technology in 1989. It ran on its Nile series of SMP machines and was a port of AT&T System V Release 4 (SVR4). In 1995, Pyramid Technology was acquired by Siemens Nixdorf Informationssysteme (SNI), and DC/OSx was superseded by the SINIX operating system.

History
DC/OSx was the first symmetric multiprocessing (SMP) implementation on Unix System V Release 4.

DC/OSx was later superseded by SINIX, a version of the Unix operating system from SNI. Features of DC/OSx were incorporated into SINIX; later versions were branded as Reliant Unix.

See also
 BS2000
 Timeline of operating systems

References

External links
List of Unix Variants

MIPS operating systems
Siemens
UNIX System V
Cobalt(II,III) oxide. Cobalt(II,III) oxide is an inorganic compound with the formula Co3O4. It is one of two well characterized cobalt oxides. It is a black antiferromagnetic solid. As a mixed valence compound, its formula is sometimes written as CoIICoIII2O4 and sometimes as CoO•Co2O3.

Structure 
Co3O4 adopts the normal spinel structure, with Co2+ ions in tetrahedral interstices and Co3+ ions in the octahedral interstices of the cubic close-packed lattice of oxide anions.

Synthesis 
Cobalt(II) oxide, CoO, converts to Co3O4 upon heating at around 600–700 °C in air. Above 900 °C, CoO is stable. These reactions are described by the following equilibrium:
2 Co3O4    6 CoO  +  O2

Applications
Cobalt(II,III) oxide is used as a blue coloring agent for pottery enamel and glass, as an alternative to cobalt(II) oxide.

Cobalt(II,III) oxide is used as an electrode in some lithium-ion batteries, possibly in the form of cobalt oxide nanoparticles.

Safety
Cobalt compounds are potentially poisonous in large amounts.

See also
Cobalt(II) oxide
Cobalt(III) oxide

References 

Cobalt compounds
Mixed valence compounds
Transition metal oxides
Bavarian C IV. The C IV was a steam locomotive, built for goods train duties, that was manufactured between 1884 and 1897 for the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn).

Description 
Between 1884 and 1893 a total of 87 units two-cylinder, saturated steam engines were delivered. They were followed by two compound engines in 1889 for testing and then 98 more compounds from 1892 to 1897. The locomotives, which for the first time did not have the external frames typical in Bavaria up to that time, were soon no longer equal to the growing demands made on them. In spite of that, many were taken over by the Deutsche Reichsbahn, designated as Class 53.80-81 and allocated the operating numbers 53 8011 to 8064 and 53 8081 to 8168. The two-cylinder engines were equipped with a Bavarian Class 3 T 10.2 tender; they were all retired by 1926. The compound variants had a Class 3 T 10.5 tender; they were taken out of service by 1931.

See also 
 Royal Bavarian State Railways
 List of Bavarian locomotives and railbuses

References

External links 
 Railways of Germany forum

0-6-0 locomotives
C IV
Standard gauge locomotives of Germany
Maffei locomotives
Krauss locomotives
Railway locomotives introduced in 1884
C n2 locomotives
C n2v locomotives
Freight locomotives
Changhua Coastal Industrial Park. Changhua Coastal Industrial Park (; simply 彰濱產業園區, Changbin Industrial Park) is located on reclaimed land in the coast of Changhua County of Taiwan, spanning Lukang Township, Xianxi Township and Shengang Township. 

It is an industrial cluster in Taiwan, with many different industries such as food production, spinning, chemical industries and metal processors.The site has many wind turbines, with over 200 turbines that serve as one of most famous coastal landmarks in Changhua.

References

External links
 
Industry developing tourism on the side, new business opportunities surfacing at Changbin Industrial Park

Industrial parks in Taiwan
Buildings and structures in Changhua County