omniomni/omni-engineering huggingface dataset:
Shear legs. Shear legs, also known as sheers, shears, or sheer legs, are a form of two-legged lifting device.  Shear legs may be permanent, formed of a solid A-frame and supports, as commonly seen on land and the floating sheerleg, or temporary, as aboard a vessel lacking a fixed crane or derrick.

When fixed, they are often used for very heavy lifting, as in tank recovery, shipbuilding, and offshore salvage operations.  At dockyards they hoist masts and other substantial rigging parts on board.  They are sometimes temporarily rigged on sailboats for similar tasks.

Uses

On land
Shear legs are a lifting device related to the gin pole, derrick and tripod (lifting device). Shears are an A-frame of any kind of material such as timbers or metal, the feet resting on or in the ground or on a solid surface which will not let them move and the top held in place with guy-wires or guy ropes simply called "guys". Shear legs only need two guys whereas a gin pole needs at least three. The U. S. Army Field Manual FM 5-125 gives detailed instruction on how to rig shears.

On water

Fixed shear legs are most commonly found on floating cranes known as floating sheerlegs.  These have heavy A-frame booms and vary in lifting capacity between 50 and 4,000 tons, and are used principally in shipbuilding, other large scale fabrication, cargo management, and salvage operations.

Temporary sheers comprise two upright spars, lashed together at their heads and their feet splayed apart.  Unlike in a gyn, which has three legs and is thus stable without support, stability in sheers (derricks, and single-legged gin poles) is provided by a guy.  The heels of the spars are secured by splay and heel tackles.  The point at the top of the sheers where the spars cross and are lashed together is the "crutch", to which a block and tackle is attached.  Unlike derricks, sheers need no lateral support, and only require either a foreguy and an aftguy or a martingale and a topping lift.  Being made of two spars rather than one, sheers are stronger than a derrick of the same size and made of equivalent materials.  Unlike the apex of a gyn, which is fixed, the crutch of a sheers can be topped up or lowered, via the topping lift, through a limited angle. In the era of sailing vessels, it was common for dockyards to employ a sheer hulk, an old floating ship's hull fitted with sheer legs, and used to install masts in other ships.

See also 
 Crane (machine)
Masting sheer
Sheerleg

References

Further reading 
 

Sailing rigs and rigging
Vertical transport devices
Lifting equipment
Cranes (machines)
Güleryüz. Güleryüz Karoseri Otomotiv Sanayi ve Tic. A.Ş, better known as Güleryüz, is a Turkish coachbuilder based in Bursa, which started the business by repairing coach bodies in 1967. The workshop run by a father and his three sons turned into a company in 1982. Some are electric buses.

History
The company maintained its activities by manufacturing bus bodies on different chassis supplied by Mercedes-Benz, MAN, Renault, which were with engines installed on rear overhangs. At that time, such buses were manufactured for the needs of different state-owned organizations and private companies, as well as the armed forces.

In 1991, the company started the production of double-decker buses, using chassis supplied by Volvo and DAF. In 1993, manufacture of luxury coaches on 12- or 15 m-long chassis of Volvo and DAF began, and these coaches were exported to Lebanon, Saudi Arabia and Jordan.

At the beginning of 1999, the management of Güleryüz decided to continue with manufacturing of buses under the company's own brand, and in 2000, the production of Cobra buses with own brand and accumulated own assets started, recording significant success in a very short time. As of December 2007, the brand has established itself among the leading competitors for the inner-city transportation in Turkey.

In April 2006, the management of Güleryüz decided to expand production capacity, investing in a new facility covering a total area of 61,000 m2, of which 28,000 m2 makes indoor space, where serial production has started in July 2007.

"Güleryüz" (Turkish) means "Smiling Face" in English, which makes an amusing naming of their major model as: "Smiling Face Cobra."

Products

City buses
 Cobra GD 272
 Cobra GM 220
 Cobra GM 180
 Cobra Double Decker

Luxury buses
 Cobra GL 9
 Cobra GL 9L

References

External links
 Güleryüz website

Bus manufacturers of Turkey
Companies based in Bursa
Companies established in 1982
Turkish brands
Wilhelm Holtz. Wilhelm Holtz (15 October 1836 – 27 September 1913) was a German physicist who was a native of Saatel bei Barth, Mecklenburg.

Between 1857 and 1862, he studied physics and natural sciences in Berlin, Dijon and Edinburgh. Afterwards, he performed experiments with electricity in Berlin, and later became associated with research at the universities of Halle and Greifswald, where in 1884 he became a professor of physics.

In 1865 Holtz invented the "Holtz electrostatic influence machine", an electrostatic induction generator that converted mechanical work into electrostatic energy, needing only an initial charge to begin operation. In the following years, Holtz made modifications, and in the process, manufactured several more of the devices.

Electrostatic generators from this era were sometimes referred to as "Toepler-Holtz machines", being named in conjunction with German physicist August Toepler (1836–1912), who during the same time period, constructed an "influence machine" independent of Holtz, and is often credited as being its initial inventor.

Wilhelm Holtz died in Greifswald in 1913.

References

External links
 Essay on the Holtz Influence Machine
  Biography of August Toepler - has photographs of electrostatic machines, including one built by Holtz

19th-century German physicists
19th-century German inventors
Academic staff of the University of Greifswald
1836 births
1913 deaths
People from Barth, Germany
Tracked loader. A tracked loader or crawler loader is an engineering vehicle consisting of a tracked chassis with a front bucket for digging and loading material. The history of tracked loaders can be defined by three evolutions of their design. Each of these evolutions made the tracked loader a more viable and versatile tool in the excavation industry. These machines are capable in nearly every task, but master of none. A bulldozer, excavator, or wheeled loader will outperform a tracked loader under specific conditions, but the ability of a tracked loader to perform almost every task on a job site is why it remains a part of many companies' fleets.   

The first tracked loaders were built from tracked tractors with custom-built loader buckets. The first loaders were cable-operated like the bulldozers of the era. These tracked loaders lacked the ability to dig in hard ground, but so did the bulldozers of the day. They were mostly used for moving stockpiled material and loading trucks and rail cars.

The first major design change to tracked loaders came with the integration of hydraulic systems. Using hydraulics to power the loader linkages increased the power of the loader. More importantly, the loaders could apply down pressure to the bucket, vastly increasing their ability to dig compacted ground. Most of the tracked loaders were still based on a bulldozer equivalent. The weight of the engine was still on the front half of the tracks along with the heavy loader components. This caused many problems with heavy wear of the front idler wheels and the undercarriage in general. The Caterpillar 983 tracked loader, the second largest tracked loader ever built, was notorious for heavy undercarriage wear.

The hydrostatic drive system was the second major innovation to affect the design of tracked loaders. 

Tracked loaders have become sophisticated machines, using hydrostatic transmissions and electro-hydraulic controls to increase efficiency. Until the rise in popularity of excavators, tracked loaders had little competition with regard to digging and loading jobs.

See also
 Drott Manufacturing Company

References

External links

Engineering vehicles
Hodges Village Dam. Hodges Village Dam, a United States Army Corps of Engineers flood control project on the French River (Massachusetts) in Oxford, Massachusetts was built in 1959 as a response to the 1936 floods which took lives and caused tremendous property damage in the Thames River basin of Connecticut. The western side of the French River is open to hunting, fishing, hiking, and boating. There are more than 18.2 miles of hiking trails on the property, as well as motorized bike trails on the west side of the river. ATV's and quads are restricted from the  area. However, motorized bikes are allowed only on the west side of the river.  There is a frisbee golf course that runs alongside the dam. 

The 90 mile Midstate Trail passes through the project. Hodges Village Dam is managed as a unit with the nearby Buffumville Lake.

References
U.S. Army Corps of Engineers. Cited Dec. 6, 2007.

Dams in Massachusetts
Buildings and structures in Worcester County, Massachusetts
United States Army Corps of Engineers dams
Dams completed in 1959
Ernest Goüin. Ernest Goüin (; 22 July 1815 in Tours – 24 March 1885 in Paris) was a French civil engineer and industrialist. In 1846 he founded Ernest Goüin & Cie. (after 1871 Société de Construction des Batignolles); the company initially built locomotives, and diversified into bridge building and railway construction projects. His name is one of the 72 names inscribed on the Eiffel Tower.

Biography
Born on 20/22 July 1815, second son of Édouard Goüin, Ernest Goüin came from an established family of distinguished bankers and traders.

He was educated at the Ecole Polytechnique, and had achieved the military rank of major, when in 1836 he resigned his commission and began to training in civil engineering at the École nationale des ponts et chaussées He then studied engineering in England, learning at the railway workshops there, and subsequently was responsible for monitoring the construction of locomotives for the Compagnie du chemin de fer de Paris à Orléans at the workshops of the Sharp Brothers in Manchester.

Between 1839 and 1845 he was manager of a railway workshops in Paris on the Paris to St. Germain line; in 1846 he founded his own company Ernest Gouin et Cie. with backing from James de Rothschild, and began locomotive construction. An economic depression in 1847 affected orders for locomotives and forced Goüin to diversify; as a result his company began manufacturing structural metal constructions, and in 1852 his company built became the first metal bridge builder in France, with a bridge in Asnières.

Later he established a shipyard in Nantes. His company became public in 1871 as Société de Construction des Batignolles, and through it he became involved in railway construction, including crossings of the Pyrenees, Apennines, Carpathians and the Tyrolean Alps, lines in Algeria and Senegal, as well as railway lines in France and Belgium.

He also attained the positions of director of the Banque de France, and chairman of the Conseil de prud'hommes de la Seine, and of the Paris Chamber of Commerce.

He died in 1871; his descendants were involved in the running of the Société de Construction de Batignolles.

See also
Hôtel Goüin
Alexandre Goüin, uncle of Ernest Goüin, banker and politician
Eugène Goüin, son of Ernest Goüin, banker and politician
Margaret Bridge, designed by Ernest Goüin and Émile Nouguier

References

External links

French chief executives
French civil engineers
École Polytechnique alumni
École des Ponts ParisTech alumni
1815 births
1885 deaths
Engineers from Tours, France
French industrialists
Recipients of the Order of Franz Joseph
Commanders of the Legion of Honour
Recipients of the Order of Saints Maurice and Lazarus
Recipients of the Order of St. Anna
French railway mechanical engineers
Regents of the Banque de France
19th-century French businesspeople
Businesspeople from Tours, France
Cam-6. The CAM-6 accelerator is a PC-compatible expansion board designed to simulate cellular automata, presenting the output to an IBM CGA display. It was designed by Tommaso Toffoli and Norman Margolus and is described at length in "Cellular Automata Machines", by Toffoli and Margolus (MIT Press, 1987). The card was engineered and produced by Systems Concepts but production problems made it very hard for interested customers to acquire one.

References
.
.
 Describes Rucker's experience acquiring and using the CAM-6 from Systems Concepts in great detail.
Cellular automata
T2 Temporal Prover. T2 Temporal Prover is an automated program analyzer developed in the Terminator research project at Microsoft Research.

Overview
T2 aims to find whether a program can run infinitely (called a termination analysis). It supports nested loops and recursive functions, pointers and side-effects, and function-pointers as well as concurrent programs. Like all programs for termination analysis it tries to solve the halting problem for particular cases, since the general problem is undecidable. It provides a solution which is sound, meaning that when it states that a program does always terminate, the result is dependable.

The source code is licensed under MIT License and hosted on GitHub.

References

Further reading

External links
 T2 Temporal Logic Prover on GitHub
 T2: Temporal Property Verification publication at Microsoft Research
 

Free and open-source software
Microsoft free software
Microsoft Research
Software that uses Mono (software)
Software using the MIT license
Reginald Coates. Professor Reginald "Rex" Charles Coates (28 June 1920 – 22 November 2004) was a British civil engineer, academic and the 114th president of the Institution of Civil Engineers.

Early life
Coates was born in New Mills, Derbyshire and was educated at New Mills Grammar School, and the Herbert Strutt Grammar School in Belper. He was taken into articled pupilage, a form of apprenticeship, by Mansfield Borough Council and studied for a degree in Civil Engineering at University College Nottingham.

Career
He served as an officer in the Royal Engineers during the Second World War, being commissioned as a second lieutenant on 16 August 1942, and was posted to North Africa, Sicily, Italy and Austria. In 1946 he took up a lecturing post at his alma mater, now the University of Nottingham, using the university’s facilities to undertake research for his doctorate. He retained his commission and was involved in the University Officers Training Corps detachment. In 1958 he was appointed as the head of the School of Civil Engineering, taking over from Sir Joseph Pope.

When the Faculty of Engineering moved to new premises in the 1960s Coates was heavily involved in the planning of the new buildings. Under his leadership the school became recognized as one of the leading civil engineering research establishments in the country. He later served the university as Dean of Engineering and as Vice-Chancellor.

He was elected president of the Institution of Civil Engineers in 1978 and retired from his University positions shortly afterwards. He later took up the post of Head of Civil Engineering at the Papua New Guinea University of Technology in Lae, PNG.

Personal life
He married Doris Sheila Sharrad in 1942, and they had two sons and one daughter.

Coates was a victim of Alzheimer's and died in 2004.  The main Faculty of Engineering building at the University of Nottingham was named after him in recognition of his contributions to the university.

References 

        
        
        
        
        
        

1920 births
2004 deaths
Academics of the University of Nottingham
Alumni of the University of Nottingham
British Army personnel of World War II
Deaths from Alzheimer's disease in the United Kingdom
English civil engineers
People educated at the Herbert Strutt School
People from New Mills
Presidents of the Institution of Civil Engineers
Royal Engineers officers
Academic staff of the University of Papua New Guinea
Deaths from dementia in the United Kingdom
British expatriates in Papua New Guinea
Kalmar Wing. Kalmar Wing (), also F 12 Kalmar, or simply F 12, is a former Swedish Air Force wing with the main base located on the south-east coast of Sweden.

History
The wing started out with three squadrons of B 17C in 1942.

In 1947, F 12 was converted to a fighter wing by replacing the light bombers with the J 21A-2 which were upgraded to -3 before they were obsolete.

Through 1952 to 1953, the three wings replaced the J 21's with J 29As  which were only kept for five years until they were replaced by the J 32B Lansen in 1958. However, one of the squadrons were decommissioned after only two years.

In 1962, the Air Force Meteorology School moved to F 12 Kalmar from F 2 Hägernäs.

The two squadrons were upgraded to J 35F in 1968 which were kept until the decommissioning of the wing in 1980.

The base with the meteorology school continued to operate under the F 17K name as a detachment to Blekinge Wing (F 17) until 1983 when the school moved to the Swedish Air Force Flying School.

The airfield has been used for general and commercial aviation as Kalmar Airport  since 1980.

Heraldry and traditions

Coat of arms
Blazon: "Argent, the town badge of Kalmar, from a waved base azure a tower embattled gules, gate and window or issuant between two etoiles gules."

Colours, standards and guidons

A colour was presented to the wing on 17 September 1944 at F 8 in Barkarby by His Majesty the King Gustaf V. The colour is preserved at Blekinge Wing. Blazon: "On blue cloth in the centre the badge of the Air Force; a winged two-bladed propeller under a royal crown proper. In the first corner from a waved base a yellow tower embattled issuant between two mullets".

March
”Kalmar flygflottiljs marsch” was composed by Bo Hartog, the wing's music director. It has not been officially established.

Commanding officers
Commanding officers from 1942 to 1980. The commanding officer was referred to as flottiljchef ("wing commander") and had the rank of colonel. From 1976 to 1978, the wing commander was referred to as sektorflottiljchef ("sector wing commander"). The deputy sector wing commander was sometimes referred to as wing commander.

1942–1954: Ragnar Carlgren
1954–1966: Thomas Stålhandske
1966–1970: Gunnar Rissler
1970–1972: Carl-Gustaf Simmons
1972–1980: Fritz Crona

Names, designations and locations

See also
 Swedish Air Force
 List of military aircraft of Sweden

Footnotes

References

Notes

Print

Web

Further reading

Wings of the Swedish Air Force
Military units and formations established in 1942
Military units and formations disestablished in 1980
1942 establishments in Sweden
1980 disestablishments in Sweden
Disbanded units and formations of Sweden
Chain conveyor. A chain conveyor is a type of conveyor system for moving material through production lines.

Operation

Chain conveyors use an endless chain both to transmit power and to propel material through a trough, either pushed directly by the chain or by attachments to the chain. The chain runs over sprockets at either end of the trough. Chain conveyors are used to move material up to , and typically under .

Chain conveyors utilize a powered continuous chain arrangement, carrying a series of single pendants. The chain arrangement is driven by a motor, and the material suspended on the pendants is conveyed. Chain conveyors are used for moving products down an assembly line and/or around a manufacturing or warehousing facility.

Chain conveyors are primarily used to transport heavy unit loads, e.g., pallets, grid boxes, and industrial containers. These conveyors can be single or double chain strand in configuration. The load is positioned on the chains, and the friction pulls the load forward. Chain conveyors are generally easy to install and have minimal maintenance for users.

Many industry sectors use chain conveyor technology in their production lines. The automotive industry commonly uses chain conveyor systems to convey car parts through paint plants. Chain conveyors also have widespread use in the white and brown goods, metal finishing and distribution industries. Chain conveyors are also used in the painting and coating industry, which allows for easier paint application. The products are attached to an overhead chain conveyor, keeping products off of the floor allows for higher productivity levels.

Types
Types of chain conveyor include apron, drag, plain chain, scraper, flight, and en-masse conveyors.

Drag conveyor

Drag conveyors, variously called drag chain conveyors, scraper chain conveyors and en-masse  conveyors, are used in bulk material handling to move solid material along a trough. They are used for moving materials such as cement clinker, ash, and sawdust in the mining and chemical industries, municipal solid waste incinerators, and the production of pellet fuel.

The difference between drag conveyors, scraper conveyors, and flight conveyors largely depends on whether the chain links have obvious flights or paddles attached. In a drag conveyor, the chain moves the material directly, while a flight conveyor uses a series of wood, metal, or plastic flights attached to the chain at regular intervals, which push the material along the trough.

Multiflexing chain conveyor

Multiflexing conveyor systems use plastic chains in many configurations. The flexible conveyor chain design permits horizontal as well as vertical change of direction.

See also 
 Conveyor system
 Conveyor belt
 Lineshaft roller conveyor

Notes

References

Freight transport
Mechanical power transmission
Mechanical power control
Maxwell Upson. Maxwell Mayhew Upson (18761969), was a member of the Cornell University Board of Trustees for over 35 years.

Upson graduated in 1899 from Cornell with a bachelor's degree in engineering. Upson was elected to the Sphinx Head Society as a senior. Upson's research contributed to the development of prestressed concrete. 

He was awarded the Edward Longstreth Medal from the Franklin Institute in 1940.

At the bequest of his widow, Upson is the namesake of Upson Hall on the Cornell campus. The building originally cost $1,988,083 and was designed by the architects Perkins and Will of Chicago and was finished in 1958. The building houses the Departments of Computer Science and Mechanical and Aerospace Engineering. A professorship named for him at Princeton Theological Seminary is currently held by Mark Lewis Taylor.

Notes

Cornell University College of Engineering alumni
1876 births
1969 deaths