omniomni/omni-engineering huggingface dataset:
Torleiv Maseng. Torleiv Maseng (24 December 1946 – 11 July 2023) was a Norwegian engineer, who made some contribution to the Global System for Mobile Communications project. His work included the standard use of channel estimation and the combination of equalization, error correcting codes and modulation in which the Viterbi algorithm was used by all components.

Maseng received his master's degree in Radio Communication from the Norwegian Institute of Technology in 1970. In July 1974 he joined SHAPE (Supreme Headquarters Allied Powers Europe) Technical Center in The Hague as a scientist in the Communications Division. He was responsible for the development of the NATO SATCOM Control system. He was also involved in operational planning for the NATO SATCOM system, e.g. frequency planning, power allocation, interference analysis and modem evaluation. He also participated in the production of specifications for procurement of new satellite ground terminals, computer systems and modems for NATO.

In 1982 he was employed by SINTEF where he was involved in the design and standardisation of the GSM project. In 1986, he received the SINTEF award for his work on modulation and coding. In 1992 he started NetCom GSM A/S with Trygve Tamburstuen  and had the technical responsibility. NetCom is the second largest mobile phone operator in Norway now owned by Telia and in 2016 changed their name to Telia.

Academic career
In October 1993, Maseng was appointed to a chair in Radio Technology at the University of Lund, Sweden. In January 1994 he started working as a professor at Department of Applied Electronics. Here he contributed to foundation of the Centre of Excellence of Circuit Design and a research program Personal Computing and Communication which is a national research program financed by the Foundation for Strategic Research.

Maseng later became a Director of Research at the Norwegian Defence Research Establishment. He also served as a professor at the University of Oslo/University Graduate Center (UNIK) since 2017 organized as a department of UiO, Department of Technology Systems and later at Department of Informatics.

Death
Maseng died on 11 July 2023, at the age of 76.

Works
Maseng was the author of more than 300 papers, held patents and has served as an editor of the IEEE Communications Magazine. He has been listed for the last several years in Marquis Who's Who in the world. He was a member of the Norwegian Academy of Technological Sciences. He received "Gulltasten 2010", an honorary award for his work in telecommunications. In 2012 he received Aftenpostens readers award for the most significant invention in Norway since 1980, for his work on GSM early development. In 2014 he got the Rosing Prize for the same effort.
 

Telenor, Telektronikk no 3 2004 page 161-164 

Ericsson "Changing the World" by Svenolof Karlson and Anders Lugn, page 139.  in English and in Swedish .

References

1946 births
2023 deaths
Norwegian engineers
Members of the Norwegian Academy of Technological Sciences
Philip Dowson. Sir Philip Henry Manning Dowson  (16 August 1924 – 22 August 2014) was a leading British architect. He served as President of the Royal Academy from 1993 to 1999.

Early life
Philip Dowson was born in South Africa. Having moved to England, he was educated at Gresham's School in Holt, Norfolk, from 1938 to 1942. He was then accepted to read engineering at Clare College, Cambridge, but soon after matriculation was called up for officer training in the Royal Navy. The initial part of this training took place at University College, Oxford, where he stayed as a cadet for six months. (He was later to design four student accommodation blocks in Stavertonia, a residential building complex in North Oxford commissioned by University College in the 1960s.) He remained with the Navy throughout the Second World War and was only demobilised in 1946, when he was briefly sent to a sanatorium in Mundesley, Norfolk, after contracting tuberculosis.

On leaving the Navy Dowson returned to Clare College, but switched to fine art, which included a course in architecture. After graduating from Cambridge in 1950, he then proceeded to study at the Architectural Association School in London.

Career
From 1953, Dowson worked with the engineer Sir Ove Arup, becoming a founding partner in Arup Associates in 1963 and rising to be the firm's senior partner and Chief Architect in 1969.

Dowson contributed to a large number of major projects, including new buildings for the Universities of Oxford and Cambridge. He died on 22 August 2014, aged 90.

National Life Stories conducted an oral history interview (C467/71) with Dowson in 2002 for its Architects' Lives collection, held by the British Library.

Honours
 1969 — Commander of the Order of the British Empire
 1980 — Knighthood
 1981 — Royal Academician
 1981 — Royal Gold Medal of the Royal Institute of British Architects
 1993 — President of the Royal Academy of Arts

Dowson also served as a Trustee of the National Portrait Gallery.

References

External links
 Profile on Royal Academy of Arts website

1924 births
2014 deaths
People educated at Gresham's School
Alumni of Clare College, Cambridge
Alumni of the Architectural Association School of Architecture
Royal Navy officers of World War II
20th-century English architects
Royal Academicians
Commanders of the Order of the British Empire
Knights Bachelor
Recipients of the Royal Gold Medal
British Rail Class 124. The British Rail Class 124 diesel multiple units were built by BR Swindon Works in 1960.

Operational history

The Class 124 was a class of initially six-car diesel multiple units used and built specifically for the trans-Pennine route. In the late 1970s, the class was merged with their Class 123 cousins that had been relocated from Reading services on the Western Region and, towards the end of their days, ran as 4-car hybrid sets. They were all withdrawn in 1984 when their duties were taken over by Class 31/4 diesel-electric locomotive-hauled rakes of four coaches.

Nine 2-car sets composed of a class 123 DMBSL and class 124 DMC were formed at Hull in 1984 in case introduction of the class 141 'Pacer' units was delayed, but they were never used in service.

The North Yorkshire Moors Railway had the idea of preserving at least one driving unit, due to the cab windows allowing panoramic views, but the plan was scrapped when it was found that the cost of removing the asbestos from the vehicle was prohibitive.

The class was not unique; the Class 124 DMUs shared mechanical components with their sister class 123, on the Western Region, and the Class 126.

'Wrap-around' windscreens were a feature that was also seen on the 'Glasgow Blue Train' Class 303 and 311 electric units; they were also seen on the GEML's Class 309s and the WCML's Class 310s, although these were later modified to cut replacement costs.

Numbering

In later years when operating as 4-car units, the MBSL had their engines removed to reduce maintenance, as it was deemed two Motor Vehicles were adequate. To show this change the remaining MBSL were renumbered on removal of the engines.

Liveries

They were initially introduced in a green livery, but they never carried the common 'Whiskers' that many DMUs of the time carried. A small yellow panel was added at a later date to the cab front.

They ended their days in then standard BR blue/grey livery.

Technical details

 Builder: BR Swindon Works
 Introduced: 1960
 Coupling Code: Blue Square
 Body: 64 ft 6 in x 9 ft 3 in
 Engines: Leyland Albion 230 hp, 2 per power car
 Transmission: Standard mechanical

For coupling codes see British United Traction

References

Sources

Further reading
British Rail Fleet Survey 8: Diesel Multiple Units- The First Generation.  Brian Haresnape

External links

History of the Class 124s

124
Train-related introductions in 1960
Fire compartmentation. In fire safety, compartmentation in structures, such as land-based buildings, traffic tunnels, ships, aerospace vehicles, or submarines, is an objective of passive fire protection, in which a structure is divided into fire compartments, which may contain single or multiple rooms, for the purpose of limiting the spread of fire, smoke and flue gases, in order to enable the three goals of fire protection:
life safety
property protection
continuity of operations

See also
Bulkhead (partition)

External links
Wisegeek.com article on fire compartments
Province of Alberta Code Interpretation Concerning Fire Compartments
National Research Council of Canada, Institute for Research in Construction Article entitled Fire Compartmentation and Fire Resistance
Article by William E. Koffel entitled Fire compartments and building height

Passive fire protection
Client/Server Runtime Subsystem. The Client/Server Runtime Subsystem, or csrss.exe, is a component of the Windows NT family of operating systems that provides the user mode side of the Win32 subsystem. In modern versions of Windows, it is primarily involved with process and thread management, console window handling, side-by-side assembly loading and the shutdown process. Historically, it had also been responsible for window management and graphics rendering, however, these operations have been moved to kernel mode starting with Windows NT 4.0 to improve performance.

CSRSS instances are marked as critical processes, meaning that terminating one will crash the system. Built-in process management tools in most Windows versions will also refuse to kill instances of CSRSS. Under normal operation, there is a CSRSS instance for each session (two in Windows Vista and newer, one in earlier versions, both assuming there are no active RDP connections which spawn extra sessions).

Technical details 
CSRSS runs as a user-mode system service. When a user-mode process calls a function involving console windows, process/thread creation, or side-by-side support, instead of issuing a system call, the Win32 libraries (kernel32.dll, user32.dll, gdi32.dll) send an inter-process call to the CSRSS process which does most of the actual work without compromising the kernel. Window manager and GDI services are handled by a kernel mode driver (win32k.sys) instead.

CSRSS is called along with winlogon.exe from smss.exe at Windows start-up. If either of the files is corrupted or otherwise inaccessible, SMSS will tell the kernel to shut down the start-up process with a Blue screen of death. The error code for this fault is 0xc000021a (STATUS_SYSTEM_PROCESS_TERMINATED).

In Windows 7 and later, instead of drawing console windows itself, CSRSS spawns conhost.exe subprocesses to draw console windows for command line programs with the permissions of that user.

Malware hoaxes 
There are numerous virus hoaxes that claim that csrss.exe is malware and should be removed to prevent damage to the system; these are false, as removing csrss.exe or killing the csrss.exe process will result in a system crash in Windows applications.

In addition, technical support scammers pretending to be Microsoft representatives are known to use csrss.exe as "proof" of a virus infection, and convince the user being scammed into purchasing their rogue security software to remove it.

See also 
 List of Microsoft Windows components

References

External links 
 Troubleshooting the Startup Process (Windows XP Professional Resource Kit)

Windows NT architecture
Integrated Data Viewer. The Integrated Data Viewer (IDV) from Unidata/UCAR is a Java based software framework for analyzing and visualizing geoscience data. The IDV release includes a software library and a reference application made from that software. It uses the VisAD library and other Java-based utility packages.

The IDV is developed at the Unidata Program Center (UPC), part of the University Corporation for Atmospheric Research, Boulder, Colorado which is funded by the National Science Foundation. The software is freely available under the terms of the GNU Lesser General Public License.

References

Bibliography
 D. Murray, J. McWhirter, S. Wier, S. Emmerson, The Integrated Data Viewer: A Web-enabled application for scientific analysis and visualization, Preprints, 19th Int. Conf. on Interactive Information and Processing Systems (IIPS) for Meteorology, Oceanography, and Hydrology, Long Beach, CA, Amer. Meteor. Soc., 13.2.

External links
The IDV Homepage

3D graphics software
Earth sciences graphics software
Frequency domain sensor. Frequency domain (FD) sensor is an instrument developed for measuring soil moisture content. The instrument has an oscillating circuit, the sensing part of the sensor is embedded in the soil, and the operating frequency will depend on the value of soil's dielectric constant.

Types of sensors 

 Capacitance probe, or fringe capacitance sensor. Capacitance probes use capacitance to measure the dielectric permittivity of the soil.  The volume of water in the total volume of soil most heavily influences the dielectric permittivity of the soil because the dielectric constant of water (80) is much greater than the other constituents of the soil (mineral soil: 4, organic matter: 4, air: 1). Thus, when the amount of water changes in the soil, the probe will measure a change in capacitance (from the change in dielectric permittivity) that can be directly correlated with a change in water content. Circuitry inside some commercial probes change the capacitance measurement into a proportional millivolt output.  Other configuration are like the neutron probe where an access tube made of PVC is installed in the soil. The probe consists of sensing head at fixed depth. The sensing head consists of an oscillator circuit, the frequency is determined by an annular electrode, fringe-effect capacitor, and the dielectric constant of the soil.
 Electrical impedance sensor, which consists of soil probes and using electrical impedance measurement. The most common configuration is based on the standing wave  principle (Gaskin & Miller, 1996). The device comprises a 100 MHz sinusoidal oscillator, a fixed impedance coaxial transmission line, and probe wires which is buried in the soil. The oscillator signal is propagated along the transmission line into the soil probe, and if the probe's impedance differs from that of the transmission line, a proportion of the incident signal is reflected back along the line towards the signal source.

Benefits and limitations 
Compared to time domain reflectometer (TDR), FD sensors are cheaper to build and have a faster response time. However, because of the complex electrical field around the probe, the sensor needs to be calibrated for different soil types.  Some commercial sensors have been able to remove the soil type sensitivity by using a high frequency.

References
 Gaskin G.J., Miller J.D. 1996. Measurement of soil water content using a simplified impedance measuring technique. Journal of Agricultural Engineering Research 63, 153-160.
Campbell C.S., Campbell G.S., Cobos D.R.2004.  Response of Low Cost Dielectric Moisture Sensor to Temperature Variation. Eos Trans. AGU, 85(17), Jt. Assem. Suppl. Abstract  NS44A-05.

Soil physics
Hydrology
Physical chemistry
Soil mechanics
Measuring instruments
Impedance measurements
Template Numerical Toolkit. The Template Numerical Toolkit (or TNT) is a software library for manipulating vectors and matrices in C++ created by the U.S. National Institute of Standards and Technology.  
TNT provides the fundamental linear algebra operations (for example, matrix multiplication).  TNT is analogous to the BLAS library used by LAPACK.  Higher level algorithms, such as LU decomposition and singular value decomposition, are provided by JAMA, also developed at NIST, which uses TNT.

The major features of TNT are:
 All classes are template classes and therefore work with float, double, or other user-defined number types.
 Matrices can be stored in row-major order or column-major order for Fortran compatibility.
 The library is simply a collection of header files, and therefore does not need to be independently compiled.
 Some support for sparse matrix storage is provided.
 The source code is in the public domain.

TNT is mature, and NIST classifies its development status as active maintenance.

The principal designer of TNT is Roldan Pozo.

See also
 List of numerical libraries

External links
 Template Numerical Toolkit homepage at NIST

C++ numerical libraries
Free mathematics software
Free software programmed in C++
Public-domain software with source code
Some Punkins. Some Punkins was the name of a B-29 Superfortress (B-29-36-MO 44-27296, Victor number 84) modified to carry an atomic bomb during World War II.

Airplane history
Assigned to the 393d Bomb Squadron, 509th Composite Group, it was one of 15 Silverplate B-29s used by the 509th, Some Punkins was built at the Glenn L. Martin Aircraft Plant at Omaha, Nebraska, as a Block 35 aircraft. It was one of 10 modified as a Silverplate and re-designated "Block 36". Delivered on March 19, 1945, to the USAAF, it was assigned to Crew B-7 (Capt. James N. Price, Jr., aircraft commander) and flown to Wendover Army Air Field, Utah.

It left Wendover on June 8, 1945, for Tinian and arrived at North Field, Tinian, on June 14. It was originally assigned the Victor (unit-assigned identification) number 4 but on August 1 was given the large 'A' tail markings of the 497th Bomb Group as a security measure and had its Victor changed to 84 to avoid misidentification with actual 497th BG aircraft. It was named Some Punkins and its nose art applied after the atomic bomb missions. While a number of sources attribute the name to a 1930s comic strip, the nose art suggests a possible reference to the "pumpkin bomb" missions the 509th Composite Group flew as combat rehearsal for the atomic bomb operations. However, the phrase was also in use by 1917, based on letters from Indiana referring to someone being 'some punkins' to be called first to an accident, meaning 'important.'

While on Tinian it was used on 13 training and practice missions and five combat missions to drop pumpkin bombs on industrial targets on Toyama, Ōgaki, Shimoda, Yokkaichi, and Nagoya. Some Punkins was the only B-29 of the 393d BS flown exclusively by its assigned crew on all operational missions, and is cited by Joseph Baugher as possibly dropping the last bomb of World War II in its attack on Nagoya on August 14, 1945.

In November 1945 it returned with the 509th to Roswell Army Air Field, New Mexico. On March 1, 1946, while at Kirtland Army Air Field in preparation for assignment to Operation Crossroads, it was struck while parked by a taxiing B-29, incurring severe damage to its forward fuselage. The airplane was transferred to the 428th Base Unit at Kirtland in April 1946 and declared damaged beyond economical repair. In August it was deliberately set afire as part of firefighting training and totally destroyed.

Other aircraft named Some Punkins
Two FB-111A strategic bombers of the USAF 509th Bomb Wing, serials 68-0241 and 68-0246, carried the name and original nose art of Some Punkins on their nosewheel doors while based at Pease Air Force Base, New Hampshire, in the 1970s and 1980s.

Sources
 Campbell, Richard H., The Silverplate Bombers: A History and Registry of the Enola Gay and Other B-29s Configured to Carry Atomic Bombs (2005),  
 509th CG Aircraft Page, MPHPA

External links
 Color "Nose Art of the 15 B-29 Superfortresses"

Individual aircraft of World War II
British Rail Class 128. The British Rail Class 128 was a class of diesel multiple unit, built for British Rail. Introduced in 1959, ten of the class were built by Gloucester Railway Carriage and Wagon Company, each with two 230 hp British United Traction - Albion engines. The class was built specifically for parcels, fitted out with parcel racks and bike storage at each end, and did not feature any passenger accommodation. The last members of the class were withdrawn in 1990 and broken up the following year, and none were preserved.

Numbering

Livery

Operation
Introduced in 1959, the Class 128s were given the TOPS classification DXV in 1973. By 1978, the initial unit M55987 had been withdrawn, and four of the six units originally intended for use on the Western Region had moved to the Midland Region.

Models

Heljan have produced a 00 scale model in British Railways all over green, Rail Blue and Royal Mail Post Office Red liveries, although these only represent the later version with corridor connection. By 2021 these models were no longer in production.

In 2018, Revolution Trains announced that they are to produce six different variants of the Class 128 in N gauge covering BR green, Rail Blue and RES Red liveries.

References

Sources

Further reading

External links

Class info from railcar.co.uk 

128
Gloucester multiple units
Non-passenger multiple units
Train-related introductions in 1959
British Rail Class 123. The British Rail Class 123 was a design of diesel multiple unit built for British Rail in 1963. They were the last first-generation DMUs built for British Railways and were built at Swindon Works. Ten of the four-car sets were built and introduced in 1963. The units bear a visible similarity to the British Rail Class 309; however, there is no 'relation' here as the two types were built by different manufacturers for different markets.

Details
Swindon-built DMUs, including the Class 123 and 124, had a structure and internal construction with much more in common with BR coaching stock (British Rail Mark 1) than they do with many DMU classes. The carriage underframes were longer (Mk1 standard main-line  frames versus the  frames common to most 1st generation DMUs) and the units were provided with mark 1-style 'Pullman' gangways instead of the 'British Standard Gangways' fitted to most contemporary DMUs of the period. It was also unusual for a first-generation DMU to sport a front-end gangway. None of these units survive today.

Operational history

They were originally intended for use on services from the South Coast to Wales, but only briefly used on services from Portsmouth to Cardiff and Bristol. When introduced they were concentrated on services between  Swansea, Cardiff, Birmingham, Derby and Crewe and between Cardiff and Bristol. While still in their original green livery the units were trialled on services between Plymouth and Penzance on the Cornish Main Line as an alternative to loco-hauled services.

They were displaced in 1970 to outer suburban services from London Paddington to Oxford and Newbury, without the buffet cars.

All were stored in April 1977 but reprieved later that year for services from Hull to Doncaster, Sheffield, Manchester and occasionally to Leeds. All were withdrawn in 1984 and stored at Hull Botanic Gardens TMD.

Nine 2-car sets composed of a class 123 DMBSL and class 124 DMC were formed at Hull in 1984 in case introduction of the class 141 'Pacer' units was delayed, but they were never used in service.

Further use
One of the buffet cars, 59831, was rebuilt as a Class 309 AC EMU griddle car and renumbered 69108. It replaced a griddle car that had developed an underframe fault. Buffet car 59828 was converted to departmental dormitory coach in 1970 and used on the rail profiler train, then converted to a stores coach and used until 1987.

After withdrawal, the Leyland Albion engines were removed and used as spares for the class 115 DMU.

References

Sources

Motive Power Recognition: 3 DMUs. Colin J. Marsden
British Rail Fleet Survey 8: Diesel Multiple Units- The First Generation.  Brian Haresnape

Further reading

External links

History of the Class 123s

123
Train-related introductions in 1963