omniomni/omni-engineering huggingface dataset:
Llyn Mair. is a  artificial lake near Maentwrog, in Gwynedd in North Wales (grid reference ). It lies in the area of Tan-y-Bwlch, a little above Plas Tan-y-Bwlch, and is in the catchment area of the River Dwyryd. It was created by William Edward Oakeley (of Plas Tan-y-bwlch) as a 21st birthday present for his daughter Mair and as a water supply. It was built in 1889, and the nearby smaller Llyn Hafod-y-Llyn dates from the same period.

Plas Tan y Bwlch is thought to be the first house in North Wales with electric lighting powered from its own hydro-electric station, which was commissioned in the 1890s. A pipeline from the lake fed water to a Pelton wheel, which was located in a small power house on the hillside immediately behind the house. It ceased to operate soon after 1928, when the public hydro-electric power station at Maentwrog began supplying the area.  In June 2013 a new hydro-scheme, costing £420,000, and similarly tapping the water from Llyn Mair, was opened. The water falls 60m to the turbine, and the scheme is expected to meet most of the Plas' electricity needs.

The lake is set alongside the B4410 road, a minor road linking the hamlet of Rhyd. The position of the lake bordered with ancient oak woods and its tranquil appearance makes this a popular picnic site for visitors, and it is also a starting point for a number of local country walks. There is some limited parking available just off the road.

The narrow gauge Ffestiniog Railway runs through the woods above the lake, and Tan-y-Bwlch railway station can be reached on foot from the lake.

The lake also has a notable echo because of the shape of the surrounding hills.

External links

References

Maentwrog
Mair
Mair
Nikolai Nikitin. Nikolai Vasilyevich Nikitin (; 15 December 1907 – 3 March 1973) was a Soviet architect, structural designer and construction engineer, best known for his monumental structures.

Biography

Early life 
Nikolai was born in Tobolsk, Russian Empire to the family of a typographical engineer who later worked as a judicial clerk. His father was Vasily Nikitin (1893-1956), who specialized in welding and other elements of electrical engineering. When Nikolai was 17, a snakebite left him with a permanent foot injury.

Career 
In 1930, Nikolai graduated from the Tomsk Technological Institute with training in construction.

In 1932, he designed the train station of Novosibirsk. 

By 1937, he was living and working in Moscow. He turned his attention to calculations for the foundation of the monumental Palace of the Soviets which was to be constructed at the site of the demolished Cathedral of Christ the Saviour.

In 1957, he was appointed chief designer of Mosproekt-2 - Institute for the Planning of Housing and Civil Engineering Construction in the City of Moscow.

Death 
Nikolai died on 3 March 1973 and was buried in Novodevichy Cemetery.

Selected works
Moscow State University's 240 m (787 ft) high main building. At the time of its construction it was the tallest building in Europe. Built from 1949 to 1953.
Palace of Culture and Science, constructed from 1952 to 1955 also in partnership with Lev Rudnev as main architect.
Luzhniki Stadium 1956.
Colossal 85 meter statue on the Mamayev Kurgan heights overlooking Volgograd, The Motherland Calls, used 7900 tons of concrete and steel in a dramatic sculpture design by Yevgeny Vuchetich.
Ostankino Tower, completed in 1967, at 540 metres (1772 ft), the highest freestanding structure in Eurasia.

Awards and honors 

 Honored Builder of the RSFSR (1970)
 Lenin Prize (1970) - for the project of the Ostankino television tower
 Stalin Prize, 3rd class (1951) - for the development of a long-span shed coating and a method for its removal
 Order of the Badge of Honour
 Order of the Red Banner of Labour

References

External links

Berlinale Delegate for Eastern Europe and CEE film Expert: Nikolaj Nikitin filmneweurope.com, June 13, 2014

1907 births
1973 deaths
20th-century Russian architects
People from Tobolsk
Tomsk Polytechnic University alumni
Recipients of the Lenin Prize
Recipients of the Order of the Badge of Honour
Recipients of the Order of the Red Banner of Labour
Recipients of the Stalin Prize
Structural engineers
Russian architecture writers
Russian civil engineers
Soviet engineers
Soviet inventors
Burials at Novodevichy Cemetery
Russian scientists
IAFE. IAFE or Iafe may refer to:
 7626 Iafe, an asteroid named after the Instituto de Astronomía y Física del Espacio
 The International Association of Financial Engineers
 Former name of the Instituto de Ferrocariles del Estado (IFE), the Venezuelan institution for railways.
 Instituto de Astronomía y Física del Espacio at the University of Buenos Aires
 The Institute for Advanced Financial Education
 The Rylsky Institute of Art Studies, Folklore and Ethnology in Kyiv, Ukraine
SEH. SEH or Seh may refer to:

Science and technology
 Lipid-phosphate phosphatase, an enzyme
 Soluble epoxide hydrolase, an enzyme which catalyzes the addition of water to epoxides
 Spinal extradural haematoma
 Structured Exception Handling, a computing concept designed to handle the occurrence of program exceptions

Transportation
 Shoreham railway station, Kent, England (National Rail station code SEH)
 Sky Express (Greece) (ICAO airline code SEH)
 South German Railway Museum, (German: Süddeutsches Eisenbahnmuseum Heilbronn), Germany
 Senggeh Airport (IATA airport code), Indonesia; see List of airports by IATA code

Other uses
 St Edmund Hall, Oxford, England
 Shin-Etsu Handotai, a semiconductor wafer manufacturer for the integrated circuit industry; see Soitec
 Seh, a village in Iran
Kamaelia. Kamaelia is a  free software/open source Python-based systems-development tool and concurrency framework produced by BBC Research & Development.

Kamaelia applications are produced by linking independent components together. These components communicate entirely through "inboxes" and "outboxes" (queues) largely removing the burdens of thread-safety and IPC from the developer. This also makes components reusable in different systems, allows easy unit testing and results in parallelism (between components) by default.

Components are generally implemented as generators - a method more light-weight than allocating a thread to each (though this is also supported). As a result, switching between the execution of components in Kamaelia systems is very fast.

Applications that have been produced using Kamaelia include a Freeview digital video recorder, a network-shared whiteboard, a 3D GUI, an HTTP Server, an audio mixer, a stream multicasting system and a simple BitTorrent client.

License change 
Kamaelia's License changed in July 2010  from the Mozilla tri-license (MPL, GPL and LGPL) to the Apache License, with a note that usage under the old licensing scheme was permitted if necessary (due to license incompatibilities), given the rationale for change was to make the codebase more usable by developers not less.

References

External links

Free system software
Free software programmed in Python
Python (programming language) libraries
BBC Research & Development
The Revenge of Gaia. The Revenge of Gaia: Why the Earth is Fighting Back – and How We Can Still Save Humanity (2006) is a book by James Lovelock. Some editions of the book have a different, less optimistic subtitle: Earth's Climate Crisis and the Fate of Humanity.

The book introduces the concept of the anti-CLAW hypothesis. Lovelock proposed that instead of providing negative feedback in the climate system, the components of the CLAW hypothesis may act to create a positive feedback loop.

Under future global warming, increasing temperature may stratify the world ocean, decreasing the supply of nutrients from the deep ocean to its productive euphotic zone. Consequently, phytoplankton activity will decline with a concomitant fall in the production of dimethyl sulfide (DMS). In a reverse of the CLAW hypothesis, this decline in DMS production will lead to a decrease in cloud condensation nuclei and a fall in cloud albedo.  The consequence of this will be further climate warming which may lead to even less DMS production (and further climate warming). The figure to the right shows a summarising schematic diagram.

Evidence for the anti-CLAW hypothesis is constrained by similar uncertainties as those of the sulfur cycle feedback loop of the CLAW hypothesis.  However, researchers simulating future oceanic primary production have found evidence of declining production with increasing ocean stratification, leaving open the possibility that such a mechanism may exist.

See also 
 Global catastrophic risk

References

External links 
 Richard Mabey reviews The Revenge of Gaia (Times Online)
 No atom of doubt, edited extract from The Guardian, 24 March 2006

2006 non-fiction books
Environmental non-fiction books
Climate change books
Evans VP-2. The Evans VP-2 is a development of the Evans VP-1 Volksplane, both of which were designed in La Jolla, California by aeronautical engineer William Samuel "Bud" Evans. Evans had formerly worked at Convair, Ryan Aircraft and General Dynamics.

Design and development
Work on the design of the VP-1, was completed between 1966 and 1968, the intention being that the design would be simple to build for a novice working at home.  The design was successful, and, following a first flight in September 1968, a large number of aircraft have been constructed by homebuilders.  The aircraft are usually powered by converted Volkswagen air-cooled engines.

The VP-1 is a single-seat open-cockpit low-wing monoplane manufactured from spruce and plywood with fabric covered wings. Performance is typically a cruise speed of  and a stall speed of .

Following the success of the VP-1 a two-seat variant, the VP-2 was designed to meet normal category limits, which are 3.8 positive and 1.9 negative g. The first VP-2 (then known as VP II) flew in 1971.

The VP-2 is externally similar in appearance to the VP-1 but with a  wider fuselage and enlarged cockpit section to accommodate two side-by-side configuration seats. The aircraft is  longer and has a  addition to wingspan. The VP-2 can use any Volkswagen air-cooled engine model from 1,834 to 2,100 cc. Other similar powerplants can be substituted.

Operational history
Although numerous examples of the VP-2 were constructed from plans provided by the Evans Aircraft Company, the VP-2 is no longer being offered with the company having stopped marketing the VP-2 and responding to technical inquiries. The main concern from the company was that the VP-2 may have liability issues associated with two-seat aircraft. VP-2 plans and modified VP-2 plans remain available on the Internet, although the Evans Aircraft Company neither authorizes nor approves of these plans.

Preserved examples
 City of Norwich Aviation Museum, Norfolk, England

Specifications (60 hp engine)

References

Notes

Bibliography

 "Plane and Pilot." 1978 Aircraft Directory. Santa Monica California: Werner & Werner Corp.,.1977. .
 Purdy, Don: AeroCrafter – Homebuilt Aircraft Sourcebook, Fifth Edition. Chatswood, New South Wales, Australia: BAI Communications, 1998. .
 Taylor, John W. R. Jane's All The World's Aircraft 1982–83. London: Jane's Yearbooks, 1982. .

External links
 "Evans VP-1 Volksplane history." 

1960s United States sport aircraft
Low-wing aircraft
Single-engined tractor aircraft
VP-02
Aircraft first flown in 1971
Hispano Aviación. Hispano Aviación was a Hispano-Suiza aircraft factory in Andalusia, southern Spain which became a separate enterprise when taken over by the Francisco Franco led "Nationalist" forces in 1939, during the Spanish Civil War.

Located in Tablada, in the Triana district of Seville, the Hispano factory produced several aircraft designs, including the HA-1109 also named Me-109J, Spanish licence built version of the famous Messerschmitt Bf 109G equipped with a 1,300 hp Hispano-Suiza 12Z engine, HA-1112 (HA-1109 re-engined with Rolls-Royce Merlin), Hispano HA-100 Triana; the Hispano HA-200 Saeta jet trainer and light attack aircraft designed by Professor Willy Messerschmitt.

Hispano Aviación was taken over by Construcciones Aeronáuticas SA (CASA) in 1972, which is now part of Airbus.

Notes

Bibliography

 

Defunct aircraft manufacturers of Spain
companies of Andalusia
Military history of Seville
Spanish Civil War sites
Coil car. Coil cars (also referred to as "steel coil cars" or "coil steel cars") are a specialized type of rolling stock designed for the transport of rolls of sheet metal (called "coils"), particularly steel. They are  considered a subtype of the gondola car, though they bear little resemblance to a typical gondola.

History
Prior to the invention of this type of coil car, coils of sheet metals were carried on-end or in cradles in open or covered gondolas. Load shifting, damage, and awkward loading and unloading were all problems, and since so much sheet metals are railroad-transported, a specialized car was designed for transporting coiled metals.

Cars manufactured specifically for coiled lading started to appear in the 1960s. Early examples include the Pennsylvania Railroad G40 and G41 class cars, built in 1964-65.

Construction

The body of a coil car consists of a trough or series of troughs. Most commonly these run lengthwise, but there are transverse variants as well; in either case, they are steel and may be lined with wood or other material to cushion the load. The coils are set on their sides in the trough with the core horizontal. Stops may be applied across the trough to keep the coils from shifting.

Some coil cars are open at the top, while others that carry commodities that can be damaged by the elements are equipped with hoods to cover the load. Covered cars use either a pair of hoods or, commonly, a single hood. Each hood has a lifting point at its center, and often has brackets on the top at the corners in order to allow the hoods to be stacked when not in use. The hoods are largely interchangeable, and it is common to see a car with mismatched hoods.

In-factory Coil Cars 

Special sheet metal coil transport cars can be used to transport the coils between the halls in the factory. They can be produced to run on a railway track or to run on a smooth floor according to need.

See also 
 Gondola (rail)
 Open wagon
 Wagon with opening roof

References

External links
 Coil car CN 187186 without hoods, showing how car is loaded
Historical pictures of various classes of coil cars on Conrail
 Transverse loading coil car

Freight rolling stock
German submarine U-803. German submarine U-803 was a Type IXC/40 U-boat built for Nazi Germany's Kriegsmarine during World War II at Bremerhaven.

Design
German Type IXC/40 submarines were slightly larger than the original Type IXCs. U-803 had a displacement of  when at the surface and  while submerged. The U-boat had a total length of , a pressure hull length of , a beam of , a height of , and a draught of . The submarine was powered by two MAN M 9 V 40/46 supercharged four-stroke, nine-cylinder diesel engines producing a total of  for use while surfaced, two Siemens-Schuckert 2 GU 345/34 double-acting electric motors producing a total of  for use while submerged. She had two shafts and two  propellers. The boat was capable of operating at depths of up to .

The submarine had a maximum surface speed of  and a maximum submerged speed of . When submerged, the boat could operate for  at ; when surfaced, she could travel  at . U-803 was fitted with six  torpedo tubes (four fitted at the bow and two at the stern), 22 torpedoes, one  SK C/32 naval gun, 180 rounds, and a  Flak M42 as well as two twin  C/30 anti-aircraft guns. The boat had a complement of forty-eight.

Service history
She was completed in September 1943 and spent the next seven months on working up cruises in the Baltic Sea near Swinemünde in order to get the crew and boat ready for operational cruising in the Battle of the Atlantic, which was at a critical stage.

As the boat worked up on 27 April 1944, just days off its intended first cruise, she struck a sea mine in the bay and sank, nine of her crew going down with the boat, and 35 being rescued by nearby ships. The boat was salvaged in August 1944, but was too badly damaged to repair, and was broken up for components for use in other U-boats. Her surviving crew were largely transferred to other units, principally , on which they surrendered in May 1945. The mine had been air-dropped over the bay by the Royal Air Force, who had realised the use that the area was being put to through photo-reconnaissance flights. The air-dropping of mines was a frequent tactic of the RAF, and achieved dividends off many German harbours.

References

Bibliography

External links

World War II submarines of Germany
World War II shipwrecks in the Baltic Sea
German Type IX submarines
U-boats sunk by mines
U-boats commissioned in 1943
U-boats sunk in 1944
1943 ships
Ships built in Bremen (state)
Maritime incidents in April 1944
Co-Bo. Co-Bo or Co′Bo′ is a wheel arrangement in the UIC classification system for railway locomotives. It features two uncoupled bogies. The "Co" bogie has three driven axles and the "Bo" bogie has two. 

The arrangement has been used to even out axle loading. The weight distribution of the locomotive depends on the power unit, the engine and generator. If these are not placed symmetrically, the weight distribution is also biased to one end. Placing three axles beneath the engine end and just two beneath the other, with the lighter ancillaries, gives more even loading per-axle.

Examples

Diesel

The British Railways Class 28 is the first (and only) diesel locomotive with a Co-Bo wheel arrangement, where the wheels are independently driven.

C'B' 

A similar wheel arrangement, with five axles across two bogies, is also used in Japan for the Class DE10, DE11, and DE15 locomotives. As these are diesel-hydraulic locomotives, they are of C-B arrangement, not Co-Bo. A hydrodynamic transmission on the locomotive frame is driven by the prime mover, then drive to each bogie is taken by cardan shafts. The axles of each bogie are all driven, and all geared together, rather than having separate traction motors.

Steam
Some Engerth steam locomotives were built to the Fink system, with the four trailing wheels driven by a crankshaft and connecting rods, thus making them 0-6-4-0Ts instead of 0-6-4Ts.

Electric

The  also used a Co'Bo' wheel arrangement with three-phase slip-ring motors driving each axle.

In fiction
BoCo is a fictional Co-Bo locomotive, a British Rail Class 28. The locomotive appeared in the Railway Series book Main Line Engines and the following television series.

See also
 Co-Co, has two six-wheeled bogies with all axles powered

References

CB,0C00B0,Co-Bo
Sequential coupling. In object-oriented programming, sequential coupling (also known as temporal coupling) is a form of  coupling where a class requires its methods to be called in a particular sequence.  This may be an anti-pattern, depending on context.

Methods whose name starts with Init, Begin, Start, etc. may indicate the existence of sequential coupling.

Using a car as an analogy, if the user steps on the gas without first starting the engine, the car does not crash, fail, or throw an exception - it simply fails to accelerate.

Sequential coupling can be refactored with the template method pattern to overcome the problems posed by the usage of this anti-pattern.

References 

Anti-patterns
German submarine U-1000. German submarine U-1000 was a Type VIIC/41 U-boat built during World War II for service in Nazi Germany's Kriegsmarine.

Design
German Type VIIC/41 submarines were preceded by the heavier Type VIIC submarines. U-1000 had a displacement of  when at the surface and  while submerged. She had a total length of , a pressure hull length of , a beam of , a height of , and a draught of . The submarine was powered by two Germaniawerft F46 four-stroke, six-cylinder supercharged diesel engines producing a total of  for use while surfaced, two Brown, Boveri & Cie GG UB 720/8 double-acting electric motors producing a total of  for use while submerged. She had two shafts and two  propellers. The boat was capable of operating at depths of up to .

The submarine had a maximum surface speed of  and a maximum submerged speed of . When submerged, the boat could operate for  at ; when surfaced, she could travel  at . U-1000 was fitted with five  torpedo tubes (four fitted at the bow and one at the stern), fourteen torpedoes, one  SK C/35 naval gun, (220 rounds), one  Flak M42 and two  C/30 anti-aircraft guns. The boat had a complement of between forty-four and sixty.

Service history
She was completed in Hamburg in November 1943, and after working up trials was moved to Egersund in Norway in June 1944. From there she conducted her only war patrol in the waters off Norway, in the North Sea and towards the Arctic Circle, but found no enemy ships to target, returning to Bergen without firing a shot. She did however manage to recover two Norwegian airmen of the British Royal Air Force, whose Mosquito aircraft had been shot down by  two days before they were rescued from the sea.

On the 9 August, U-1000 was detailed to serve in the Baltic Sea against Soviet shipping, which was beginning to press into German waters as the Red Army advanced on land.

Fate
On the 31 August 1944, as she passed the East Prussian town of Pillau on her way to Reval, she struck a sea mine laid by the Royal Air Force. The mine crippled the submarine, which limped into Pillau in a wrecked state. All the crew survived the blast, but the boat was totally unserviceable and was abandoned in Pillau, the crew being transferred to , on board which they were all killed the following year. RAF aircraft frequently mined German coastal waters, as they knew the routes used by German shipping, and could thus severely restrict German movement by sea with the use of air-dropped minefields.

See also
 Battle of the Atlantic (1939-1945)

References

Bibliography

External links

World War II submarines of Germany
German Type VIIC/41 submarines
U-boats sunk by mines
World War II shipwrecks in the Baltic Sea
U-boats commissioned in 1943
U-boats sunk in 1944
1943 ships
Ships built in Hamburg
Maritime incidents in August 1944