omniomni/omni-engineering huggingface dataset:
Abia State Polytechnic. Abia State Polytechnic is a state government owned Polytechnic established in 1992 and located in Aba, Abia State, Nigeria. The Polytechnic is composed of different schools, such as the School of Science & Engineering and the School of Business Administration.

The school's colors are yellow and dark red. The former rector is Onukaogu Abalogun A. The Polytechnic is near the Eyimba International Stadium in Aba.

The Governor of Abia State, Dr Alex Otti appointed Dr Okoro Christopher Kalu as the rector of Polytechnic in March 2024.

History 
The Abia State Polytechnic, Aba was established by edit No.8 of 1994 which has a retrospective effect from October 1992. Its location is the former Girls Technical College(GTC) Aba, along Aba Owerri road. The initial intake comprises students taking various certificate programmes. The National Diploma Programmes commenced in the 1994/1995 academic year. The higher National Diploma Programmes were introduced in the 1999/2000 session.

On November 7, 2024, Abia State Polytechnic was renamed to Dr. Ogbonnaya Onu Polytechnic, Aba, to honour the legacy of the first Executive Governor of Abia State, the late Dr. Ogbonnaya Onu.

Library 
The library provide information resources both online and hard copies that supposed teaching and learning in the polytechnic. The Library is headed by Librarian named Mr.Chigozie Martin Ndulaka.

Faculties and courses offered 
According to the latest version of JAMB admission brochure, Abia State Polytechnic offers the following courses/programmes at National Diploma (ND) level.

School of Business and Management Technology
 Accountancy
 Banking and Finance
 Business Administration and Management
 Public Administration
 Office Management and Technology
School of Engineering Technology
 Civil Engineering Technology (ND only)
 Computer Engineering Technology (ND only)
 Electrical Electronics Engineering Technology (ND only)
 Mechanical Engineering Technology (ND only)
School of Environmental Design and Technology
 Architecture
 Building Technology
 Estate Management
 Quantity Surveying
 Urban and Regional Planning
 Surveying and Geo-Informatics
School of Food Science and Technology
 Food Science and Technology (ND only)
School of Science and Engineering Technology
 Computer Science 
 School of Science and Industrial Technology
 Science Laboratory Technology
 Statistics
Physics with Electronics 
Courses like Biology/Microbiology and Chemistry/Biochemistry are only available at HND level.

See also 
 List of polytechnics in Nigeria

References

External links 
 Abia State Polytechnic

Universities and colleges in Nigeria
Education in Abia State
Buildings and structures in Aba, Nigeria
Deutsch limit. The Deutsch limit is an aphorism about the information density of visual programming languages originated by L. Peter Deutsch that states:

The problem with visual programming is that you can't have more than 50 visual primitives on the screen at the same time.

The term was coined by Fred Lakin, after Deutsch made the following comment at a talk on visual programming by Scott Kim and Warren Robinett: "Well, this is all fine and well, but the problem with visual programming languages is that you can't have more than 50 visual primitives on the screen at the same time. How are you going to write an operating system?"

The primitives in a visual language are the separate graphical elements used to build a program, and having more of them available at the same time enables the programmer to read more information. This limit is sometimes cited as an example of the advantage of textual over visual languages, pointing out the greater information density of text, and posing a difficulty in scaling the language.

However, criticisms of the limit include that it is not clear whether a similar limit also exists in textual programming languages; and that the limit could be overcome by applying modularity to visual programming as is commonly done in textual programming.

See also 

 Cognitive dimensions of notations
 Conway's law

References

External links 
 Parsons and Cranshaw commentary on Deutsch Limit in "Patterns of Visual Programming"
 Baeza-Yates's commentary on Visual Programming

Computer programming
Adages
Computer programming folklore
Software engineering folklore
Programming principles
Visual programming languages
British Rail Class 418. British Rail Class 418 (or 2-SAP) was a class of electrical multiple unit commissioned by British Railways Southern Region in England. The units were formed by declassifying the first class accommodation in selected 2-HAP units. They were employed mainly on semi-fast suburban routes such as the South West Main Line as far as Weybridge, Waterloo to Reading Line, Staines to Windsor Line and Hounslow Loop Line.

Class 418/0
14 units were converted from Bulleid design 2-HAP units in 1969. First class was restored in 1970 and they regained their former identities. They would have become class 418/0 under TOPS but reverted to class 414 before being reclassified.

Class 418/1
40 2-SAP units numbered 5901-5940 were converted from 2-HAP units (in the 6001-6042 range, not numbered consecutively) between March and May 1974. First class was restored between February and July 1980 and they regained their former identities, with the exception of unit 5917 which was scrapped in 1978 following a collision. Many were incorporated into 4-CAP units.

2-HAP unit 6039 (previously 2-SAP unit 5937) was converted back into a 2-SAP, this time numbered 5939 (the second 2-SAP unit to carry that number, the previous being 2-HAP 6041) in June 1982. It was withdrawn in April 1983 and scrapped.

Class 418/2
2-HAP units 6043 and 6044 were converted to 2-SAP units 5941 and 5942 in April 1974. They were followed by 2-HAP units 6045 to 6053 converted to 2-SAP units 5943 to 5951 respectively in May 1977. 5951 was converted back to a 2-HAP in October 1977 and the remainder converted back between February and April 1980. All regained their original identities. Many were incorporated into 4-CAP units.

References

Further reading

418
Train-related introductions in 1969
Train-related introductions in 1974
Train-related introductions in 1982

750 V DC multiple units
British Rail Class D1/1. British Rail Class D1/1 (formerly DY1) was a class of shunting locomotives commissioned by British Rail in England. It was a diesel locomotive in the pre-TOPS period built by the Hunslet Engine Company with a  Gardner 6L3 engine.

History
The design was specifically designed to work dockside tramways and was ordered by the Eastern Region of British Railways to carry out this work. Equipped with a  wheelbase, it could work the tight curves of East Anglian dock systems.

Early on in their lives, the locomotives were initially allocated to Ipswich Engine Shed and were fitted with cow-catchers for working the dockside tramway lines. As time passed and traffic levels declined at Ipswich, they were transferred away from Ipswich with D2950 being recorded at Great Yarmouth (which had a quayside tramway) and D2951 at Goole which had a dock system. D2950 and D2951 were both transferred from Ipswich to Goole in December 1966.

Withdrawn in 1967 as part of a purge on non standard shunters, D2951 and D2952 were scrapped in 1968. D2950 survived in industrial use at Llanelli (at Thyssen (Great Britain) Ltd.) and was marked for preservation in 1982, but was ultimately scrapped in 1983.

Models 
Class D1/1 is being made as a kit and a ready-to-run model in OO gauge by Silver Fox Models.

See also
List of British Rail classes

Notes

References

Further reading

D001.02
B locomotives
Railway locomotives introduced in 1954
Standard gauge locomotives of Great Britain
Scrapped locomotives
Shunting locomotives
Magnus W. Alexander. Magnus Wilhelm Alexander (February 1870 – September 10, 1932) was a German-born American electrical engineer and a technical designer for the General Electric Company and the Westinghouse Electric Company. He also became a social reformer in the United States of America by working on state boards and commissions in such areas as workmen's compensation and retirement benefits.

Alexander was the son of Alexander M. and M. (Jelenkiewicz) A. Alexander. He studied mechanics, metallurgy, and electrical engineering at the Austrian universities of  Vienna, 1889, the Leoben, 1891, and the University of Gratz, 1892.

Following the completion of his engineering education, Alexander was employed by Austria's largest steel-making company. In 1893, he joined Weston Electrical Instrument Company as an engineer and a technical designer. In the following year, he was recruited by Westinghouse Electric and Manufacturing Co., and he emigrated to the United States.  After five years with the Westinghouse Corp., he joined the Siemens and Halske Electric Co., a German corporation with operations in North America.  In the year 1900, the General Electric Company hired him as its chief engineer in charge of design, which was a position that he held until 1918. Thereafter, he served as GE's consulting engineer on economic issues until 1922.  

While with General Electric, Alexander began turning his attention to industrial education. He created and directed the General Electric Education and Personnel Department in Lynn, Massachusetts. In 1907, he set up a partnership between G.E. and the Massachusetts Institute of Technology in which G.E. provided both apprenticeships and in-house technical courses for newly graduated M.I.T. engineers.

Alexander also served on the Old Age Pension Commission of Massachusetts and on the Massachusetts Workman's Compensation Commission. He became a charter member of the National Association of Corporate schools, the American Management Association, the National Society for the Promotion of Industrial Education, and of the American Institute of Electrical Engineers (AIEE).

Alexander was an early participant, along with Wesley Mitchell and Malcolm Rorty, in the National Bureau of Economic Research. He also created the National Industrial Conference Board (now known as The Conference Board) along with Frederick P. Fish, Frank A. Vanderlip, and Loyall Osborne.

References
 Noble, David F.  America by Design: Science, Technology, and the Rise of Corporate Capitalism.  New York: Alfred A. Knopf, 1977.
 Who's Who on the Web, s.v. "Magnus W. Alexander" (n.p.: Marquis Who's Who, 2005)

1870 births
1932 deaths
German electrical engineers
General Electric people
Emigrants from the German Empire to the United States
American electrical engineers
19th-century German engineers
19th-century American engineers
20th-century American engineers
University of Vienna alumni
University of Leoben alumni
University of Graz alumni
Automated Anatomical Labeling. Automated Anatomical Labeling (AAL) (or Anatomical Automatic Labeling) is a software package and digital atlas of the human brain.
It is typically used in functional neuroimaging-based research to obtain neuroanatomical labels for the locations in 3-dimensional space where the measurements of some aspect of brain function were captured. In other words, it projects the divisions in the brain atlas onto brain-shaped volumes of functional data.

It is developed by a French research group based in Caen and described further in the following scientific article:
 
The AAL program is dependent upon the Matlab and SPM programs, but the digital human brain atlas itself can also be found elsewhere—within the MRIcron program, for example.

External links
 Automated Anatomical Labeling at Cyceron.

Neuroscience software
British Rail Class D1/3. British Rail Class D1/3 (formerly DY1) was a locomotive class commissioned by British Rail in England. It was a diesel powered locomotive in the pre-TOPS period built by Ruston & Hornsby at their Iron Works in Lincoln. In appearance, it was similar to British Rail Class 97/6, but with an 0-4-0 wheel arrangement.

D2958 was later sold for use at C.F. Booth Ltd., Rotherham.

Allocations

D2957 
Delivered as 11507, renumbered April 1958. Delivered to Immingham Shed in March 1956, moved to Stratford Shed in January 1957. It was then moved to Goole Shed in August 1966 but stored at Hull Dairycoates. It was withdrawn in March 1967 and moved to Slag Reduction, Ickles, Rotherham for scrap in June and was cut up by August.

D2958 
Delivered as 11508, renumbered March 1958. Delivered to Immingham Shed in May 1956, moved to Stratford Shed in December 1956. It was withdrawn in January 1968 when it was sold to C.F. Booth in Rotherham, moving there in May 1968. It continued in use at the companies South Yorkshire yard until 1981 when it was taken out of use; it was scrapped in October 1984.

See also
 List of British Rail classes

References

Sources

Further reading

D001.03
B locomotives
Railway locomotives introduced in 1956
Standard gauge locomotives of Great Britain
Scrapped locomotives
Ruston & Hornsby locomotives
Shunting locomotives
British Rail Class D2/5. The British Rail Class D2/5 was a locomotive commissioned by British Rail in England. It was a diesel powered locomotive in the pre-TOPS period built by Andrew Barclay with a Gardner engine.

History
The Eastern and North Eastern Regions (E&NER) originally classified them DJ14 under a scheme devised in 1954 where "D" denoted Diesel, and "J" denoted the 0-6-0 wheel arrangement. They were subsequently reclassified by the E&NER D2/5 (February 1960) and then 2/12A (June 1962). They were reported in several sources as having received the TOPS classification Class 05, along with Hunslet shunter D2554 (the last surviving member of  (2/15A from 1962)), though this was in error, and the D2/5 machines are not listed as such in the latest works by Marsden, 2011.

Fleet list
Building, renumbering and withdrawal occurred as follows:

See also

List of British Rail classes

Notes

References
 Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, pp 197–199

D002.05
Andrew Barclay locomotives
C locomotives
Railway locomotives introduced in 1956
Standard gauge locomotives of Great Britain
Scrapped locomotives
Shunting locomotives
British Rail Class D2/7. British Rail Class D2/7 was a locomotive commissioned by British Rail in England. It was a diesel powered locomotive in the pre-TOPS period built by Hudswell Clarke with a Gardner engine.  The mechanical transmission, using a scoop control fluid coupling and three-speed Power-flow SSS (synchro-self-shifting) gearbox, was a Hudswell Clarke speciality.

Preservation 

One locomotive was originally preserved after withdrawal but was then scrapped in C F Booths, Rotherham in 2005.One locomotive does survive at the National Coal Mining museum at Wakefield. The locomotive is named ‘Manton’ after its working life at Manton colliery in Nottingham.

Modelling
A kit is available from Invertrain  in 7 mm Scale (O Gauge)

Mercian Models  make kits for this locomotive and the very similar industrial version, in both 4 mm and 7 mm scale.

See also

 List of British Rail classes

References

Sources

 Ian Allan ABC of British Railways Locomotives, winter 1962/3 edition, page 199

D002.07
Hudswell Clarke locomotives
C locomotives
Railway locomotives introduced in 1955
Scrapped locomotives
Standard gauge locomotives of Great Britain
Shunting locomotives
British Rail Class 29. The British Rail Class 29 were a class of 20 diesel-electric Bo-Bo locomotives produced by the re-engining of the NBL Type 2 units. The units were designed for both passenger and freight trains.

Background
The machines were produced from 1963 onwards from the North British Type 2 (later Class 21 under TOPS) by replacing the original unreliable licence-built MAN engines of the Class 21s with Paxman Ventura V12 engines at Paxman's Colchester works.

The first unit to be re-engined was D6123, a further 19 machines were re-engined in 1965–1967 at Glasgow Works and mostly Inverurie Works, along with other modifications including the fitting of four-character headcode displays in the nose ends (D6123 retained its original front ends and so did not receive a headcode panel). After rebuilding, they returned to service from Eastfield depot in Glasgow. The allocation of all twenty locomotives in August 1967 was Eastfield.

Withdrawal
Although these offered more power and much improved reliability over the original Class 21s, they did not survive much longer, due to their small class size and the use of a non-standard high-speed diesel engine. D6108 was withdrawn in May 1969 and scrapped by McWilliams of Shettleston in 1971, while the other 19 were withdrawn between April and December 1971 and scrapped at BR's Glasgow Works in 1971–72. No Class 21, 22 or Class 29 locomotives survive today.

Numbering 
The rebuilt locomotives were numbered:

 D6100
 D6101
 D6102
 D6103
 D6106
 D6107
 D6108
 D6112
 D6113
 D6114
 D6116
 D6119
 D6121
 D6123
 D6124
 D6129
 D6130
 D6132
 D6133
 D6137

Model railways 
In 1978 Hornby Railways launched its first version of the BR Class 29 in BR green and blue liveries in OO gauge.
Dapol have more recently produced a Class 29 in multiple liveries.

References

Sources 
 
 
 
 Ian Allan ABC of British Railways Locomotives, summer 1966 edition

Further reading

External links 

 Paxman Ventura engine - at Richard Carr's Paxman History pages

28
Bo-Bo locomotives
NBL locomotives
Railway locomotives introduced in 1963
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Scrapped locomotives
Rebuilt locomotives

Rebuilt diesel locomotives
British Rail Class D16/2. British Railways Class D16/2 was a class of prototype diesel locomotives built by British Railways at Ashford Works and introduced in 1950–1951, with a third example being introduced in 1954. They had been designed by Oliver Bulleid for the Southern Railway and were authorised in February 1947 but did not appear until after nationalisation. The diesel engine and transmission were supplied by English Electric, but the Bulleid influence was obvious. The box-like body style closely resembled Bulleid's electric locomotives and was quite different from the usual English Electric style, typified by British Rail Class D16/1 which in turn was strongly influenced by contemporary American design.

Unusually for pioneer British diesels, 10201 and 10202 were originally specified (prior to alteration of gear ratios to improve tractive effort when operating as mixed-traffic units) with a top speed of  rather than the  of 10203, pre-dating the three-figure maximum speeds of the Deltic and Class 50 designs by some years.

Percy Bollen's bogie design and the power train of 10203 were taken almost unmodified for the first ten production British Rail Class 40s but with a more traditional English Electric design of body with prominent noses and louvred side panels.

Operation

The original locomotives, numbered 10201 and 10202, worked services on the Southern Region of British Railways. They were transferred to Camden depot in the London Midland Region in April 1955.

Number 10203 was outshopped from Brighton railway works in March 1954, its modified engine giving a power output of . It was trialled on the Southern Region before joining its sisters on the London Midland, being allocated to Willesden depot.

All three locomotives were non-standard with regard to spare parts and servicing, and they were withdrawn at the end of 1963. After spending some time on the scrap line at Derby Litchurch Lane Works, they were eventually scrapped at Cashmore's at Great Bridge in 1968.

Additional information
 Bogie wheelbase (rigid): 
 Bogie wheelbase (total): 
 Bogie pivot centres: 
 Sanding equipment: Pneumatic
 Heating boiler: Spanner
 Gear ratio: Originally 17:65, amended to 19:61
 Boiler water capacity: 
 Boiler fuel capacity: From main supply

Footnotes

References

Further reading 

 

 No.I, 2 Oct. 1953, pp.424-427, No.II, 9 Oct. 1953, pp.451-453
 No.I, 25 May 1956, pp.550-553, No.II, 1 June 1956, pp.588-591

External links 

 
 
 Photo of 10201 in Birmingham New Street

D016.02
1Co-Co1 locomotives
Railway locomotives introduced in 1950
Scrapped locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
LNER Class EE1. Class EE1 (Electric Express 1) was an electric locomotive commissioned by the North Eastern Railway  in 1922.  Ownership passed to the London and North Eastern Railway in 1923 and to British Railways in 1948.

It was an electrically powered locomotive in the pre-TOPS period.

Overview
In 1919 the North Eastern Railway made plans to electrify its York-Newcastle stretch of the East Coast Main Line and this locomotive was a prototype built for hauling passenger trains. It had an electrically heated boiler to generate steam for train heating.

The wheels were arranged as in a 4-6-4 steam locomotive and the driving wheels were  diameter. Each of the three driving axles was powered by a pair of traction motors. Electric locomotives of this design were common in continental Europe and the United States, but this was the only example on a British railway.

After grouping in 1923 the London and North Eastern Railway dropped the electrification project so (apart from some trials on the Shildon line) the locomotive was never used. It survived into British Railways ownership but was withdrawn in August 1950, and scrapped on 15 December 1950.

In common with other LNER electric locomotives, no classification was given to this locomotive until 4 October 1945, when no. 13 was classified EE1 (Electric Express 1). In May 1946, no. 13 was renumbered to 6999; and under British Railways, it became no. 26600 in 1948.

Specification

 Numbers: (NER) 13; (LNER) 6999; (BR) 26600
 Wheel arrangement: 2-Co-2
 Introduced: 1922
 Builder: North Eastern Railway
 Motors: 6 x , Metropolitan-Vickers
 Total power:  
 Supply: 1,500 V DC overhead

Notes

References

 The NER Electric 2-Co-2 Class EE1 Locomotive No. 13

Electric Express
EE1
1500 V DC locomotives
Individual locomotives of Great Britain
Railway locomotives introduced in 1922
Scrapped locomotives
Unique locomotives
Standard gauge locomotives of Great Britain
EE1
2-Co-2 locomotives
4-6-4 locomotives
2′Co2′ locomotives
EE1
Magnesium aluminide. Magnesium aluminide is an intermetallic compound of magnesium and aluminium. Common phases (molecular structures) include the beta phase (Mg2Al3) and the gamma phase (Mg17Al12), which both have cubic crystal structures. Magnesium aluminides are important constituents of 5XXX aluminium alloys (aluminium-magnesium) and magnesium-aluminium alloys, determining many of their engineering properties. Due to the advantage of low density and being strong, magnesium aluminide is important for aircraft engines. MgAl has also been investigated for use as a reactant to produce metal hydrides in hydrogen storage technology. Like many intermetallics, MgAl compounds often have unusual stoichiometries with large and complex unit cells.

-Mg2Al3 is a complex metallic alloy which crystallizes in cubic unit cell with 1168 atoms per cell. If the Wyckoff positions were fully occupied, the structure would have 1832 atoms, but the sites are only partially occupied. The structure has very low density, and has been suggested for use in hydrogen storage.

References

 

Alloys
Aluminides
Magnesium compounds