omniomni/omni-engineering huggingface dataset:
Wind power in Sweden. Sweden has a total of 16.4 GW of wind power capacity at the end of 2023, the 5th highest in Europe and most per capita. Wind power produced 20.9% of national electricity generation in 2023, up from 0.3% in 2000.

In July 2024, the Swedish Wind Energy Association (SWEA) projected that cumulative wind power capacity in the country will rise to 19.5 GW by the end of 2026.

Longer-term projections from other market analysts estimate 30 GW of wind power capacity by 2030.

Statistics

Future developments
The International Energy Agency's (IEA) Wind Technology Collaboration Programme 2021 report outlines Sweden's progress in wind energy. By 2021, Sweden had achieved a total wind power capacity of 12.116 MW from 4,679 turbines. This aligns with Sweden's environmental goals of reducing greenhouse gas emissions (GHG) by 40% by 2030 and aiming for net-zero emissions by 2045. Additionally, Sweden targets 100% renewable electricity production by 2040. Wind power generation in Sweden is expected to reach about 47 TWh by 2024, supported by growth in both onshore and offshore wind farm developments.

In 2021, the Swedish government ordered new transmission to be planned for offshore wind connections.

Sweden's wind power generation is set for a substantial increase, expected to rise by about 70% from 27.4 terawatt hours (TWh) in 2021 to 46.9 TWh by 2024, according to forecasts by the Swedish Energy Agency. This growth is supported by the addition of 2.1 gigawatts (GW) of wind power capacity in 2021, marking a significant increase to the country's renewable energy capabilities. This initiative is part of Sweden's plan to enhance its total net electricity production, which is expected to grow from 165.7 terawatt hours (TWh) to 183.5 TWh in the same period.

In 2022, Sweden's offshore wind sector had 15 gigawatts (GW) of projects in the permit application stage, expected to commence operations before 2030. The total project pipeline comprises 90 GW, with the majority not projected to be operational until after 2032. Notably, Vattenfall's Swedish Kriegers Flak offshore wind farm, with a capacity of 640 MW, has obtained a permit and awaits the final investment decision.

Controversy
The Association for Swedish Landscape Protection is in opposition to wind power. Their chairman says:

At the time of making the statement in 2011, wind power accounted for 4.3% of the electricity in Sweden as listed above. As of 2017 it accounted for 12.4%. Comparing the levelized cost of energy, as of November 2019 wind power was estimated at 28 to 54 USD per MWh, compared to 118 to 192 USD per MWh for nuclear power. Whereas according to the 2020 edition of Projected Costs of Generating Electricity,  the levelized cost of energy of nuclear energy in Sweden is 28 to 32  USD per MWh.

See also

 List of wind farms in Sweden
 List of offshore wind farms in Sweden
 List of offshore wind farms in the Baltic Sea
 Renewable energy in Sweden
 Biofuel in Sweden
 Energy in Sweden
 Renewable energy by country

References

External links

 
Sweden
Fire plough. A fire plough (or fire plow) is a firelighting tool. In its simplest form, it is two sticks rubbed together. Rubbing produces friction and heat, and eventually an ember. More advanced are "stick-and-groove" forms, which typically uses a V-shaped base piece of wood, and a "friction stick" as the activator.

The typical fire plough consists of a stick cut to a dull point, and a long piece of wood with a groove cut down its length. The point of the first piece is rubbed quickly through the groove of the second piece in a "plowing" motion, to produce hot dust that then becomes a coal. A split is often made down the length of the grooved piece, so that oxygen can flow freely to the coal/ember. Once hot enough, the coal is introduced to the tinder, more oxygen is added by blowing and the result is ignition.

References

Fire making
Priming (steam locomotive). Priming is a condition in the boiler of a steam locomotive in which water is carried over into the steam delivery. It may be caused by impurities in the water, which foams up as it boils, or simply too high a water level. It is harmful to the valves and pistons, as lubrication is washed away, and can be dangerous as any water collecting in the cylinders is not compressible and if trapped may fracture the cylinder head or piston.

Causes
The most frequent cause is running the locomotive with too high a level of water in the boiler and is most apparent when the regulator is opened sharply or steam demand is high. Thus, sensible locomotive management by the operators will help to prevent the occurrence.  The phenomenon is particularly evident in areas of impure water, where boiled water creates a foam, or a mist of droplets, filling the space that collects steam at the top of the boiler, to be drawn down the steam collector pipe in the form of slugs of water.  If boiler water is condensed and re-used, any oil or grease must be extracted as this form of contamination is particularly likely to give trouble.

Remedy
Early designers fitted curved sheets below the steam collector pipe, but these were not successful as the whole of the steam space could contain foam.  In districts where the  feed water is unsuitable, blowdown valves ("scum valves"), either continuously working while the regulator is open or operated in conjunction with the boiler feed,  are fitted. Valves at water level reduce surface scum; those towards the bottom of the boiler help remove precipitated solids. Other forms of prevention include the chemical treatment of water before it enters the boiler. In the event of priming (and also when steam is admitted through cold piping or into a cold cylinder) the operators need to open the cylinder cocks, which are designed to release trapped water. Once occurring, the problem can affect the level indicated in the boiler's gauge glass and for this reason is difficult to put right without reducing the water level to the extent that the firebox crown becomes dangerously exposed.

See also 
 Carryover with steam

References
 

Steam boilers
Steam power
Steam engines
Steam locomotive technologies
Tenali Engineering College. Tenali Engineering College is located near Tenali, Andhra Pradesh, India, offering Bachelor of Engineering (B.E.) courses affiliated to world-renowned and recognized   Jawaharlal Nehru Technological University, Kakinada and approved by All India Council for Technical Education  AICTE. It is located at Anumarlapudi village, approx 8 km from Tenali, 20 km from Guntur City and 20 km from Mangalagiri.

History
The college was established in 2007 by Jampala Gopala Rao Education Society (JGRES).

References

External links
Tenali Engineering College Website

Colleges in Guntur
Engineering colleges in Andhra Pradesh
Educational institutions established in 2007
2007 establishments in Andhra Pradesh
Molecular propeller. A Molecular propeller is a molecule that can propel fluids when rotated, due to its special shape that is designed in analogy to macroscopic propellers: it has several molecular-scale blades attached at a certain pitch angle around the circumference of a shaft, aligned along the rotational axis. 

The molecular propellers designed in the group of Prof. Petr Král  from the University of Illinois at Chicago have their blades formed by planar aromatic molecules and the shaft is a carbon nanotube. Molecular dynamics simulations show that these propellers can serve as efficient pumps in the bulk and at the surfaces of liquids. Their pumping efficiency depends on the chemistry of the interface between the blades and the liquid. For example, if the blades are hydrophobic, water molecules do not bind to them, and the propellers can pump them well. If the blades are hydrophilic, water molecules form hydrogen bonds with the atoms in the polar blades. This can largely block the flow of other water molecules around the blades and significantly slow down their pumping.

Driving

Molecular propellers can be rotated by molecular motors that can be driven by chemical, biological, optical and electrical means, or various ratchet-like mechanisms. Nature realizes most biological activities with a large number of highly sophisticated molecular motors, such as myosin, kinesin, and ATP synthase. For example, rotary molecular motors attached to protein-based tails called flagella can propel bacteria.

Applications
In a similar way, the assembly of a molecular propeller and a molecular motor can form a nanoscale machine that can pump fluids or perform locomotion. Future applications of these nanosystems range from novel analytical tools in physics and chemistry,  drug delivery and gene therapy in biology and medicine, advanced nanofluidic lab-on-a-chip techniques, to tiny robots performing various activities at the nanoscale or microscale.

See also
Molecular modelling
Molecular motor
Nanocar
Nanotechnology

References

External links
University of Illinois at Chicago press release
Technology & Science highlight in CBC news 
Highlight of molecular propeller in Nature
Highlight of molecular propeller in Nature Nanotechnology

Molecular machines
C/AL. C/AL (Client/server Application Language) was the programming language used within C/SIDE the Client/Server Integrated Development Environment in Microsoft Dynamics NAV (formerly known as Navision Attain) and Microsoft Dynamics 365 Business Central up until (and including) version 14.  It has been replaced by AL. C/AL is a Database specific programming language, and is primarily used for retrieving, inserting and modifying records in a Navision database. C/AL resembles the Pascal language on which it is based. The original C/AL compiler was written by Michael Nielsen.

Examples

Hello World 
This is the classic Hello World example. Since the C/SIDE (Client/Server Integrated Development Environment) does not have a console to output text, this example is made using a dialog box as the visual interface.
MESSAGE('hello, world!');

Filtering and retrieving record 

Variables in C/AL are not defined through code, but are defined via the variable declaration menu in the C/AL editor. In this example  Item is assumed to be a variable of type Record.
IF Item.GET('31260210') THEN
  MESSAGE(STRSUBSTNO('Item name is: %1',Item.Description));

Item.RESET;
Item.SETRANGE("No.",FromItem,ToItem);
Item.FINDLAST;

Looping and data manipulation 

Looping over a recordset and modifying the individual records is achieved with only a few lines of code.

Item.RESET;
Item.SETRANGE("Blocked",TRUE);
IF Item.FINDSET THEN
  REPEAT
    IF Item."Profit %" < 20 THEN BEGIN
      Item."Profit %" := 20;
      Item.MODIFY(TRUE);
    END;
  UNTIL Item.NEXT = 0;
Item.MODIFYALL("Blocked",FALSE);

See also
Microsoft Dynamics NAV

References

External links
Microsoft Dynamics NAV Official Site

Pascal programming language family
Query languages
Microsoft Dynamics
Microsoft programming languages
Anatoly Blagonravov. Anatoly Arkadevich Blagonravov (;  – 4 February 1975) was a Soviet engineer in the Soviet space program and later a diplomat. He represented the Soviet Union on the United Nations Committee on the Peaceful Uses of Outer Space (COPUOS).  He worked closely with Hugh Dryden, his American counterpart, to promote 
international cooperation on space projects at the height of the Cold War.  Anatoli adopted a dog named Tsygan, one of the first dogs to make a successful sub-orbital flight in 1951. Blagonravov died at the age of 80 in Moscow.

Start of US/Soviet spaceflight cooperation

Blagonravov was instrumental in opening the door to international cooperation in human spaceflight.

After John Glenn's orbital flight, an exchange of letters between President John F. Kennedy and Soviet Premiere Nikita Khrushchev led to a series of discussions led by Blagonravov and NASA Deputy Director Hugh Dryden. Their talks in 1962 led to the Dryden-Blagonravov agreement, which was formalized in October of that year, the same time the two countries were in the midst of the Cuban Missile Crisis. The agreement was formally announced at the United Nations on December 5, 1962. It called for cooperation on the exchange of data from weather satellites, a study of the Earth's magnetic field, and joint tracking of the U.S. Echo II balloon satellite. Unfortunately, as the competition between the two nation's manned space programs heated up, efforts to further cooperation at that point came to an end.

In April 1970, he held informal talks in New York City with NASA Administrator Thomas O. Paine, about the possibility of performing a rendezvous and docking of a US and Soviet spacecraft. This led to an agreement signed on May 24, 1972, by US President Richard M. Nixon and Soviet Premier Alexei Kosygin, calling for such a joint manned space mission, and declaring intent for all future international manned spacecraft to be capable of docking with each other. On July 17, 1975, the crews of a US Apollo spacecraft and a Soviet Soyuz spacecraft performed such a docking, visiting each other's spacecraft, shaking hands, exchanging gifts, and performing joint experiments in space.

Blagonravov was inducted as a member of the inaugural class to the International Space Hall of Fame.

References

Further reading

External links
 Blagonravov, Anatoli Encyclopedia of Science entry, retrieved Sept 15 2007



1894 births
1975 deaths
Soviet physicists
Full Members of the USSR Academy of Sciences
Heroes of Socialist Labour
Soviet space program personnel
Soviet diplomats
Miles Hawcon. The Miles M.6 Hawcon was a 1930s British experimental monoplane designed by Miles Aircraft Limited. The Hawcon name comes from a combination of Hawk and Falcon.

Design and development
The M.6 Hawcon was a one-off experimental monoplane designed for thick-wing research by the Royal Aircraft Establishment. The Hawcon combined parts from both the Hawk and Falcon and was powered by a 200 hp (149 kW) de Havilland Gipsy Six piston engine.

Operational history
The aircraft, serial number K5925, was used for thick-wing research by the Royal Aircraft Establishment. It had four interchangeable wings of different thickness.  The aim was to investigate the performance penalties of thicker wings, which had structural advantages (lower weight for the same strength) and provided space for fuel etc.

The four wings, labelled A to D had root thickness to chord ratios of 0.15, 0.20, 0.25 and 0.30.  The trials showed that the thickness had little effect on maximum speed: wing B was faster than A by 5 m.p.h. (less than 3%) and the other wings fell between.  The maximum speed given below is for the D wing, as are the dimensions and weights.

For comparison, modern low Mach number aircraft have root thickness to chord ratios of 0.14 - 0.20.

Operators

Royal Aircraft Establishment

Specifications (M.6)

See also

References

Notes

Bibliography

 Amos, Peter. and Brown, Don Lambert. Miles Aircraft Since 1925, Volume 1. London: Putnam Aeronautical, 2000. .  
 Brown, Don Lambert. Miles Aircraft Since 1925. London: Putnam & Company Ltd., 1970. . 
 The Illustrated Encyclopedia of Aircraft (Part Work 1982-1985). Orbis Publishing.
 Jackson, A.J. British Civil Aircraft since 1919. London: Putnam, 1974. .
 Jackson, A.J. British Civil Aircraft since 1919, Volume 3. London: Putnam, 1988. .
Lukins, A.H. and Russell, D.A. The book of Miles aircraft.  Leicester UK: Harborough 1945
Fielding, John P. Introduction to Aircraft Design, Cambridge UK:Cambridge University Press 1999.  .

1930s British experimental aircraft
Hawcon
Single-engined tractor aircraft
Aircraft first flown in 1935
Low-wing aircraft
Aircraft with fixed conventional landing gear
Miles Nighthawk. The Miles M.7 Nighthawk was a 1930s British training and communications monoplane designed by Miles Aircraft Limited.

Design and development
The M.7 Nighthawk was developed from the Miles Falcon Six intended as a training and communications aircraft. The prototype, registered G-ADXA, was first flown in 1935, it was a low-wing monoplane powered by a 200 hp (149 kW) de Havilland Gipsy Six piston engine. The prototype crashed during spinning trials at Woodley Aerodrome in January 1937. Four production aircraft followed.

The design was modified to meet an Air Ministry specification and produced as the M.16 Mentor. In 1944 a Nighthawk fuselage was fitted with the wings from a Mohawk and fitted with a  de Havilland Gipsy Six Series II engine with a variable pitch airscrew. It was designated the M.7A Nighthawk. The last Nighthawk to remain airworthy was G-AGWT in the early 1960s. This aircraft was raced in many postwar UK air competitions, but is no longer extant.

Operational history
Two aircraft were delivered to the Royal Romanian Air Force in 1936 and one was delivered to the Royal Air Force in May 1937 with serial number L6846. It was used as a VIP transport by No. 24 Squadron RAF.

Variants
M.7
Production version with a 200 hp (149 kW) de Havilland Gipsy Six piston engine, two built.
M.7A
Four-seat variant built for the Romanian Government, two built.
M.7A (Hybrid)
Hybrid version with Nighthawk fuselage and wings from a Mohawk and powered by a  de Havilland Gipsy Six Series II engine, one built.

Operators

Royal Romanian Air Force

Royal Air Force
No. 24 Squadron RAF

Specifications (M.7)

See also

References

Notes

Bibliography

 Brown, Don Lambert. Miles Aircraft Since 1925. London: Putnam & Company Ltd., 1970. .
 Halley, James J. The Squadrons of the Royal Air Force. Tonbridge, Kent, UK: Air-Britain (Historians), 1980. .
 The Illustrated Encyclopedia of Aircraft (Part Work 1982-1985). Orbis Publishing.
 Jackson, A.J. British Civil Aircraft since 1919. London: Putnam, 1974. .
 Jackson, A.J. British Civil Aircraft since 1919, Volume 3. London: Putnam, 1988. .
 "Learning in Luxury: The Miles Nighthawk: A Cabin Monoplane Built Primarily for Instrument- and Night-flying Training". Flight, 20 February 1936, Supplement, pp. c–d.

Nighthawk
1930s British military trainer aircraft
1930s British civil utility aircraft
Single-engined tractor aircraft
Low-wing aircraft
Aircraft first flown in 1935
Aircraft with fixed conventional landing gear
Jubilee Bridge (India). The Jubilee Bridge () is a former rail bridge over the Hooghly River between Naihati and Bandel in West Bengal, India. It provided an important connection between Garifa railway station and Hooghly Ghat railway station.

The Jubilee Bridge was opened on 16 February 1885 in the Golden Jubilee of Queen Victoria. Construction began in 1882 and was completed in 1887. The Chief Engineer in charge of construction works was Lt Col Arthur John Barry, nephew of Sir John Wolfe-Barry, project engineer of the London Tower Bridge. The Bridge was designed by Sir Bradford Leslie, Chief Engineer in India and Alexander Meadows Rendel. Its steel was manufactured by Hawks Crawshay of Gateshead in England and James Goodwin of Motherwell in Scotland. Bradford Leslie also designed the floating pontoon bridge across the Hooghly in Calcutta, which was replaced by the Howrah Bridge in 1942 and the Gorai River Railway Bridge near Kushtia in Bangladesh. He was the son of the American painter Charles Robert Leslie, ultimately Professor of Painting at the Royal Academy in London.

The Jubilee Bridge is noteworthy in that it is a cantilever truss bridge, constructed entirely by riveting, without any nuts or bolts used in the construction.

Replacement and retirement 
The Jubilee Bridge was decommissioned from service on 17 April 2016, the last train to pass through it being 13141/Teesta Torsha Express. At the same time rail traffic was diverted through Sampreeti Bridge, the new bridge between Bandel and Naihati sections of the Eastern Railway, that has been constructed beside the Jubilee Bridge.

Jubilee Bridge served the people for 129 years, and several generations used the service to cross the River Hooghly. The bridge has the distinction of being the first permanent crossing over the Hooghly, which had been considered unbridgeable owing to difficult foundation conditions at that time.

The new bridge, Sampreeti Bridge, was inaugurated in 2016 after work started in around 2004. It is the first continuous truss bridge in India.

References

External links 
 India Railways Fan Club gallery

Railway bridges in India
Bridges in West Bengal
Buildings and structures in Hooghly district
North 24 Parganas district
Bridges completed in 1887
1887 establishments in British India
2016 disestablishments in India
Railway bridges in West Bengal
Golden Jubilee of Queen Victoria
People Powered Vehicle. The People Powered Vehicle, or PPV, was a two-person pedal-powered car introduced in the United States during the oil crisis of the early 1970s.  Manufactured by EVI of Sterling Heights, Michigan, it sold for less than $400.  Although it offered luggage space and was marketed as a fun and practical vehicle, it offered limited weather protection and was not fast enough to substitute for a car.

The PPV may be considered a forerunner of the modern velomobile.  This tricycle was manufactured with a three-speed, floor shift, open type transmission with a single-wheel drive.  Either the driver or the passenger could pedal independently or as a team.  Reverse was accomplished by reaching outside and turning one of the rear wheels by hand.  At one time, a rear-hinged, surrey top was available.  Most were manufactured with a dark blue bottom and a white hood.  Red or yellow bottoms with white tops were also offered.  Sometimes bicycle accessories were added, e.g. squeeze bulb horn and a rear view mirror.

The PPV was designed for two adult riders, and with frame and body the total weight could approach three times that of a conventional single-rider bicycle.  However, the PPV was fitted with just one brake, of a type intended to be just one of two brakes on a conventional single-rider bicycle (an Atom drum brake built in to the front wheel).  Thus, even at relaxed speeds on level ground, the PPV brakes were dangerously inadequate.

An upgraded version of this vehicle is currently (2011) being offered by the International Surrey Company Ltd. under the trade name Impello.

References

External links
 PPV History

Human-powered vehicles
Velomobiles