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The McAlpine Locks and Dam refers to the series of locks and the hydroelectric dam in Louisville, Kentucky at the Falls of the Ohio. They are located at mile point 606.8 and control a 72.9 mile (117 km) long navigation pool. This was the first major engineering project on the Ohio River, and the first official name of the system of canal locks was the Louisville and Portland Canal, which was completed in 1830 to allow shipping traffic to navigate through the Falls of the Ohio. From 1925 to 1927, a dam for generating hydroelectric power was added, and the system of canals was expanded, first by a private company and then by the U.S. Army Corps of Engineers. The hydroelectric plant at the time was the seventh largest hydroelectric plant in the United States.

The system was renamed the McAlpine Locks and Dam in 1960 in honor of William McAlpine, who was the only civilian to have ever served as district engineer for the Corps of Louisville. At present, the normal pool elevation is 420 feet (130 m) above sea level and the drainage area above the dam is 91,170 square miles (236,000 km²). The average daily flow at McAlpine is 118,000 cubic feet per second (3,340 m³/s). The lock chambers are located at the dam on the Kentucky side of the Ohio River and are capable of a normal lift of 37 feet (11 m) between the McAlpine pool upstream and the Cannelton pool downstream. The hydroelectric plant consists of eight turbine units with a net power generation capacity of 80,000 kilowatts. The hydroelectric plant is currently undergoing an 8-year long rehabilitation project. This will extend the life of the 1920s era turbine-generator units and increase power output to 100 megawatts.

In October 2003, McAlpine was designated a Historic Civil Engineering Landmark by the American Society of Civil Engineers.

The McAlpine locks are currently undergoing a 10-year, $278 million expansion project scheduled to be completed in 2008.

The hydroelectric plant is owned and operated by LG&E, a subsidiary of E.ON U.S., while the locks are operated by the Army Corps of Engineers.

Shiplake Lock is a lock and weir situated on the River Thames in the village of Shiplake in the county of Oxfordshire, England. It is owned and managed by the Environment Agency. It is just above the point where the River Loddon joins the Thames.

Reach above the lock

The river skirts Shiplake on the Oxfordshire bank and eventually passes into Sonning. On the way are four islands Phillimore Island, The Lynch, Hallmead Ait and Buck Ait. The Thames Path stays on the Oxfordshire bank to Sonning, where it crosses the bridge to the other side below Sonning Lock.

Snakeholme Lock is a brick chamber canal lock on the Driffield Navigation, in the East Riding of Yorkshire, England. It is notable in being a staircase lock, but only the upper lock is still used.

Location

It is 0.5 mile (0.8 km) south east from the village of Wansford, and is approximately 17 miles (27 km) north of Kingston upon Hull city centre.

History

Built during the construction of the Driffield Navigation after the Act of Parliament in 1767. It was the first lock reached on the new section of canal, and became the tidal limit on the navigation. A swing bridge reached over the bottom of the lock to allow the Yorkshire Keels to get through without lowering the mast.

Once regular trade started to use the new navigation, problems with low water were noticed. The tide on the River Hull does not easily push up the river due to sharp bends, and narrow sections, and so there was regularly not enough depth over the bottom gate cill.

To remedy this situation, a new chamber was built below the lock creating a Staircase lock. Since the lock was only needed to get the boats over the lower cill, the bottom lock only had a minimum rise, and would not even be needed on good spring tides, or during high river flows. A sluice was built into the side of the chamber to allow emptying, filling being performed from the lock above.

During the navigation improvements of 1803-1811, a new lock at Struncheon Hill was built, keeping a permanent high water level at the lock, and it would be unlikely the lower chamber was used after this.

Trade declined on the navigation, but some of the last cargoes were to the mills at Wansford, and so kept the lock going for a few more years than the rest of the canal. In 1967 a trip to the lock showed it unnavigable, but in reasonable condition.

At some point the swing bridge was replaced with a fixed structure.

Occasional working parties by the Driffield Navigation Ammeninties Association kept the worst of the vegetation at bay through the 1980s, but it was only in 2002 that a grant allowed work to restore the structure back to working conditions. When the lock was drained, the original swing bridge turntable casting was found in the mud and saved for historical interest.

On the 18 April 2003, the lock was reopened to traffic by the Mayor of Driffield. Several boats made the trip to “The Trout” pub in Wansford, but large amounts of silt and a trout farm located just above the lock have limited the numbers of boats using this stretch.

53°59′3.08″N 0°22′21.49″W

The River Thames falls 234 feet from Lechlade to Sea Level. Over the centuries the flow of water and the danger of flooding has been controlled by a series of Weirs on the River Thames. Weirs, however, presented an obstacle to navigation and to solve this problem Locks on the Thames were built alongside the weirs enabling boats to be moved easily up to the next higher level.

Locks were often built adjacent to islands and so are often situated in remote locations. Those close to main roads and towns tended to become magnets for spectators, while others are very difficut to find. When the motive power was provided by horses, a towpath was needed on the bank side. This towpath has formed the basis for the Thames Path.

There are 45 locks on the Thames. In upstream to downstream order, from source to sea, they are:

• St John’s Lock — the highest lock on the river
• Buscot Lock
• Grafton Lock
• Radcot Lock
• Rushey Lock
• Shifford Lock
• Northmoor Lock
• Pinkhill Lock
• Eynsham Lock
• King’s Lock
• Godstow Lock
• Osney Lock
• Iffley Lock
• Sandford Lock
• Abingdon Lock
• Culham Lock
• Clifton Lock
• Day’s Lock
• Benson Lock
• Cleeve Lock
• Goring Lock
• Whitchurch Lock
• Mapledurham Lock
• Caversham Lock
• Sonning Lock
• Shiplake Lock
• Marsh Lock
• Hambleden Lock
• Hurley Lock
• Temple Lock
• Marlow Lock
• Cookham Lock
• Boulter’s Lock
• Bray Lock
• Boveney Lock
• Romney Lock
• Old Windsor Lock
• Bell Weir Lock
• Penton Hook Lock
• Chertsey Lock
• Shepperton Lock
• Sunbury Lock
• Molesey Lock
• Teddington Lock — the last lock before the river becomes tidal
• Richmond Lock — on the tidal Thames. Owned and operated by the Port of London Authority

Additionally, Blake’s Lock is located on a reach of the River Kennet that is administered as part of the River Thames, and is often counted as a Thames Lock.

All the locks on the Thames (including Blake’s Lock) are manned and, except for Richmond Lock, are owned and operated by the Environment Agency. The Environment Agency still has the two responsibilities of managing the flow of water to control flooding, and providing for navigation.

Shiplake Lock is a lock and weir situated on the River Thames in the village of Shiplake in the county of Oxfordshire, England. It is owned and managed by the Environment Agency. It is just above the point where the River Loddon joins the Thames.

Reach above the lock

The river skirts Shiplake on the Oxfordshire bank and eventually passes into Sonning. On the way are four islands Phillimore Island, The Lynch, Hallmead Ait and Buck Ait. The Thames Path stays on the Oxfordshire bank to Sonning, where it crosses the bridge to the other side below Sonning Lock.

The Southern Railway (SR) gave the designation CW to the fleet of AC electric multiple units used on the lines to Coulsdon and Wallington. They were planned by the London, Brighton and South Coast Railway but were delayed by the Grouping and were introduced by the Southern Railway.

Construction

The CW (Coulsdon and Wallington stock) units were built in 1923-1924, as the last electric train stock for use on the LBSCR AC overhead electrified lines in South London. This stock comprised some hundred carriages, which were used in five car formations (Driving Trailer Third + Driving Trailer Composite + Motor Luggage Van + Trailer Composite + Driving Trailer Third).

The stock, built by the Metropolitan Carriage Wagon & Finance Company at Birmingham, was as follows:

• 21 Motor Luggage Vans
• 60 Driving Trailers
• 20 Trailers

The Motor Luggage Vans (nicknamed “Milk Vans”) each had four 250 horsepower GEC traction motors.

After the replacement of the AC overhead equipment by the 660 V DC third rail system adopted as standard by the SR, the carriages that formed these units were rebuilt accordingly, the Motor Luggage Vans becoming goods train guard’s vans.

Sargent and Greenleaf, more commonly known among locksmithing circles as S&G, is a U.S. company that manufactures combination locks, key-operated safe and safe deposit box locks and associated equipment.

The company was established in 1865 when James Sargent and Halbert Greenleaf became partners. A manufacturing facility was built in Rochester, New York, and the company remained in that city until 1975. Since then, the company has been in Nicholasville, Kentucky.

In 1857 Sargent had designed the Sargent’s Magnetic Bank Lock, said to be the first successful key changeable combination lock.

In 1873 Sargent created the first time lock, using parts from eight-day clocks.

In 1880 Sargent connected one of his combination locks to a delay timer, creating the first time-delay combination lock.

Locks are sold around the world through associated distributors.

Neptune’s Staircase is a staircase lock comprising eight locks on the Caledonian Canal. It is the longest staircase lock in the United Kingdom, and lifts boats 64 feet (19.5 metres). The locks were originally hand-powered, but have been converted to hydraulic operation.
The base plinths of the original capstans are still present, although the capstans themselves are now gone.

The current lock gates weigh 22 tons each, and require a team of three lock-keepers (at minimum) to run the staircase.

It is usual for them to operate on an “Efficiency Basis”, that is the keepers try to either fill each cut with boats on the lift or drop, or to allow for passing, ie a dropping craft to pass a rising craft on the same fill/empty cycle.

It is one of the biggest staircases in Britain, and is kept by British Waterways.

It is located at Banavie, near Fort William just north of Loch Linnhe.

The structure was designed by Thomas Telford.

An electronic lock (also known as a digital lock) is a locking device which uses some form of electronics to authenticate those accessing it, sometimes using two-factor authentication. Electronic locks are typically considered more secure than conventional mechanical locks and can include additional features like logging access attempts, group level access, time-based access and the incorporation of burglar or fire alarms.

Operation

Most electronic locks use a magnetic lock/solenoid bolt to perform the physical component of locking. Older mechanisms can also be found which use electric motors to move a deadbolt. Once the authentication process is successful, the lock is released into opening.

As providing electrical current to a lock within a door can be difficult, a common solution is an electronic strike plate. Using a normal mechanical lock, an electronic striker can also be triggered remotely to free the latch from the door frame.

Authentication methods

Electronic locks offer a variety of means of authentication; those described below are not considered exhaustive.

Numerical codes, passwords and passphrases

Perhaps the most prevalent form of electronic lock is that using a numerical code for authentication; the correct code must be entered in order for the lock to deactivate. Such locks typically provide a keypad, and some feature an audible response to each press. Combination lengths are usually between 4 and 6 digits long.

A variation on this design involves the user entering the correct password or passphrase.

Security tokens

Another means of authenticating users is to require them to scan or “swipe” a security token such as a smart card or similar, or to interact a token with the lock. For example, some locks can access stored credentials on a personal digital assistant using infrared data transfer methods.

Biometrics

As biometrics become more and more prominent as a recognized means of positive identification, their use in security systems increases. Some new electronic locks take advantage of technologies such as fingerprint scanning, retinal scanning and iris scanning, and voiceprint identification to authenticate users.

In computer science, a readers-writer lock (also known by the name multi-reader lock, or by typographical variants such as readers/writers lock) is a synchronization primitive that solves one of the readers-writers problems. A readers-writer lock is like a mutex, in that it controls access to some shared memory area, but it allows multiple threads to read from the shared area concurrently. Any thread that needs to write to the shared memory, of course, needs to acquire an exclusive lock.

Readers-writer locks are usually constructed on top of mutexes and condition variables, or on top of semaphores. They are rarely implemented from scratch.

Miraflores is the name of one of the three locks that form part of the Panama Canal and the name of the small lake that separates these locks from the Pedro Miguel locks upstream. In the Miraflores locks, vessels are lifted (or lowered) in three stages totalling 8 m, allowing them to transit to or from the Pacific Ocean port of Balboa (near Panama City). Ships cross below the Puente de las Américas (Bridge of the Americas) which connects North and South America.

As of 2005, the following schedule was in effect for ship transit through the locks. From 06:00 to 15:15, ships travel from the Pacific towards the Atlantic. From 15:45 to 23:00 ships travel from the Atlantic towards the Pacific. At any other time, travel is permitted in both directions,

A modern visitor center allows tourists to have a full view of the Miraflores locks operation. Binoculars are recommended to also see the Pedro Miguel locks, visible in the distance. As of 2005, admittance to the visitors center costs US$5 (observation terrace) or $8 (supporting exhibits and show added). Viewing a transit operation at the center can take more than 30 minutes. A souvernirs shop in the base level sells related merchandise. The center closes at 17:00.

The Sault Locks (usually called the Soo Locks) allow ships to travel between Lake Superior and the lower Great Lakes. The locks are the busiest in the world, passing an average of 12,000 ships (”boats” in Great Lakes parlance) per year. This is achieved in spite of the locks being closed during the winter months, January through March, when ice shuts down shipping on the Great Lakes. The winter months are used to inspect and maintain the locks.

The locks bypass the rapids of the St. Marys River where the water falls 7 meters (21 feet) from Lake Superior. Sault Ste. Marie (pronounced Soo Saint Ma-ree) gives its name to both the Canadian and American cities at the site, in Ontario and Michigan, respectively. The Sault Ste. Marie International Bridge between the United States and Canada permits vehicular traffic to pass over the locks.

American locks

The American locks form part of a 1.6 mile (2.6 km) canal formally named the St. Marys Falls Ship Canal. They are owned and maintained by the United States Army Corps of Engineers. The first American locks were completed in May 1855.

• Davis Lock was built in 1914. It is 411 meters (1350 feet) long, 24 meters (80 feet) wide and 7 meters (23.1 feet) deep. The Davis lock is used rather infrequently to lock light freighters, tour boats, and small craft when traffic warrants. SS James A Farrell was the first vessel to lock through.

• Sabin Lock was built in 1919. It is 1350 feet long, 80 feet wide, and 23.1 feet deep. This lock is decommissioned and no longer used.

• MacArthur Lock was built in 1943. It is 244 meters (800 feet) long, 24 meters (80 feet) wide and 9 meters (31 feet) deep. This is large enough to handle ocean going vessels that must first pass through the smaller locks in the Welland Canal. First vessel through was the SS Carl D. Bradley.

• Poe Lock was re-built in 1968, after the Saint Lawrence Seaway had opened. It is 366 meters (1200 feet) long, 34 meters (110 feet) wide and 10 meters (32 feet) deep. It can take ships carrying 72,000 tons of cargo. The Poe is the only lock that can handle the large lakers used on the upper lakes.

There is a project, as yet unfunded, to built a new large lock to replace the Davis and Sabin locks.

Engineers Day

On the last Friday of every June, the public is allowed behind the security fence and cross the lock gates of the American Locks for the annual Engineers Day Open House.[1] Visitors are able to get close enough to the ships passing through the two operating locks to touch them.

Canadian locks

Canadian lock, the only lock on the Ontario side, was built in 1895. It broke down in 1987 and a new lock was built within the old lock. The lock was reopened in 1998 and is used for recreation and tour boats. It is 76 meters long, 16 meters wide and 3 meters deep.

The Sault locks are a well developed tourist site that offers viewing stands to watch the locks at work and tour boat trips through the locks. It is now designated a National Historic Site of Canada (see: Sault Ste. Marie Canal).

Monospace may refer to:

In typography

• Monospace font, fixed-width typefaces whose glyphs have the same width
• Monospace (font), a computer font which carries said characteristic

Other

• Monospace or one-box car, a style of automobile body, that doesn’t feature clearly distinguishable ‘boxes’ for the engine, passenger and luggage compartments, like a three-box design.

A tubular pin tumbler lock, also known as Ace lock or “axial pin tumbler lock” or “radial lock”, is a variety of pin tumbler lock in which 6-8 pins are arranged in a circular pattern, and the corresponding key is tubular or cylindrical in shape.

J.A. Blake is credited with patenting the first tubular lock in 1833. Walter R. Schlage continued the development of the tubular lock. He was awarded 11 patents, and his improvements made the tubular lock what it is today.

Tubular locks are commonly seen on bicycle locks, computer locks, and a variety of coin-operated devices such as vending machines and coin-operated washing machines.

Security

Tubular pin tumbler locks are generally considered to be safer and more resistant to picking than standard locks, though there are several ways to open them without a key. Even though the pins are exposed, making them superficially easier to pick, they are designed such that after all pins are manipulated to their shear line, once the plug is rotated 1/6 to 1/8 around, the pins will fall into the next pin’s hole, requiring re-picking to continue. As such, picking the lock without using a device to hold its pins in place once they reach their shear line requires over a dozen complete picks to unlock and relock.

Such locks can be picked by a special tubular lock pick with a minimum of effort in very little time; it is also possible to defeat them by drilling with a special “hole saw” drill bit. Standard tubular lock drill bit sizes are .375″ (9.53 mm) diameter and .394″ (10 mm) diameter.[1] To prevent drilling, many tubular locks have a middle pin made of hardened steel, or contain a ball bearing in the middle pin.

In 2004, videos circulating on the Internet demonstrated that some tubular pin tumbler locks could be easily opened with the shaft of an inexpensive ballpoint pen (e.g. BIC brand) of matching diameter. Trade website BikeBiz.com revealed that the weaknesses of the tubular pin tumbler mechanism had first been described in 1992 by UK journalist John Stuart Clark (see Kryptonite lock).

The Vermaport® Cart Conveying System is the trademarked name of conveyor systems built by Darrott (Germany) that are designed to transport shopping carts between floors of a retail establishment or to transport or store luggage carts at airports or other transportation hubs. Vermaport Cart Conveying Systems are alternatives to inclined moving walkways, a Vermaport will take up much less space than the walkway.

Vermaport SC

The Vermaport SC (Shopping Cart) is typically used in discount retailers such as Target and Kmart, as well as furniture store IKEA, and the retail chain Bed Bath and Beyond. Essentially an escalator, the device uses specially designed shopping carts and transports them between levels in shopping complexes.

Along the path of the Vermaport there are three valleys. The special carts have their front wheels set closer together and out of parallel to the back, outset, wheels. On the way up the inset wheels glide along the center valley, which is lower than the two outer valleys that the outset wheels ride along. This allows the shopping cart to stay level while moving along an inclined path. On the way down, the center valley is higher and the side valleys are lower to allow the cart to transport level while facing down the Vermaport. Due to these valleys, shopping carts on the Vermaport SC do not have the typical plastic or metal grate shelf below the basket of the shopping cart that is used to carry large or bulk items.

An installed Vermaport system is typically located next to an escalator, moving at the same speed, so as to allow a shopping cart to be transported alongside a shopper as he or she moves between floors. The conveyance is accomplished by a belt of hard rubber teeth that grab near the wheels of the cart as a shopper guides it into the entrance of the Vermaport.

The world’s largest Vermaport is located in Kmart in Middle Village, Queens, New York City, New York. It has a length of 120 ft (37 m) and a vertical rise of 50 ft (15 m).

Vermaport LC

The Vermaport LC (Luggage Cart) is based on the same engineering principles and the SC model. It allows travellers and their luggage to travel between floors in transportation terminals such as an airport. The LC system allows for items wider than what would fit into a shopping cart on the Vermaport SC.

Vermaport RS

The Vermaport RS (Return System) is used to store luggage carts which are typically rental fee based. Personnel at an arrival or departure area will gather abandoned luggage carts and return them to the Vermaport RS. The carts will be automatically feed into the Vermaport and will wait for a traveler to retrieve one by inserting the required fee.