omniomni/omni-engineering huggingface dataset:
Hamburger Flugzeugbau HFB 314. The Hamburger Flugzeugbau HFB 314 was a postwar design project for a twin-turbojet medium-range transport. It was cancelled when the German government decided to fund only international collaborations.

History

In 1958 HFB proposed to the German Government two new transports, the HFB 209 turboprop and the HFB 314 short-range jet transport. The 314 would be a direct competitor to the French Sud Aviation Caravelle, then already under development. Although the German government was initially willing to negotiate over financing the projects, in the end they decided that the German aircraft industry should not develop its own designs but should instead collaborate with other countries. Finance was never made available and HFB could not progress without it. With the competing Boeing 727 and de Havilland DH.121 Trident both also advancing steadily, HFB abandoned the project in 1960.

Design

The HFB 314 was a conventional swept-wing monoplane intended as a 70-78 seat short-to-medium range jet airliner.

The upper fuselage accommodated the crew cockpit and passenger cabin, while the lower half correspondingly housed the nosewheel and cargo bays. The tail was of T type, with the tailplanes attached on either side of an anti-shock fairing on top of the fin. The fairing delayed the onset of shockwaves and accompanying drag increase at high cruising speeds.

The relatively sharply swept wing was mounted low on the fuselage, with the carry-through structure passing between the cargo holds. The inner wing sections were more sharply swept and tapered, and housed the main undercarriage mechanism which retracted inwards so that the wheels lay in the fuselage.

Two Rolls-Royce RB 141/11 turbojets were fitted in blisters protruding from either side of the rear fuselage, with alternatives offered including the General Electric CJ-805-23 or Pratt & Whitney JT3D-3.

Specification

See also

References

Hamburger Flugzeugbau HFB 314
L&T Technology Services. L&T Technology Services (LTTS) is an Indian multinational technology company that provides engineering research and development (ER&D) services, headquartered in Vadodara. The company's business interests include automotive engineering, embedded system and semiconductor engineering, industrial internet of things, manufacturing plant engineering, and medical engineering.

LTTS is a subsidiary of the conglomerate Larsen & Toubro (L&T), and listed on both NSE and BSE. The company has offices across India, United States, Europe, and Asia.

History 
L&T Technology Services (LTTS) was founded in 2006 as L&T Integrated Engineering Services. In its first year, the company generated $70 million in revenue. Initially, it only operated as the engineering arm of Larsen & Toubro and in 2013, as a result of L&T's strategy, the parent company was split into "nine verticals and six subsidiaries", of which this was one. It began to expand its engineering services as a developer of corporate software under a new brand name L&T Technology Services (LTTS).

In September 2016, LTTS had its initial public offering in the National Stock Exchange, making it the second L&T subsidiary to go public. A. M. Naik, the current group chairman of the parent company, remained chairman of the subsidiary until his retirement in October 2017. Keshab Panda was named as the CEO and managing director  and S.N.Subrahmanyan as vice chairman of the company.

In 2016, LTTS developed a set of personal safety gear that is based on cloud-enabled technologies. The system includes a set of "helmets, gloves, jackets and shoes that have sensors capturing [the wearers] performance, and sending it to a centralized database on the cloud."

In March 2017, it opened a center of excellence in Munich, Germany. In June 2017, LTTS completed the acquisition of the Esencia, a San Jose, California-based engineering firm involved in development of "wireless connectivity solutions, perceptual computing, Internet of Things and advanced silicon products" for $27 million. In July, the company was upgraded to Group A of the Bombay Stock Exchange.

In May 2022, the company opened an engineering, research and development (ER&D) centre in Krakow, Poland. In June 2022, LTTS set up an engineering design centre in Toulouse, France.

In January 2023, LTTS announced that it would acquire parent L&T's "Smart World & Communication" business segment, which has interests in communication networks, cybersecurity and smart spaces, for 800 crore.

In April 2024, L&T Technology Services partnered with Forvia Forge at €45 million deal.

In November 2024, L&T Technology Services announced the acquisition of Intelliswift for $110 million.

See also 

 LTIMindtree
 KPIT Technologies

References

External links 
 

Engineering companies of India
Larsen & Toubro
Indian companies established in 2013
2013 establishments in Maharashtra
Companies listed on the National Stock Exchange of India
Companies listed on the Bombay Stock Exchange
Midland Railway 1134A Class. The Midland Railway 1134A Class was a class of 0-4-0ST steam locomotives. They were a development of the preceding 1116A Class, but were generally larger in most dimensions. The subsequent 1528 Class was effectively a side tank version of this class.

Five were built in 1897 and five in 1903, all at Derby Works. Their original numbers were 1134A–1143A, i.e. all of them on the duplicate list. Their 1907 numbers were 1518–1527. Seven passed to the London, Midland and Scottish Railway (LMS) in 1923, and two were inherited by British Railways in 1948, numbers 1518 and 1523. These became BR 41518 and 41523. 41523 was withdrawn in 1955 and 41518 was the last withdrawn in 1958, having been a shunter at Staveley Ironworks. None were preserved.

References

 An Illustrated Review of Midland Locomotives Volume 3 - Tank Engines by R. J. Essery & D. Jenkinson 

1134A Class
0-4-0ST locomotives
Railway locomotives introduced in 1897
Shunting locomotives
E-signal. The E-signal (Swedish: Ägovägssignal, lit. "owner's road signal") is a type of level crossing signals used in Sweden on very low-traffic roads crossing a railroad track, when the same landowner owns the property on both sides of the railway track and only a few residential buildings and no facility of public interest can be reached from the road. An e-signal operates in the opposite fashion of a conventional grade crossing signal: it is lit when no train is approaching the crossing, and when a train approaches, it extinguishes approximately 30-60 seconds before the train's arrival. This is intended to provide a 'fail safe' function, in the event the power has failed or the signal bulb has blown; e-signal mountings are always supplemented with an information plate indicating the function of the signal. It is supplied from the track circuit which supply a voltage to one rail in order to detect trains. When there is a train there can be no voltage difference between the rails. This means that no external uninterruptible power supply is needed and the installation cost is greatly reduced, allowing many more to be installed within limited budgets.

Due to its method of function, the e-signal is considered to be potentially confusing to drivers and is being phased out of service; however, in Sweden there are still approximately 170 E-signals in operation (value from 2010). Also gateless crossings are not allowed to be installed. Full gate installations are now needed when new crossings are built or existing crossings get signalling.

United States 
The Monon Railroad used a similar signal on its lines throughout the state of Indiana. The device used a green light, usually made from a standard traffic signal, which always remained lit except when a train was present. The green light would then go dark, telling motorists to stop. A sign below or to the side of the signal read, "STOP When Signal Is Out" or "DANGER when light is out cross at your own risk". This design was fail-safe, in that when the signal bulb was burned out, an approaching vehicle driver would assume a train was coming — until they eventually realized there was no train and just a burned-out signal.

References

Railway safety
Railway signalling in Sweden
Level crossings
JGR Class 8900. The JGR Class 8900 was a type of 4-6-2 steam locomotive type formerly used in Japan by the Japanese Government Railways (JGR). The locomotives were built by the American Locomotive Company in the USA. They were the first 4-6-2 Pacific types used in Japan. They were numbered 8900-8935. They remained in service until 1957 when they were scrapped. None were preserved.

History

Thirty-six locomotives were manufactured in two batches (the tenders were manufactured domestically). The first order of 24 locomotives (serial numbers 49805 - 49828) were manufactured by Brooks Works, and the second order of 12 locos (serial numbers 50535 - 50546) were manufactured by Richmond Works. The type was originally planned to be 8600 series, and the first order of 24 locomotives arrived with numbers 8600 - 8623, but due to a change in the wheel arrangement, the numbers were changed to the 8900 series (8900 - 8923). The second order from Richmond was originally completed with numbers 8924 - 8935. Occasionally these engines were used on royal train duties hauling Emperor Taishō.

See also
 Japan Railways locomotive numbering and classification
JNR Class C51
JNR Class C53
JNR Class C57

References

Bibliography 
 

4-6-2 locomotives
Steam locomotives of Japan
1067 mm gauge locomotives of Japan
Passenger locomotives
Scrapped locomotives
Crook and Dean. Crook and Dean of Little Bolton, England, was an engineering company established around 1821. The partners were John Crook and William Dean (c.1798-1840) who should not be confused with the better-known William Dean (1840-1905).

Pigot and Co.'s National Commercial Directory for 1828-9 described the company as: "Iron and brass founders, manufacturers of steam engines, hydraulic presses, weighing and mill machines, gas light apparatus, sugar mills and constructors of fire proof buildings".

In 1831, the company built the steam locomotives Salamander and Veteran for the Bolton and Leigh Railway. There may have been a third locomotive, Phoenix.

William Dean died on 12 July 1840 and the fate of the company is unknown.

References

Locomotive manufacturers of the United Kingdom
Recombinetics. Recombinetics is a St. Paul, Minnesota-based bio-engineering company. The company was founded in 2008, and has since raised $31 million from private investors. Mark Platt is the CEO.

In November 2024, Recombinetics filed for Chapter 11 bankruptcy protection. The company has plans to be acquired by Trans Ova Genetics for $4.1 million.

Products
It is known for developing genetically engineered hornless cattle, and is working on growing human organs and tissues in pigs. While it created a cow that does not grow horns, during the creation process it also added genes from bacteria that could produce antibiotic resistance. This occurred despite the CEO claiming that they had proof there were no other effects than the horns not being present. Due to the bacterial DNA, it is unlikely that the animals will get FDA approval, and a number of them have been killed and the bodies burned.

References 

Biotechnology companies of the United States
Technology companies established in 2008
Pharmaceutical companies of the United States
Companies that filed for Chapter 11 bankruptcy in 2024
1,5-Hexadiene. 1,5-Hexadiene is the organic compound with the formula (CH)(CH=CH).  It is a colorless, volatile liquid.  It is used as a crosslinking agent and precursor to a variety of other compounds.

Synthesis
1,5-Hexadiene is produced commercially by the ethenolysis of 1,5-cyclooctadiene:  
(CHCH=CHCH)  +  2 CH=CH   →  2 (CH)CH=CH
The catalyst is derived from ReO on alumina.

A laboratory-scale preparation involves reductive coupling of allyl chloride using magnesium:
2 ClCHCH=CH  +  Mg  →   (CH)(CH=CH)  +  MgCl

References

Alkadienes
Monomers
Christopher D. Pappas. Christopher Daniel Pappas is the Founder and CEO of CDP Consulting LLC and a former chemical industry CEO. He is the chair of the board of directors of Klöckner Pentaplast, and a current member of the board of directors of Hexion, IPS Corporation, and Innovative Chemical Products Group. Pappas also currently serves as an advisor to various private equity firms on industrial and chemical industry transactions.

Education
Pappas earned a Bachelor of Science degree in civil engineering at Georgia Institute of Technology and a Master of Business Administration from the Wharton School of the University of Pennsylvania.

Career
Pappas entered the chemicals and plastics industry when he joined the Dow Chemical Company in 1978.
He became vice president of Ethylene Elastomers for DuPont Dow Elastomers LLC in 1996 and commercial vice president in 1999.

In 2000 he joined Nova Chemicals Corporation, where he held positions including senior vice president and president of Styrenics (July 2000 – September 2006); president and chief operations officer (October 2006 – April 2009); and president and chief executive officer (May 2009 – November 2009).

In 2010, Pappas became president and chief executive officer when the Dow Chemical Company spun off a group of its businesses and assets as Styron (later Trinseo). Pappas retired from the position of President and CEO of Trinseo on March 4, 2019. He remained with Trinseo as Special Advisor to the CEO until July 2019. He was succeeded by Frank Bozich.

Pappas is credited for his leadership in establishing the company's vision and culture,
and was awarded an ACS Leadership Award for Outstanding Corporate Reinvention in 2017.

He has served on a number of boards, including those of Univar (2015-2023) (NYSE: UNVR), 
FirstEnergy (2011-2022) (NYSE: FE), Trinseo (2010-2020) (NYSE: TSE), Allegheny Energy (2008–2011) (NYSE: AYE), Nova Chemicals (2007-2009) (NYSE: NCX), and Methanex (2002-2006) (NYSE: MEOH). Pappas served on the Executive Committee of the Society of Chemical Industry America and chaired the organization in 2017.

Since 2015, Pappas has served on the external advisor board of the School of Civil & Environmental Engineering at Georgia Tech. He and his wife Susan, both civil engineers from Georgia Tech, have established the Susan G. and Christopher D. Pappas Professorship in the School of Civil and Environmental Engineering, first held beginning in 2016 by Patricia Mokhtarian.

Awards
 2020, SCI America Chemical Industry Award, Issued by the Society of Chemical Industry America
2018, voted top CEO among mid-cap publicly traded chemical companies in Institutional Investors yearly survey of top executives.
 2017, Leadership Award for Outstanding Corporate Reinvention, American Chemical Society’s New York Section, for the "visionary leadership needed to transform a collection of separate commodity businesses into a unified company with a clear strategy and vision". 
 2015, Academy of Distinguished Engineering Alumni Award, Georgia Institute of Technology

References

American chief executives
Living people
Year of birth missing (living people)
HNJ Mb. The Mb, later G12 class of Halmstad–Nässjö Järnväg (HNJ), known after nationalization in 1945 as the E9 class of the Swedish State Railways (SJ), was a type of steam locomotive built primarily for freight traffic. They were the basis for the nearly identical SJ E10 class.

History 

Three Mb class three-cylinder 4-8-0 locomotives were built by NOHAB for HNJ in 1931, based on an older type, the 2-8-0 M class built in Germany in 1922. HNJ changed their type designations the year after, and the Mb class became the G12 class, where G meant that they were intended for freight trains (Swedish: godståg). Three more G12 class locomotives were built in 1936.

Despite their designation the locomotives were also used in passenger trains. They remained on the HNJ network after nationalization in 1945, but were also used on the line between Alvesta and Borås. SJ referred to the type as the E9 class. They were in service until 1959, and were then placed in reserve. They were scrapped between 1974 and 1976, and none have been preserved.

In the 1940s the Swedish State Railways (SJ) saw a need for modern steam locomotives for freight traffic on the Inland Line and in southern Norrland. NOHAB built ten E10 class locomotives in 1947 from the same blueprints, but with some modifications. The E10 class locomotives were in use until the 1960s.

References 

Steam locomotives of Sweden
4-8-0 locomotives
Freight locomotives
Standard gauge locomotives of Sweden
Blohm & Voss P 200. The Blohm & Voss P 200 was a design project for a transatlantic transport flying boat during World War II. It was intended to go into production for Deutsche Lufthansa after the war.

History

During the early stages of World War II, when it was going well for Germany, the airline Deutsche Lufthansa raised a requirement for a postwar transatlantic flying boat with a capacity of 100 passengers. Blohm & Voss gave the design work to their Head of Preliminary Design, Hans Amtmann, who had the necessary experience.

Design

Structurally, the P 200 was a scaled-up BV 222 Wiking. It was bigger even than the BV 238, and only the Hughes H-4 Hercules has ever been bigger.

Its hull accommodated three deck levels, providing luxury facilities for 120 passengers, with additional freight holds fore and aft.

The wing used Chief Designer Richard Vogt's standard technique of a tubular steel wing spar which also functioned as the main fuel tankage. Its section was thick enough for engineers to go along inside the wings and attend to the engines in flight.

The P 200 was to be powered by eight BMW 803 series twin-radial engines, each driving a contra-rotating propeller and delivering .

BV 726 jet derivative 

The BV 726 was a jet-powered development of the P 200, its 700 series number indicating that construction would not begin until some time after the war was over.

Specification

See also

References

Notes

Bibliography
Cowin, Hugh W.; “Blohm und Voss Projects of World War II,” Part III,  Air Pictorial, December 1963, pp. 404-405.
Pohlmann, Hermann. 'Chronik Eines Flugzeugwerkes 1932-1945 (German), 2nd impression, Motorbuch, 1982 (1st edn. 1979), pp. 180-181. .

P 200
Clamp holder. A clamp holder or clamp fastener is a piece of laboratory apparatus that is used to secure laboratory clamps, such as extension-type utility clamps, or other attachments to a retort stand or lab frame. The material can be made up of brass, cast iron, stainless steel, aluminium or nickel-plated zinc.

Operation

A retort stand rod and clamp are inserted into two jaws of a clamp holder and adjustable thumbscrews fasten the clamp holder to the attachments and lock it in place. The attachments can be secured with the thumbscrews to be positioned at any height or angle, with a regular clamp holder positioning the apparatus at a 90° angle.

Uses

Clamp holders can secure laboratory equipment at specific angles, diameters, and weights, as required. Clamp holders are often used to hold the attached apparatus over a work surface. There are several different types of holders, such as swivel holders and all-position holders, that allow adjustments for different angles and planes. In some cases it can be used to attach support rods together.

Additional images

See also

 Retort stand
 Utility clamp
 Iron ring

References

Laboratory equipment
Burley Hydro. Burley Hydro Scheme, also known as Greenholme Mill Hydro  is a micro hydroelectric scheme installed on the River Wharfe at Burley-in-Wharfedale, West Yorkshire, England. The power output of the hydro scheme is 330 kW with an annual output of 1,400 MWh and is the fourth hydro scheme on the river after the opening of similar power plants at Linton near Grassington, and two further downstream from Burley at Pool-in-Wharfedale and Garnett Wharfe at Otley. All of these schemes have been located on sites previously used to generate power from the water flow.

History
The site was previously used as a water mill from the 1790s up until 1966, when the mill that worked cotton, Greenholme Mill, went out of business. In 2010, a joint venture between Derwent Hydro Power (DHP) and Trade Link Solutions (TLS), developed a new turbine on the site to generate electricity from the water passing through the old mill race. The old mill race was diverted slightly, but cuts a path east of the River Wharfe whilst the main body of the river curves north east and then around to the south in a horseshoe shape. The mill race had silted up and had to be cleared before the new turbine plant could generate power.

The plant generates enough electricity to power between 300–340 homes per year, from a flow of  per second and saves over  of carbon dioxide emissions being pumped into the environment each year. The capacity of the plant is 1,400 MWh per year. At the same time as the turbine house was being built, a fish pass was installed to help with the bio-diversity of the river.

The plant at Burley is the fourth scheme of its kind to be built on the River Wharfe after Linton Falls re-opened near Grassington and a similar scheme to the one at Burley opened in 2010 at Pool-in-Wharfedale, though the one at Pool has a third of the generating capacity (100 Kwh). A fourth plant was reconditioned at an old papermill at Garnett Wharfe in Otley in 2016 as part of an estate build of 240 homes. Garnett Wharfe has a similar power output to Burley.

Whereas other schemes have used Archimedes' screws in a reverse direction (IE the water flowing through downstream turns the screws and generates electricity), the turbine plant at Burley houses a Kaplan Turbine, which means the water flowing through turns two blades and as it does so, it changes pressure. This requires the inward flow to always have a good head of water. Measures have taken to prevent water loss at Burley even though the turbine will not work when there is a low flow of water such as in a dry summer.

The plant was opened by Phillip Davies MP in August 2011 and is designed to feed electricity into the National Grid.

References

External links
co2sense PDF describing the scheme

Hydroelectric power stations in England
Power stations in Yorkshire and the Humber
Buildings and structures in West Yorkshire
River Wharfe
Hydroelectric power stations in Yorkshire and the Humber