omniomni/omni-engineering huggingface dataset:
Gloster II. The Gloster II was a British racing floatplane of the 1920s. A single-engined biplane, two were built to compete in the 1924 Schneider Trophy air race. However the crash of the first prototype during testing meant that it could not be made ready for the race, which was postponed. The second aircraft was also lost in a crash.

Design and development
The 1923 Schneider Trophy race for seaplanes had been won by the United States Navy with the Curtiss CR-3, a floatplane which outclassed Britain's entry, the Supermarine Sea Lion III flying boat. In a change from previous years, where Britain's entries had been privately funded, the British Air Ministry ordered two racing seaplanes from the Gloster Aircraft Company to compete for the 1924 race.

The resulting aircraft, designated the Gloster II, was a floatplane development of Gloster's earlier Gloster I racing aircraft, which had won the annual Aerial Derby air race three years running between 1921 and 1923, and had attempted unsuccessfully to break the World airspeed record in 1922.  It was a small single-seat biplane of fabric covered wooden construction, powered by a closely faired Napier Lion engine.  It had short-span single bay wings and a twin float undercarriage, with radiators mounted on the struts supporting the floats.

The first aircraft, with the serial number J7504, was ready for flight testing in September 1924. However, when attempting to land after its first test flight, on 19 September 1924, the undercarriage collapsed and the aircraft sank, with pilot Hubert Broad escaping unhurt.   There was insufficient time to prepare the second aircraft for the race, scheduled for October, but as no other European nation had an entry ready to compete, the Americans postponed the race until 1925.

The second aircraft was converted to a landplane and used for flight testing equipment to be used for the Gloster III racer being designed for the 1925 competition. It was lost in a high-speed crash landing at RAF Cranwell following elevator flutter in June 1925, the pilot, Larry Carter, being seriously injured, fracturing his skull.

Specifications (Gloster II seaplane)

See also

References

"British Schneider Cup Seaplane Lost"  Flight, 25 September 1924. p. 630. 
"The Accident to the Gloster II". Flight, 18 June 1925. p. 374.
Jackson, A.J. British Civil Aircraft since 1919: Volume 2. London:Putnam, Second edition 1973. .
James, Derek J. Gloster Aircraft since 1917. London:Putnam, 1971. .
Mondey, David. "Britain Captures Schneider Trophy". Air Enthusiast, Seventeen, December 1981 – March 1982. Bromley, Kent, UK:Pilot Press. pp. 36–50.

1920s British sport aircraft
Schneider Trophy
Floatplanes
II
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1924
Class 71. Class 71 may refer to:
GMB Class 71, a Norwegian passenger train.
 British Rail Class 71
 DRG Class 71, a class of German tank locomotives with a 2-4-2T wheel arrangement operated by the Deutsche Reichsbahn comprising the:
 DRG Class 71.0: Standard locomotive Einheitslokomotive
 Class 71.0: Prussian T 5.1
 Class 71.2: Bavarian Pt 2/4 H
 Class 71.3: Saxon IV T
 Class 71.4: Oldenburg T 5.1
 Class 71.5: BBÖ DT 1
 Class 71.6: PH E
 Class 71.70: PKP Class OKe1
Helios AG. The Helios AG für elektrisches Licht und Telegraphenanlagenbau was a German electrical engineering company. Founded in 1882, it existed until its liquidation in 1930. The company was based in the town of Ehrenfeld, which was incorporated into Cologne in 1888. The company is presently best known for the Heliosturm, a lighthouse on the former site of the factory that was constructed for test and research purposes. Today, the area is used by gastronomy and craft businesses.

History 
Helios AG was a notable entity in the late 19th and early 20th centuries, specializing in the production of electrical equipment and infrastructure. Founded in 1870 as the Society for Electric Light and Telegraph Construction Barthel Berghausen and Co. in Ehrenfeld, Germany, it later evolved into Helios AG on July 31, 1884. Situated strategically at Venloer Straße No. 387–389, the company's location was chosen for its proximity to transportation hubs, including the Cologne – Aachen railway line and the horse tram route to Cologne.

Named after the Greek sun god, Helios AG quickly established itself as a leader in innovation, particularly in the field of electricity generation and distribution. The company pioneered the development and implementation of alternating current (AC) systems, manufacturing complete electricity plants that were deployed across Europe. Helios also employed a successful business model, similar to that of AEG, offering participation to newly established electricity plants in exchange for their commitment to purchasing Helios equipment.

In addition to electricity generation, Helios was involved in the construction of electric tram systems, with a focus on research and development of vehicle technologies. The company's influence extended beyond Germany, as it exported products such as generators, transformers, and lighting equipment worldwide. Helios also played a significant role in the construction of lighthouses and sea signal technology, contributing to maritime safety.

However, despite its initial success, Helios faced challenges in the early 20th century due to declining demand and financial setbacks, including a loss-making acquisition. Siemens and AEG intervened in 1904 but ultimately pursued the liquidation of the company by 1905. Helios AG ceased operations in 1930, marking the end of an era in electrical engineering and infrastructure development.

Throughout its existence, Helios AG left a lasting impact on the field of electrical engineering, contributing to advancements in power plant technology, public lighting, and transportation electrification. With its legacy of innovation and global reach, Helios remains a significant chapter in the history of electrical engineering and industrial development.

References

Manufacturing companies established in 1882
Defunct companies of Germany
Manufacturing companies based in Cologne
Companies of Prussia
Ehrenfeld, Cologne
Lighting brands
Siemens
Manufacturing companies disestablished in 1930
Ferromolybdenum. Ferro molybdenum is an important iron-molybdenum metal alloy, with a molybdenum content of 60–75% It is the main source for molybdenum alloying of HSLA steel.

Production
The alloy is produced by heating a mixture of molybdenum(VI) oxide MoO3, aluminium, and iron. The oxide and the aluminium combine via an aluminothermic reaction to give molybdenum in situ. The ferromolybdenum  can be purified by electron beam melting or used as it is. For alloying with steel the ferromolybdenum  is added to molten steel before casting. Among the biggest suppliers of ferromolybdenum in Europe are the English trading houses Derek Raphael and Co Ltd and Westbrook Resources Ltd and the German Trading House Grondmet in Germany. A large ferromolybdenum producer in the US is Langeloth Metallurgical Company in Langeloth, Pennsylvania.

References

External links

Ferroalloys
Molybdenum
Arrows A2. The Arrows A2 was a Formula One racing car, designed by Tony Southgate and Dave Wass, was used by the Arrows team in the latter half of the 1979 Formula One season. Powered by a Cosworth DFV V8 engine and driven by Riccardo Patrese and Jochen Mass, it was relatively unsuccessful with its best finish being sixth on two occasions.

Design and development
For the  season, Tony Southgate supervised the design and development of the Arrows A2. Unlike most contemporary cars, the engine, a Cosworth DFV V8 engine, and gearbox of the A2 were set at a four-degree angled incline. This enabled the use of aerodynamic underfloor sections across the full width of the chassis. This had the effect of raising the car's centre of gravity. The A2 generated extensive downforce, but at the expense of handling. Within weeks design work started on the A2's successor, the A3, and the previous year's car, the A1, was brought back for one final entry in the 1979 season.

Race history
The A2 made its debut at the 1979 French Grand Prix but finished well down the field. Mass managed a pair of sixth places, at the German and Dutch Grands Prix.

Complete Formula One World Championship results
(key) 

 3 points scored using the A1B.

Notes

References

A02
Smoked glass. Smoked glass is glass held in the smoke of a candle flame (or other inefficiently burning hydrocarbon) such that one surface of the sheet of glass is covered in a layer of smoke residue. The glass is used as a medium for recording pen traces in scientific instruments, and is also used to track pheromone deposition in ants

The advantages of using the glass are that the recording medium is easily renewable (just re-smoke the glass), and that the trace obtained can easily be magnified by projection onto a suitable surface. A variation on this scheme is the use of smoked paper in early seismographs.

The effect of smoked glass can be incorporated into glass manufacture by adding darkening materials, such that light passing through the glass is decreased in brightness. It can be used aesthetically, for example, in the manufacture of coffee tables with smoked glass tops. It can also be used in scientific instruments as a filter, as in the use of smoked glass in cross-staves and sextants, allowing operators to make sun sightings without damaging their eyesight.

See also 

 Window film

References 

Glass coating and surface modification
Smoke
Class 74. Class 74 may refer to:
NSB Class 74, a Norwegian passenger train.
 British Rail Class 74, a British electro-diesel locomotive
 DRG Class 74, a class of German 2-6-0 passenger tank locomotives operated by the Deutsche Reichsbahn comprising:
 Class 74.0-3: Prussian T 11, PKP Class OKi1
 Class 74.3: LBE T 10
 Class 74.4-13: Prussian T 12, PKP Class OKi2, SNCB 69, SNCF 130 TC
 Class 74.66: various locomotives taken over by the East German Deutsche Reichsbahn in 1949
 Class 74.67: ditto
Stansaab. Stansaab AS was a company founded in 1971 in Barkarby, outside Stockholm, Sweden. The company was a joint venture between Standard Radio & Telefon AB (SRT), Saab-Scania, the car and aeroplane manufacturer and the state-owned Swedish Development Company. The company’s primary focus was systems for real-time data applied to commercial and aviation applications.  In 1972, the company purchased the data terminal operations of Facit.

In 1978, it was merged with the Data Saab division of Saab to create Datasaab.  In 1981, Ericsson, believing that growth in telecoms would be lower than that in IT, purchased Datasaab and integrated it with two of its own divisions to form Ericsson Information Systems (EIS). 

One of the most successful products of the company was the Alfaskop range of data terminals.

References

Defunct companies of Sweden
Defunct computer hardware companies
Saab
Caterpillar Energy Solutions. Caterpillar Energy Solutions GmbH, is a mechanical engineering company based in Mannheim, Baden-Württemberg, Germany. It was known as MWM GmbH Motoren-Werke Mannheim (MWM) until November 2013. In 2009 the company was the third-largest producer by revenue of gas and diesel engines.

The main focus of production is gas engines and gensets for the generation of electrical energy. It also provides consulting, designing, and engineering services, as well as construction and commissioning of plants and global after sales service. The company has its own training center.

History 
In 1922 the department for the construction of stationary engines was outsourced and had its name changed from Benz & Cie. Rheinische Gasmotorenfabrik in Mannheim to Motorenwerke Mannheim. The renowned German engineer Prosper L'Orange, a pioneer of diesel engine technology, was the technical manager then. Before that he worked for Benz & Cie. The construction of diesel engines in particular used to be the core business of MWM, amongst others for utility vehicles and agricultural machines.

In 1924 MWM manufactured their first tractor, which was called Motorpferd ("motor horse"). In 1931, tractor production was discontinued. For quite a long time, combines by Claas, tractors by the French manufacturer Renault, and by the German companies Fendt, Lanz, Bautz, Holder and Ritscher, were equipped with MWM engines.

In 1926 Knorr-Bremse AG was able to acquire the majority of shares and took over. In 1985 they sold MWM to Deutz AG (Cologne). The company's site was maintained. The company, along with MAN SE, remained the chief engine manufacturer in the field of commercial diesel engines in Germany. DEUTZ restructured the whole company several times and expanded the gas engine division.

MWM was known as Deutz Power Systems at the time 3i purchased it.

Today, Caterpillar Energy Solutions offers mainly gas engines for cogeneration units and biogas plants.

On 22 October 2010 Caterpillar Inc. officially announced an agreement with 3i regarding the acquisition of MWM for 580 million euros. Subject to the consent of prudential authorities MWM will then become part of Caterpillar's Electric Power Division.

On 8 October 2013, MWM announced that it would change its name to Caterpillar Energy Solutions from 1 November the same year.

In 2016, Dan G. Sundell became chief executive officer of Caterpillar Energy Solutions. He left the position in 2019 and was replaced by Johan Masse, Uwe Sternstein, and Peter Körner.

References

External links

 

Gas engine manufacturers
Diesel engine manufacturers
Engine manufacturers of Germany
Caterpillar Inc. subsidiaries
Companies based in Mannheim
Electrical generation engine manufacturers
George Ambler Wilson. George Ambler Wilson, CBE, MICE (1906–1977) was a British civil engineer.

Wilson was born in Wellington, Shropshire in 1906. He was the chief engineer of the Port of London Authority from 1953 to 1967.  In 1958 he was elected a member of the Smeatonian Society of Civil Engineers. He also served as president of the Institution of Civil Engineers from November 1971 to November 1972. He died in 1977 and the National Portrait Gallery in London holds two images of him.

Wilson was honoured in the Queens 1967 birthday honours and appointed a CBE in the Civil Division.

Family 
Wilson has 4 daughters from two marriages.

In 1970, George’s daughter Gail Wilson married her LSE colleague, Meghnad Desai, They had three children together.

References

Bibliography 

        
        
        
        
        
        

British civil engineers
Presidents of the Institution of Civil Engineers
1906 births
1977 deaths
People from Wellington, Shropshire
Tomasi–Kanade factorization. The Tomasi–Kanade factorization is the seminal work by Carlo Tomasi and Takeo Kanade in the early 1990s.  It charted out an elegant and simple solution based on a SVD-based factorization scheme for analysing image measurements of a rigid object captured from different views using a weak perspective camera model. The crucial observation made by authors was that if all the measurements (i.e., image co-ordinates of all the points in all the views) are collected in a single matrix, the point trajectories will reside in a certain subspace. The dimension of the subspace in which the image data resides is a direct consequence of two factors: 
 The type of camera that projects the scene (for example, affine or perspective)
 The nature of inspected object (for instance, rigid or non-rigid).

The low-dimensionality of the subspace is mirrored (captured) trivially as reduced rank of the measurement matrix.  This reduced rank of measurement matrix can be motivated from the fact that, the position of the projection of an object point on the image plane is constrained as the motion of each point is globally described by a precise geometric model.

Method
The rigid-body factorization introduced in provides a description of 3D structure of a rigid object in terms of a set of feature points extracted from salient image features. After tracking the points throughout all the images composing the temporal sequence, a set of trajectories is available. These trajectories are constrained globally at each frame by the rigid transformation which the shape is undergoing, i.e., trajectory of every point will have similar profile.

Let the location of a point j in a frame i be defined as pij = (xij, yij)T where xij and yij are horizontal and vertical image co-ordinates respectively .

A compact representation of the image measurements can be expressed by collecting all the non-homogeneous co-ordinates in a single matrix, called the observation matrix P such that

 

P is a 2F × N matrix, where F is the number of frames and N the number of feature points. Ideally, the observation matrix, should contain perfect information about the object being tracked. Unfortunately, in practice, most state-of-art trackers can only provide point tracks that are incomplete (due to occlusion) and inaccurate (due to sensor noise) if placed in an unstructured environment.

As mentioned earlier, the central premise behind the factorization approach is that a measurement matrix P is rank limited. Further, it is possible to factor P into two sub-matrices: a motion and a shape matrix, M and S of size 2F × r and N × r respectively.

 

The size and structure of S generally depends on the shape properties (for example whether it is rigid or non-rigid) and M depends both on the type of camera model we assume and the shape properties. The essence of factorization method is computing

The optimal r-rank approximation of P with respect to the Frobenius norm can be found out using a SVD-based scheme.

References

See also 
 Structure from motion

Motion in computer vision
Japanese inventions
Württemberg T 5. In 1908 the Royal Württemberg State Railways placed an order with the Maschinenfabrik Esslingen for a powerful passenger tank locomotive. Classified as the Württemberg T 5, this superheated engine was designed for duties on Württemberg's main and branch lines and had the very long fixed wheelbase of 4,000 mm in order to give the locomotive smooth riding qualities. By 1920 a total of 96 engines had been manufactured. In 1919, three examples had to be give to France; the remaining 93 were taken over by the Deutsche Reichsbahn and 89 survived into the Deutsche Bundesbahn fleet. From 1959 they began to be retired. The last one was taken out of service in 1963 and was kept at Aulendorf as a museum engine until 1968. This last example was then scrapped as well.

The Württemberg T 5 proved itself very well and was occasionally even used to haul expresses on the Gäubahn between Immendingen and Stuttgart. No locomotives have been preserved.

See also
Royal Württemberg State Railways
List of Württemberg locomotives and railbuses

References

 
 
 
 

2-6-2T locomotives
T 5
Esslingen locomotives
Railway locomotives introduced in 1910
Standard gauge locomotives of Germany
1′C1′ h2t locomotives
Passenger locomotives
BlueFire Renewables. BlueFire Renewables (previously BlueFire Ethanol) is a biofuel company that produces a cellulose-to-ethanol solution using wood waste, agricultural residue and municipal waste. The company is headquartered in Irvine, California and is publicly traded in the U.S. on the OTC Bulletin Board under the ticker symbol "BFRE".

On August 17, 2010, BlueFire Ethanol Fuels rebranded itself as BlueFire Renewables.

Technology
BlueFire Ethanol employs what it calls a "concentrated acid hydrolysis" process of converting waste material to ethanol. The technology, developed by and licensed from Arkenol Fuels in Orange County, California, reduces waste material to minuscule dimensions, where it is combined with sulfuric acid. This releases lignin structures within the biomass, where the sugar and acid are separated. The sugar goes into a yeast-fermenting process that results in its conversion to ethanol.

Projects
In 2007, BlueFire Ethanol received US$40 million funding from the U.S. Department of Energy to construct a  per year cellulosic ethanol plant in Fulton, MS.

In 2008, the company unveiled plans to create a network of ethanol refineries located at landfills around the world. Under this plan, the landfill operators would receive US$6.00 per ton for the removal of their trash for processing into ethanol.

In 2009, Bluefire announced a teaming agreement with Solazyme, a renewable oil production company and leading algal synthetic biology company, that sugars produced through BlueFire's patented process will be used by Solazyme to produce various oils for fuel production.

In October 2014, BlueFire announced that it has received a Letter of Intent from The Export Import Bank of China (China EXIM) to provide up to $270 million in debt financing for its bio-energy project in Fulton, Mississippi. The Fulton, MS project will allow BlueFire to utilize green and wood wastes available in the region as feedstock for the ethanol plant that is designed to produce approximately 19-million gallons of ethanol per year.

References

https://www.latimes.com/archives/la-xpm-2009-apr-22-me-biofuels22-story.html

External links
New website
BlueFire Ethanol
Securities and Exchange Commission File - Bluefire Ethanol Fuels Inc - 10SB12G - On 12/13/06 - EX-3.1

Alcohol fuel producers
Baden VI b. The Baden VI b was the first German tank locomotive with a 2-6-2 wheel arrangement. It was developed by the firm of Maffei for the Grand Duchy of Baden State Railways in order to provide faster services on the Höllentalbahn. As a result, the first six batches were given a firebox sloping to the rear. One striking feature was also the connecting pipe between the two steam domes. 

After the first delivery of 15 examples from Maffei, the remaining batches, 2 to 11, were produced by the Maschinenbau-Gesellschaft Karlsruhe. The Deutsche Reichsbahn took over 164 engines. Between 1935 and 1937, five locomotives were sold to the Kreis Oldenburger Eisenbahn; they returned to the Reichsbahn in August 1941 when the KOE was nationalised, and the locomotives regained their former DRG numbers.

Most of the Reichsbahn fleet survived World War II. The Deutsche Bundesbahn ended up with 117 vehicles. Their retirement from the DB began in 1957 and was completed when 75 299 was withdrawn in 1962. The Deutsche Reichsbahn in East Germany took its engines out of service between 1955 and 1965.

Within this class there were differences between the eleven individual batches in terms of overall length, weight, the height of the boiler axis above the rails and the shape of the water tanks. 

None of this class is known to have been preserved.

See also
Grand Duchy of Baden State Railway
List of Baden locomotives and railbuses

Notes

References

Further reading

Railway locomotives introduced in 1900
2-6-2T locomotives
06 b
Scrapped locomotives
Standard gauge locomotives of Germany
Maffei locomotives
1′C1′ n2t locomotives
Maschinenbau-Gesellschaft Karlsruhe locomotives
Passenger locomotives
List of visionary tall buildings and structures. This is a list of buildings and other structures that have been envisioned.

The definition of 'vision' is that used by the Council on Tall Buildings and Urban Habitat. The list does not include under construction buildings; these are listed at .

Envisioned structures

Cancelled and scrapped projects

See also
 List of buildings with 100 floors or more
 List of cities with the most skyscrapers
 List of tallest buildings and structures
 Unfinished building

Notes

References

Visionary tall buildings

Unbuilt buildings and structures