omniomni/omni-engineering huggingface dataset:
3D metal moulding. 3D metal moulding, also referred to as metal injection moulding or (MIM), is used to manufacture components with complex geometries. The process uses a mixture of metal powders and polymer binders – also known as "feedstock" – which are then injection moulded.

After moulding, the parts are thermally processed in order to remove the binding agent. They are then sintered to a high-density metal component which has mechanical properties comparable to wrought materials.

3D metal moulding is mainly used to achieve intricate and complex shapes that are very difficult or expensive to produce using conventional manufacturing methods.

Applications

3D metal molding is used in aerospace, medical and other industries. Its popularity is due to its strength in the form of a custom shape or part. More commonly found as a 3D mold are thermoplastic and thermosetting polymers. Both of these processes are used in the following industries:

 Environmental
 Marine
 Oil and gas
 Housing
 Construction
 Food equipment/handling
 Appliance
 Automotive
 Waste water treatment
 HVAC
 Medical
 Consumer
 Commercial
 Recreational
 Aerospace
 Telecommunications
 Dental

Benefits 
 Reducing costs by using the exact volume of material required to create the part.
 Once the tooling is created huge volumes of high quality parts can be produced with little lead time.
 MIM can achieve intricate parts with complex geometries reducing the requirement for secondary operations, such as brand engravings.
 Parts can be moulded from a wide range of materials including 'exotic' metals.
 3D Metal Moulding is perfect for volumes of 1000 plus – and can also be extremely cost effective for smaller quantities, although this is material dependent.

3D metal printing
3D metal printing builds components by delivering the powdered metal and binder in alternative layers through a nozzle controlled by a computer system, working to a CAD drawing. The initial process does not achieve the required strength so parts must go through a secondary process which involves fusing another type of metal into the shape.

There are multiple methods used in 3D metal printing. Selective laser sintering, or SLS, uses heat from a powerful laser to fuse tiny ceramic, glass or plastic particles together, forming a 3D part. Carl Deckard and Joe Beaman of the University of Texas developed and patented the process in the 1980s.

Direct metal laser sintering, or DMLS, uses a laser to sinter powdered metal into a solid object in gradual layers built upon each other. Cooling channels can be printed to any shape in this process, which lessens time and waste and improves quality.

Selective laser melting, or SLM, completely melts the powder to form a homogeneous part. This process can only be used for single materials, so is not suitable for alloys.

References

External links
Injection Molding Solutions

Metals
Injection molding
CMA CGM Fort Saint Louis. CMA CGM Fort Saint Louis is owned by the shipping company CMA CGM and sails under a French flag, with Marseilles as her home port.  A container carrier, she plies a regular route between France and the French West Indies.

General information 
Launched in June 2003 with three other sister-ships:
 CMA CGM Fort Saint Pierre
 CMA CGM Fort Sainte Marie
 CMA CGM Fort Saint Georges

Built in the Taiwanese shipyard CSBC Corporation, Taiwan.
Bureau Veritas is the classification society.

The complete loop is made in 28 days and her ports of call are Dunkirk, Rouen, Le Havre, Montoir-de-Bretagne, Pointe-à-Pitre and Fort-de-France.
The four vessels arrive at weekly intervals, which offers a regular supply of provisions from the French West Indies such as rum and bananas.

References 

Ships of France
2003 ships
Ships built in the Republic of China
Ships of the CSBC Corporation, Taiwan
Prickwillow Museum. Prickwillow Museum, formerly known as the Prickwillow Drainage Engine Museum, tells the story of the changing face of the Fens and its network of drainage systems and pumping stations. The museum is housed in the old pumping station in Prickwillow,  east of the city of Ely in Cambridgeshire, England.

The museum contains a major collection of large diesel pumping engines which have all been restored to working order.

Prickwillow Museum is funded and run by the Prickwillow Engine Trust, a registered charity, and has received funding from the Heritage Lottery Fund and the Ouse Washes Landscape Partnership.

For one weekend in the early autumn every year the museum hosts the Prickwillow ploughing festival.

See also
 Other land drainage engines that are now preserved as museums
Stretham Old Engine
Dogdyke Pumping Station
Wicken Fen
Cambridge Museum of Technology

References

External links
 Prickwillow Museum - official site
 Ouse Washes Landscape Partnership

Museums in Cambridgeshire
Local museums in Cambridgeshire
Technology museums in the United Kingdom
Industry museums in England
Former pumping stations
Buildings and structures in Cambridgeshire
Tourist attractions in Cambridgeshire
Industrial archaeological sites in England
Richard S. Stein. Richard S. Stein (August 21, 1925 – June 21, 2021) was an American scientist.

Stein completed undergraduate at Brooklyn Polytechnic, where he performed some of the first studies of the dimensions of polymer molecules in solution using light scattering. Stein joined the faculty of University of Massachusetts Amherst in 1950 as an assistant professor and initiated its polymer program. He started the university's Polymer Research Institute, which evolved into the Polymer Science and Engineering Department. Stein later served as Emeritus Goessmann Professor of Chemistry. He was elected to membership in the National Academies of Sciences and of Engineering. He was a Fulbright Visiting Professor at Kyoto University. From 1948 to 1949, he was a National Research Council Fellow at Cambridge University, and from 1949 to 1950, he was Research Associate at Princeton University.

He was awarded the Bingham Medal by the Society of Rheology in 1972.

He died on June 21, 2021.

References

1925 births
2021 deaths
Polytechnic Institute of New York University alumni
University of Massachusetts Amherst faculty
21st-century American chemists
Members of the United States National Academy of Sciences
Fellows of the American Physical Society
American expatriates in the United Kingdom
Titanium butoxide. Titanium butoxide is a metal alkoxide with the formula Ti(OBu)4 (Bu = –CH2CH2CH2CH3). It is a colorless odorless liquid although aged samples can appear yellowish.  Owing to hydrolysis, samples have a weak alcohol-like odor. It is soluble in many organic solvents. Decomposition in water is not hazardous, and therefore titanium butoxide is often used as a liquid source of titanium dioxide, which allows deposition of TiO2 coatings of various shapes and sizes down to the nanoscale.

Titanium butoxide is often used to prepare titanium oxide materials and catalysts.

Structure and synthesis

Like most titanium alkoxides (exception: titanium isopropoxide), Ti(OBu)4 is not a monomer but exists as a cluster (see titanium ethoxide).  Nonetheless it is often depicted as a simple monomer.

It is produced by treating titanium tetrachloride with butanol:
TiCl4 +  4 HOBu →  Ti(OBu)4  +  4 HCl
The reaction requires base to proceed to completion.

Reactions
Like other titanium alkoxides, titanium butoxide exchanges alkoxide groups:
Ti(OBu)4 +  HOR   →    Ti(OBu)3(OR)  +  HOBu
Ti(OBu)3(OR) +  HOR   →    Ti(OBu)2(OR)2  +  HOBu
etc.
For this reason, titanium butoxide is not compatible with alcohol solvents.

Analogous to the alkoxide exchange, titanium butoxide hydrolyzes readily.  The reaction details are complex, but the overall process can be summarized with this balanced equation.
Ti(OBu)4 +  2 H2O   →    TiO2  +  4 HOBu
Diverse oxo-alkoxo intermediates have been trapped and characterized.
Pyrolysis also affords the dioxide:
Ti(OBu)4  →    TiO2  +  2 Bu2O

Titanium butoxide reacts with alkylcyclosiloxanes. With ocatamethylcyclotetrasiloxane it produces dibutoxydimethylsilane, 1,5-dibutoxyhexamethyltrisiloxane, 1,7-dibutoxyoctamethyltetrasiloxane, 1,3-dibutoxytetramethyldisiloxane and polymers. With hexamethylcyclotrisiloxane it also produces dibutoxydimethylsilane.

Safety
LD50 is 3122 mg/kg (rat, oral) and 180 mg/kg (mouse, intravenal).

Titanium butoxide is a corrosive, flammable liquid which reacts violently with oxidizing materials. It is incompatible with sulfuric and nitric acids, inorganic hydroxides and peroxides, bases, amines, amides, isocyanates and boranes. It is irritating to skin and eyes, and causes nausea and vomiting if swallowed. LD50 is 3122 mg/kg (rat, oral) and 180 mg/kg (mouse, intravenal); flash point is 77 °C. 
When heated it emits irritating fumes, which form explosive mixtures with air at concentrations above 2 vol%.

References

Titanium(IV) compounds
Alkoxides
Joseph James Coleman. Joseph James Coleman FRSE (often referred to simply as J. J. Coleman) (1838–1888) is credited with invention of a mechanical dry-air refrigeration process first used in the sailing ship ‘’Dunedin’’ and sometimes referred to (as a ship type) as Reefer ships. The process focussed upon the use of compressed air for its chilling effects. The effect, which also led to the development of air-conditioning, is known as the Bell-Coleman effect or Bell-Coleman Cycle.

Life

Little is known of his life other than he began his career as an industrial chemist with Young’s Paraffin, Light and Mineral Oil Company in central Scotland.
He was a Fellow of the Chemical Institute and a member of the Glasgow Philosophical Society.

In 1877 he was approached by Henry and James Bell, brothers in the shipping company John Bell & Sons, and asked to create a refrigeration process for delivering beef across the Atlantic. This was patented later that year. Together they formed a new company, the Bell-Coleman Mechanical Refrigeration Company, in the same year. In 1879 they fitted out the first ship with the equipment and began trading. This was the SS Circassia. In 1880/81 at the request of New Zealand investors the sailing ship Dunedin was re-equipped as a refrigerated ship and became the first financially successful vessel as a freezer ship. The Bell brothers also took the new technology to the High Street, opening a series of butcher shops across Britain selling chilled meat also from 1879. This quickly grew, and within ten years they had 330 premises.

In the 1880s the Bell-Coleman Company is listed as having offices at 45 West Nile Street in the centre of Glasgow and J J Coleman was living at Fern Villa in Bothwell.

Coleman was elected a Fellow of the Royal Society of Edinburgh in 1886, and addressed the Society on his new process. His proposers as a Fellow included Lord Kelvin, John Gray McKendrick, James Thomson Bottomley and Sir James Dewar.

He died on 18 December 1888.

References

1838 births
1888 deaths
19th-century Scottish people
Scottish inventors
Fellows of the Royal Society of Edinburgh
Forward Drive. A "forward drive" is a form of marine propulsion that uses forward-facing counter-rotating props to pull the boat through water rather than pushing it, with an undisturbed water flow to the propellers. The engine sits just forward of the transom while the drive unit (outdrive or drive leg) lies outside the hull.

Volvo Penta holds a US patent for the Forward Drive.

Operation
The drive unit transmits power from the inboard engine, generally mounted above the waterline, outboard through the transom and downward to the propellers below the waterline. The propellers lie about 27 inches further forward than the props of a Duoprop and move from an exposed position beyond the transom to underneath the hull, away from people in the water. This causes the thrust to be multi-directional rather than bi-directional. The exhaust exits under the water. The engine can be trimmed up and down which equates to less wetted area.

Characteristics
The claimed advantages of forward drive propulsion include safety, versatility, fuel economy, comfort and environmental care.

It is proposed for water sports like wakesurfing and wakeboarding, as well as swimming, diving and fishing behind the boat. 

Two claimed benefits are the enhanced performance and powertrim. Variable trim angles provide the right thrust for leisure cruising as well as top speeds.

History
The patent for forward drive was filed by Volvo Penta In 2017, by Volvo Penta's former president Ron Huibers and his engineering team. Designed with forward-facing propellers tucked under the boat away from the swimming platform, the forward drive would allow Volvo Penta’s customers to build boats for the growing watersports market.

See also
Sterndrive

References 

Propellers
Marine propulsion
GNR Class A1 1470 Great Northern. The Great Northern Railway Class A1 1470 Great Northern was the first of 52 A1 class locomotives. It has also represented three distinct stages in the history of the British  "Pacific" steam locomotives designed by Nigel Gresley for the Great Northern Railway (GNR), a constituent company of the London and North Eastern Railway before the amalgamation of 1923, for which they became a standard design. Eventually Great Northern was completely rebuilt as Class A1/1.

History 
Great Northern is historically significant because it was the first Pacific to be built by the Great Northern Railway (GNR) as a prototype of the new '1470 class'. It was also the only original A1 to not be rebuilt by the LNER as an A3. As with most other former GNR locomotives, the LNER increased its number by 3000, making the number 4470. The locomotive was named Great Northern in honour of the GNR. Just after WWII, Great Northern was completely rebuilt by Edward Thompson as his A1/1.

Liveries
As built, Great Northern was painted in GNR apple green with brown framing. In October 1923, it was repainted into LNER lined apple green with black framing. This livery had two variations, one with 'LNER 1470N' on the tender, and the other variant had only "LNER" on the tender and 4470 on the cab sides. Finally, in February 1942, it was repainted plain black, lettered "LNER". In July 1942, the LNER started using the simplified lettering "NE" on black locomotives, and 4470 may have been so treated after that date.

The locomotive originally bore its number 1470 on the cab side. When first repainted into LNER livery, the number was altered to 1470N, which was placed on the tender, below the letters "LNER". In March 1925, it was renumbered 4470, and at some point after May 1928, the number was moved back to the cab sides.

Rebuild

Great Northern was rebuilt once in its career, by the LNER to the design of Edward Thompson to become his A1/1.

Models
Hornby released a OO gauge model of Great Northern as built in early LNER style apple green livery with black framework, and original tender with "LNER 1470N" written on both sides. L.H Loveless & Co also released an O gauge model of Great Northern in its original GNR Apple Green Livery with a brown chassis and framework.

References

1470
4-6-2 locomotives
Railway locomotives introduced in 1922
Standard gauge steam locomotives of Great Britain
Scrapped locomotives
individual locomotives of Great Britain
Wide-issue. A wide-issue architecture is a computer processor that issues more than one instruction per clock cycle.  They can be considered in three broad types:

 Statically-scheduled superscalar architectures execute instructions in the order presented; the hardware logic determines which instructions are ready and safe to dispatch on each clock cycle.
 VLIW architectures rely on the programming software (compiler) to determine which instructions to dispatch on a given clock cycle.
 Dynamically-scheduled superscalar architectures execute instructions in an order that gives the same result as the order presented; the hardware logic determines which instructions are ready and safe to dispatch on each clock cycle.

See also
Out-of-order execution
Explicitly parallel instruction computing

References

Instruction processing
Parallel computing
Ottavio Forte. Ottavio Forte, is a physics professor at Boston College. From the City College of New York, he got a B.S. in electrical engineering; from Northeastern, he got an M.S. in electrical engineering, and in Boston University he got his MBA. He has worked for over 22 years at MIT's laboratories, including Draper Laboratory and Lincoln Laboratory. He is most well known for his guidance and landing systems for the Apollo, Poseidon and Trident missions.

References

External links 
Faculty page at Boston College
Harvard Mazur Group page
Article about metal sculpting

Living people
21st-century American physicists
Boston College faculty
Northeastern University alumni
City College of New York alumni
Boston University School of Management alumni
MIT Lincoln Laboratory people
Year of birth missing (living people)
EasyUp. EasyUp was an American aircraft manufacturer founded by professional engineer Tom Tate in the 1990s and based in Medford, Oregon. The company specialized in the design and manufacture of paramotors in the form of plans and kits for amateur construction under the US FAR 103 Ultralight Vehicles rules and the European microlight category.

The company's sole product was plans, and later kits, for the EasyUp Parapropter, a paramotor design using a wide variety of small gasoline engines. The plans consisted of full-sized  by  inch professional blueprints.

The business was eventually wound up, with Tate writing, "I have moved on to much bigger and better things."

Aircraft

References

External links

Defunct aircraft manufacturers of the United States
Ultralight aircraft
Paramotors
Companies based in Medford, Oregon
Revelo Electric. Revelo Electric (REvolutionary VELO; "vélo" is French for "bike") is a Canadian clean mobility company that designs, develops, sells and services Revelo's front pedaling chainless electric bicycles. The company was founded in Toronto in 2012 by CEO Henry Chong, as Revelo Bikes Inc., and the name was changed to Revelo Electric Corp. in 2014. Revelo's core design principles are ease of use and ease of maintenance, and have created their products to fit these principles.

As a Toronto, Canada startup, Revelo has received funding from OCE, VentureStart, and was launched via OCAD University's Imagination Catalyst incubator hub and MaRS Discovery District's entrepreneurship program. The company received backing from crowdfunding via Indiegogo in 2013 for their original LIFEbike concept,. In 2015, their foldable electric bike, the FLEX, was launched.

Models

LIFEbike
The LIFEbike is an electric commuter bike designed from scratch by Henry Chong. The original LIFEbike concept was created by Chong for his Industrial Design thesis at OCAD University in 2011. The next year, it won Chong the MaRS Upstart competition. Deciding to turn what was a project into a marketable idea, Chong launched the LIFEbike on Indiegogo for crowdfunding in the spring of 2013. By July 26, 2013, the campaign had funded $26,656, surpassing its goal of $25,000.

The LIFEbike won the 2012 MaRS Up-Start! competition, which came with a $10,000 prize, enabling Revelo Electric to kick off.

The first prototypes for the LIFEbike were handmade by Chong and tested by 170 riders ranging in age from 16 to 74. The final bikes were manufactured in Canada and shipped out in March 2014.

LE-1
The LE-1 (Light Electric One) bike is an electric commuter bike launched in May 2014 at the OCE Discovery Conference for limited release. Revamped from the LIFEbike, the bike was renamed to LE-1 for its launch. With its limited production, as of October 2015, the LE-1 is sold out.

Specifications

FLEX
The FLEX is a folding, electric commuting bike released on October 15, 2015, for pre-ordering. The FLEX was designed to fold to enable easy and practical commuting for its riders. In its folded state, it can be rolled to let commuters use multiple modes of transportation.

During the development of the FLEX, its prototypes and final product samples were tested by over 1000 people. Manufacturing was to be completed overseas in China and the first orders were to be delivered in April 2016.

Specifications

Awards

References

Canadian companies established in 2012
Manufacturing companies based in Toronto
Electric cycle manufacturers
John Stanley Terrington. Dr. John Stanley Terrington (28 December 1903 - 1987) was a British civil engineer known for his writings on the use of concrete in construction in the mid twentieth century. Terrington was a graduate of the University of London (BSc), an associate of the City and Guilds Institute (ACGI), and an associate member of the Institution of Civil Engineers. He later obtained his PhD and was a lecturer at Borough Polytechnic (now London South Bank University).

Selected publications
The calculation of bending and torsional effects in girders. B.S.C., 1958.
The calculation of stresses in beams and girders due to simultaneous transverse bending & torsion. British Constructional Steelwork Association, 1968.
Combined bending and torsion of beams and girders: the calculation of stresses in beams and girders due to simultaneous transverse bending and torsion. British Constructional Steelwork Association, 1968.
Design of arch ribs for reinforced concrete roofs. Concrete Publications, London, 1937.
Design of arch roofs. Concrete Publications, London, 1937. (Concrete Series)
Design of domes. Concrete Publications, London, 1937. (Reprinted from Concrete and Constructional Engineering) (Concrete Series)
Design of non-planar concrete roofs. Concrete Publications, London, 1964. (Concrete Series) (With Frederick Henry Turner)
Design of pyramid roofs. Concrete Publications, London, 1939. (Concrete Series)
Surveying and levelling. London, 1939. (Lockwood's Modern Handbooks)

References 

British civil engineers
1903 births
1987 deaths
British non-fiction writers
Concrete
Alumni of the University of London
Academics of London South Bank University
20th-century non-fiction writers
Concrete and Constructional Engineering. Concrete and Constructional Engineering was a magazine published in London, England, by Concrete Publications from 1906 to 1966. The magazine chronicled in its pages the increasing popularity of reinforced concrete as a construction material in the early and mid twentieth centuries.

History
The magazine was founded in 1906 by architect and founder of the Concrete Institute (later The Institution of Structural Engineers), Edwin Sachs. It was described by the publishers as "a bi-monthly journal for engineers, architects and surveyors, contractors and builders, and all workers in cement, concrete, reinforced concrete, and constructional steel." It became monthly in 1910.

Reception
The magazine chronicled in its pages the increasing popularity of reinforced concrete as a construction material in the early and mid twentieth centuries. An editorial in the January 1910 edition noted that the material was becoming more acceptable to the British government but that some "ultra-conservative members of the technical professions" had been slow to place their confidence in the material. In addition, the journal complained that "architects of high-standing" were not recommending the material due to prejudices about the appearance of the material in buildings.

Construction
In successes, the journal reported the construction of an all concrete (apart from the roof) football stadium for Bradford City Football Club at their Midland Road (Valley Parade), stadium in 1908, which was required following the promotion of the team to Division One. The architect was Archibald Leitch.

The magazine merged with Structural Concrete to form Concrete (London) and ceased publication in 1966.

References

External links
Official Website (Archived)

Concrete
Construction
Engineering magazines
Architecture magazines
Magazines published in London
Magazines established in 1906
1906 establishments in England
Magazines disestablished in 1966
Business magazines published in the United Kingdom
Defunct magazines published in the United Kingdom