omniomni/omni-engineering huggingface dataset:
Henry Schmill. Otto Hinrich ("Henry") Schmill (1925, Germany – September 14, 2003, at Essen, Germany) was a German mining engineer who emigrated to England. He was the founder of the Amalgamated Construction Ltd (AMCO) and majority owner of the Tolent Construction Ltd.

Life 
Henry Schmill was born in Germany 1925. His father was Otto Schmill, a dairy tenant from Mecklenburg. His mother was Gertrud Alexandrine Schmill (née Hörder).
Schmill began his career in 1945 working as a miner in the German Ruhr valley. From 1948 to 1952 he studied Mining Engineering at the Technical University of Aachen where he became a favoured student of Professor Carl Hellmut Fritzsche. 1952 Schmill graduated as Diploma Ingenieur and joined Thyssen Schachtbau GmbH. 11 years later he came to the United Kingdom as a senior engineer with Thyssen Shaft Sinking Ltd, a subcompany of the Thyssen AG.
Schmill founded Amalgamated Construction Ltd (AMCO) in 1970 initially working for the National Coal Board on the construction of shafts, drifts and roadways. Later the firm expanded into other engineering fields with the decline in the mining industry. In the mid1990s Schmill bought the AIM-listed Tolent PLC, a Tyneside AMCO rival, before it was demerged in 1999. In 2002 AMCO and Tolent had a combined turnover of approximately £217 million and employed 1675 people.

O H Schmill medal and AMCO bursary

O H Schmill medal 
The O H Schmill medal originated in 1999 through Henry Schmill. The medal is double sided and is awarded from time to time at the discretion of the Council of the Midland Institute of Mining Engineers as recommended by its Finance and Awards committee. The medal shall be awarded to any person whether or not a member of the Institution who in the opinion of Council has made a significant and worthy contribution to the affairs of the Midland Institute of Mining Engineers.

AMCO bursary 
A Declaration of trust dated 11 November 1999 was made by the Midland Institute of Mining Engineers to set up a bursary. The idea of a bursary was that of Henry Schmill. The AMCO Corporation made a gift of £100,000 to be placed on permanent endowment to fund the Bursary. Bursaries are awarded from endowment income. Registered Charity Number by the Charity Commission for England and Wales: 1080526

Awards 
 1993: 'Thos. W. Adam Medal' by The Midland Institute of Mining Engineers
 2001: 'George Herbert Peake Medal' by The Midland Institute of Mining Engineers

Memberships 
 The Midland Institute of Mining Engineers
 Advisory Councillor, The Federal Trust

External links 
 Amalgamated Construction Ltd (AMCO) homepage
 Tolent Construction Ltd homepage

References 

1925 births
2003 deaths
German mining engineers
20th-century German engineers
Engineers from Mecklenburg-Western Pomerania
German expatriates in the United Kingdom
Scoville Stardust. The Scoville Stardust JS-2 is a homebuilt aircraft designed for air racing.

Design and development
The Stardust is a single place midwing aircraft with a single engine and conventional landing gear. The fuselage is constructed of welded steel tubing with fabric covering. The wings are all wood construction.

Variants
Stardust II
Initial version
Stardust JS-2
Second version, powered by an  Continental engine.

Specifications (Stardust JS-2)

See also

References

Homebuilt aircraft
Racing aircraft
Sailing ship effect. The sailing ship effect is a phenomenon by which the introduction of a new technology to a market accelerates the innovation of an incumbent technology. Despite the fact that the term was coined by W. H. Ward in 1967 the concept was made clear much earlier in a book by S. C. Gilfillan entitled “Inventing the ship” published in 1935. The name of the “effect” is due to the reference to advances made in sailing ships in the second half of the 1800s in response to the introduction of steamships.  According to Ward, in the 50 years after the introduction of the steam ship, sailing ships made more improvements than they had in the previous 300 years. The term “Sailing Ship Effect” applies to situations in which an old technology is revitalized, experiencing a “last gasp” when faced with the risk of being replaced by a newer technology.
Here is how Gilfillan put it:
”It is paradoxical, but on examination logical, that this noble flowering of the sailing ship, this apotheosis during her decline and just before extermination, was partly vouchsafed by her supplanter, the steamer.” (Gilfillan, 1935, p. 156).

This effect is the economic version of a phenomenon in biology called the red queen effect.  The sailing ship effect has attracted attention as a paradigm for the ecological transition of the energetic systems, especially in the automotive field.

Causes
Three possible explanations have been suggested as the cause of the Sailing Ship Effect:
 Old technologies improve in an attempt to avoid being replaced.
 Components of new technology “spill over,” improving incumbent technologies.
 New technologies generate new notoriety for old technologies.

Controversy
In 2005, the validity of the original example of the sailing ship effect was called into doubt.  In a paper entitled "The Response of Old Technology Incumbents to Technological Competition: Does the Sailing Ship Effect Exist?" author John Howells contends that sailing ships and steamships serviced different market segments in the 1860s and 1870s and, therefore, were not directly competing technologies. Howells goes on to hypothesize that rapid advancements in sailing technology of that era may have arisen from competition between sailing ship firms.  The paper goes on to call into doubt the prevalence of the phenomenon. 
On to the other hand, De Liso and Filatrella, while providing a review of the literature which confirms the existence of the sailing ship effect, provide a mathematical model which can simulate the sailing ship effect. A recent paper by Sandro Mendonca argues that "The modernization of the sailing trader occurs before, not after, the steamship had become an effective competitor", and further cautions "if history is to be used to give credence to explanations of empirical regularities in a variety of settings in the original source of the relevant concepts must be carefully revisited and deeply researched".

See also
 Network effect
 Penn effect
 Pigou effect

References

Business analysis
Business models
Economics effects
Effect
Bonomi BS.20 Albanella. The Bonomi BS.20 Albanella () was a performance sailplane designed and built in Italy in the late-1930s.  Rather little is known about it; either one or two were constructed.

Design and development

The BS.20 Albanella is not well documented and the little that is known about it comes a hand-written note on its general characteristics, a number of photographs taken at Milan in the mid-1930s and a sketch on a postcard. It may have been intended for aerobatics.

The Albanella was a cantilever shoulder wing monoplane with a swept straight tapered wing which ended in rounded tips.  All the sweep was on the leading edge. Long ailerons occupied more than half the span. As elsewhere on the BS.20, the wing covering was a mixture of plywood and fabric. Its oval cross-section fuselage was conventional at the front, with the pilot's open cockpit just ahead of the leading edge with an eye-line over the upper wing. The main landing gear was a sprung ventral skid stretching from near the nose to below the wing trailing edge.  The dorsal line was straight in elevation but immediately aft of the wings the lower ventral line turned quickly upwards and the fuselage became much finer, almost producing a pod and boom form.  Horizontal rear surfaces were elliptical in plan.  The vertical tail was straight tapered to a rounded tip with a rudder extending down to the keel and operating in an elevator cut-out.

Photographs suggest there were two somewhat different versions, though whether as a result of modification or the construction of a second prototype is not known.

The Albanella was one of two Italian representatives at the Berlin Olympic games of 1936 (the other was the Teichfuss Orione), part of a successful demonstration to establish gliding as an Olympic sport (Gliding at the 1936 Summer Olympics).

Specifications

References

1930s Italian sailplanes
Aircraft first flown in 1939
Ramon O'Callaghan. Ramón O'Callaghan (born 1954) is a Spanish organizational theorist, emeritus professor of information systems and innovation management at the Tilburg University, former dean of Porto Business School, at the University of Porto in Porto, Portugal, and current President of Gisma University of Applied Sciences in Potsdam and Berlin, Germany. He is particularly known for his work on electronic data interchange.

Biography 
O'Callaghan received an engineer's degree from the Universitat Politècnica de Catalunya in 1976, an MBA from IESE Business School in 1983, and a Doctor of Business Administration from Harvard Business School in 1989.

O'Callaghan started his academic career as researcher at the Cybernetics Institute of the Universitat Politècnica de Catalunya in 1976. From 1977 to 1989 he spend time in industry with Texas Instruments as sales engineer and project manager; at Codorníu Winery as controller; at Harvard Business School as researcher; and at the management consulting firm Institut Cerdà as director. Back in Spain in 1989 he became associate professor at the IESE Business School.

In 1994 he moved to the Netherlands to the Nyenrode Business Universiteit, where he became director of the MBA program. From 1997 to 2013 he was professor of information systems at Tilburg University. There he also directed the MBA program, and other masters programs for some years, and was dean of the TIAS School for Business and Society from 2009 to 2012 as successor of Philippe Naert. He was also associated with the Open University of Catalonia and the Universidad de Deusto. From 2013 to 2015, he was dean of the graduate school of business at Nazarbayev University.

Selected publications
O'Callaghan has published numerous articles in the field of strategic management of technology. Books, a selection: 
 1995, EDI in Europe : how it works in practice. With Helmut Krcmar and Niels Bjørn-Andersen. Chichester ; New York : Wiley.
 2005. Transforming enterprise : the economic and social implications of information technology. With William H. Dutton, Brian Kahin, and Andrew W. Wyckoff (eds). Cambridge, Mass. : MIT Press.

Articles, a selection:
 O'Callaghan, Ramon, Patrick J. Kaufmann, and Benn R. Konsynski. "Adoption correlates and share effects of electronic data interchange systems in marketing channels." The Journal of Marketing (1992): 45-56.
 O'Callaghan, Ramon, and Jon A. Turner. "Electronic Data Interchange Concepts and Issues." (1995).
 Peterson, Ryan R., Ramon O'Callaghan, and Piet Ribbers. "Information technology governance by design: investigating hybrid configurations and integration mechanisms." Proceedings of the twenty first international conference on Information systems. Association for Information Systems, 2000.

References

External links 
 Ramon O'Callaghan

Living people
Spanish engineers
Spanish business theorists
University of Navarra alumni
Harvard Business School alumni
Academic staff of the University of Navarra
Academic staff of Nyenrode Business University
Academic staff of Tilburg University
1954 births
Robstep. Robstep () is a line of two-wheeled, self-balancing, battery-powered electric vehicles invented by Dongguan Robstep Robot Co., Ltd. of Guangdong, Dongguan, China. The name "Robstep" is a portmanteau of the words "robot" and "step", meaning robotic steps. The devices have been compared to Segways.

Computers and motors inside of the device keep the Robstep upright when powered on with balancing enabled. A user commands the Robstep to go forward by shifting their weight forward on the platform, and backward by shifting their weight backward. The Robstep detects, as it balances, the change in its center of mass, and first establishes and then maintains a corresponding speed, forward or backward. Gyroscopic sensors and fluid-based level sensors detect the weight shift. To turn, the user presses the handlebar to the left or the right.
Robsteps are driven by electric motors and can reach a speed of 9.3 miles per hour (15 km/h).

Robsteps are comparable to Segways.  They are known as human transporters and personal mobility devices.  Some customers use them as a disability device.  There are now two different types of batteries fitted on these devices.  One is considered a dangerous good for airline travel (lithium ion) and the other type is acceptable (nickel metal hydride).  Engineering conversion from one battery type to the other is now available from various after-market engineering firms and the conversion is indicated by an authorized sticker placed adjacent to the name plate on modified units.

References

External links
 
 (United Kingdom)
 (Romania)

Personal transporter manufacturers
Battery electric vehicles
Mobility devices
Electric two-wheel vehicles
Invisible mending. Invisible mending is a fabric repair technique that re-weaves yarn into the fabric of a garment or item of upholstery to seamlessly patch a hole. The technique reconstructs both the warp and weft of the fabric by collecting warp and weft yarns from the hem or a piece of fabric of the same kind, before using a long needle to reweave the yarns to match the original weave exactly. The finished repair is undetectable on the right side of the fabric, though on the reverse of the fabric, long, hanging yarns will be visible around the area that has been rewoven. The technique is done without tacking the new yarns into place, as this may deform the fabric.

Up until the 1970s, invisible mending was common practice, despite being labour-intensive and time consuming; however, with the advent of cheaper ready-to-wear clothing, post-1960, it became increasingly more economic to replace the garment entirely rather than repair it. Most menders were women, until the craft started to disappear; though uncommon in the present day, invisible mending has now become a fine craft associated with tapestry weaving. Invisible mending still provided by some quality dry cleaners.

References

Weaving
TEV Project. The TEV Project (Tracked Electric Vehicle Project) is a company which creates hypothetical highway designs. TEV's design is a dual-mode, electrified infrastructure that would continually power conventional, rubber tire electric vehicles such as cars, taxis, vans and minibuses and allow them to operate under software control. The company was founded by father and son Will Jones and Caroline Jones Carrick and was incorporated in 2014.

External links

References 

Electric vehicle infrastructure developers
Bryan Hannegan. Bryan J. Hannegan is an American scientific administrator, with a background as a climate scientist and engineer. On June 24, 2013, Hannegan became the associate laboratory director for Energy Systems Integration at the U.S. Department of Energy’s National Renewable Energy Laboratory.

He was previously the vice president for environment and renewable energy of the Electric Power Research Institute. From 2008 to 2010, Hannegan was the vice president for environment and generation at EPRI, working on technologies to support fossil-fuel generation. His time at EPRI began in 2006.

Hannegan received his bachelor's in meteorology from the University of Oklahoma, his master's degree in aerospace and mechanical engineering as well as his doctorate in earth system science from the University of California, Irvine.  From 1999 to 2003 he was a staff scientist for the United States Senate Committee on Energy and Natural Resources, and is now the C.E.O. of Holy Cross Energy, winner of the SEPA 2020 Electric Cooperative of the Year.

Bush administration
Hannegan served in the George W. Bush administration from 2003 to 2006. He was associate director for energy and transportation at the White House's Council on Environmental Quality from 2003 to 2005, and then became the council's chief of staff from 2005 to 2006. While chief of staff, he also served as acting special assistant to the President for economic policy, helping to develop the Energy Policy Act and Advanced Energy Initiative. During his time in the White House, Hannegan was assistant professorial lecturer in the geography department at George Washington University.

References

Living people
20th-century births
American businesspeople
University of California alumni
Year of birth missing (living people)
Bonomi BS.22 Alzavola. The Bonomi BS.22 Alzavola () was a training motor glider, intended to acquaint capable glider pilots with the characteristics of powered aircraft.  The sole example was designed and built in Italy in the mid-1930s.

Design
The BS.22 was evolved from the earlier Bonomi BS.15 Bigiarella glider, though with the addition of a small flat twin engine which drove a pusher propeller.  It also had a retractable wheeled conventional undercarriage and a quite different tail.  Intended as an inexpensive aircraft, it was Bonomi and Silva's second and last motor glider, the other being the Bonomi BS.19 Alca. The Alzavola was intended to introduce glider pilots with C or B certificates to the complications of powered aircraft. In particular, as well as the retractable conventional undercarriage it had a standard glider landing skid so new pilots could take-off on wheels, retract them and land on the skid in the way they were used to.  After becoming familiar with the Alzavola they could put the wheels down before landing.

The wing had a constant chord, unswept central section and straight tapered outer panels with rounded tips. The outer panels' trailing edges were entirely filled with the ailerons.  The centre section was supported over the fuselage on a pedestal, which also supported the small flat twin engine slightly above the wing surface, neatly cowled but with its cylinder heads exposed for cooling.  Its pusher propeller rotated in a rectangular trailing edge cut-out, at about 70% chord. On each side an asymmetric V-strut, mounted on the lower fuselage longeron immediately below the forward wing spar, supported the outer ends of the centre section, joining its two spars.

The fuselage was flat sided and essentially rectangular, though there was decking to fair in the open cockpit, which had a small windshield, and a dorsal fairing to merge the rear of the pedestal to the tail.  Under the cockpit, where the fuselage was deepest, there was a typical glider landing skid.  Its conventional undercarriage had two balloon tyre mainwheels, each mounted on V-form split axles attached to the skid and with a shock absorbing strut fixed to the lower longeron.  At the rear there was a tailskid.  Both tail surfaces were straight tapered and straight cropped. Both rear control surfaces were much larger in area than their fixed counterparts and balanced; the rudder extended to the keel and operated in an elevator cut-out as the tailplane was mounted on the fin just above the fuselage, braced from above and below.

The Alzavola could take off under its own power but could also be launched, with its wheeled undercarriage retracted or removed, by bungee cord, winch or air-tow.

Specifications

References

1930s Italian sailplanes
Motor gliders
Aircraft first flown in 1934
Single-engined pusher aircraft
Dehri Rohtas Light Railway. Dehri Rohtas Light Railway (DRLR) was a  narrow gauge railway line between Dehri-On-Sone and Tiura Pipara Dih in the state of Bihar, India.

History 
The Dehri Rohtas Light Railway started off as Dehri Rohtas Tramway Company in 1907 promoted by The Octavius Steel and Company of Calcutta. The original contract was to build a 40 km feeder line from Rohtas to the East Indian Railway's Delhi - Calcutta trunk route at Dehri-on-Sone. Soon thereafter, the tramway company was incorporated as a light railway in order to acquire the assets of the then defunct Dwara - Therria Light Railway in Assam. The DRLR opened to traffic in 1911 and was booming by 1913-14 when it carried over 50,000 passengers and 90,000 tons of freight, the goods traffic mainly consisting of marble and stone. In 1927, a 2.5 km spur was added to Rohtasgarh Fort from Rohtas. Rohtas Industries brought the line up to Tiura Pipradih by adding another 25 km to the DRLR, most of which passed through their property.

Operation 
At its peak, the DRLR used to operate two daily passengers trains in each direction from Dehri-on-Sone and Tiura Pipradih, a run of 67 km. Apart from this the railway carried marble and stone traffic to the mainline at Dehri on sone.

Locomotives 
The DRLR operated a very mixed bag of locomotives. It started off with 0-6-2 tank locomotives, three of which arrived from the Dwara - Therria Railway after it closed in 1909. In the pre IRS years, it also used ,  (Sentinel) and  variants of tank locomotives. After the wartime increase in traffic the railway brought as many as eight new ZB class  tender locomotives, orders for which were equally split between Hudswell Clarke and Krauss Maffei. The railway also purchased several locomotives, second hand, notable among which were the A/1 class  locomotives built by Hudswell Clarke that arrived from the Pulgaon - Arvi system of Central Railway in 1959. Other unique locomotives that operated on DRLR were the several ex. Kalka - Simla Railway K class  engines by Kerr Stuart and  engines by Henschel that arrived from the Shahdara–Saharanpur Light Railway.

In 1936, the company owned six locomotives, three railcars, eleven coaches and 132 goods wagons.

Classification
It was labeled as a Class III railway according to Indian Railway Classification System of 1926.

Closure 
Due to the decline in the traffic and competition to road in the late 1970s, the DRLR succumbed and closed to traffic on July 16, 1984.

Restoration plan 
Restoration of Dehri-Rohtas Light Railway in Broad Gauge from Sasaram Junction to Tiura Pipradih was planned & started in 1999/2000 year. As per new plan, new  BG Line was to be  with a  line connecting Deorikalan & Japla through a long  Bridge on River Sone. But the project was scrapped due to lack of enthusiasm from Bihar Government post creation of Jharkhand in 2004 year. Pillars of the not constructed Bridge can be still viewed at Deorikalan even today. The restoration project may be started in 2024 as per local demands.

References

2 ft 6 in gauge railways in India
Defunct railway companies of India
History of rail transport in Bihar
Dehri