omniomni/omni-engineering huggingface dataset:
Engineering, procurement, and construction. Engineering, procurement, and construction (EPC) contracts (a type of turnkey contract) are a form of contract used to undertake construction works by the private sector on large-scale and complex infrastructure projects.

Overview
Under an EPC contract, a contractor is obliged to deliver a complete facility to a developer who needs only "turn a key" to start operating the facility; hence EPC contracts are sometimes called turnkey construction contracts. In addition to delivering a complete facility, the contractor must deliver that facility for a guaranteed price by a fixed date and it must perform to the specified level. Failure to comply with any requirement will usually result in the contractor incurring monetary liabilities. The EPC contractor coordinates all design, procurement and construction work and ensures that the whole project is completed as required and in time. They may or may not undertake actual site work. EPC companies are often used in large-scale projects, such as power plants, refineries, chemical processing facilities, infrastructure projects, and more. Clients turn to EPC companies because they offer a one-stop solution for the entire project lifecycle, streamlining the process and reducing the complexity of managing multiple contractors and suppliers. These firms play a crucial role in delivering complex projects on time and within budget.

Various abbreviations used for this type of contract are LSTK for lump sum turn key, EPIC for engineering, procurement, installation & commissioning and EPCC for engineering, procurement, construction and commissioning. Use of EPIC is common, e.g., by FIDIC and most Persian Gulf countries. Use of LSTK is common in the Kingdom of Saudi Arabia. Use of EPCC is common in Qatar and some other countries.

Functions
EPC contracts cover the following issues.

Engineering functions
 Basic engineering
 Detailed engineering
 Planning
 Construction engineering
Procurement functions
 Logistics and transport
 Receiving
 Procurement
 Invoicing
 Purchasing

Construction functions
 Electrical installation
 Mechanical erection
 Civil engineering
Commissioning functions
 After-sales-service
 Testing and commissioning
 Modernization of plants

An EPC, LSTK, or EPCC all are the same types of contracts. This form of contract is covered by the FIDIC (International Federation of Consulting Engineers) Silver Book  containing the title words EPC/turnkey. The initials EPCM are also encountered frequently on international projects, but this is very different from EPC. EPCM is a services-only contract, under which the contractor performs engineering, procurement and construction management services. In an EPCM arrangement, the client selects a contractor who provides management services for the whole project on behalf of the client.

See also
 EPCI
 Construction management

References

Bibliography

Civil engineering
Engineering economics
Facilities engineering
Costs
Project management techniques
Construction documents
Waterproof paper. Waterproof paper uses special coatings (plastic-coated paper) and fibers to enhance durability, dimensional stability, tear resistance and resistance to changing shape or texture when exposed to water.

The paper has applications for wet or damp environments, including outdoor, marine, field uses  as well as printing applications for similar environments. The paper presents recycling challenges.

Historically, waterproof paper was described in Scientific American in 1884.

See also
Greaseproof paper
Liquid packaging board
Tyvek
Waterproofing
Wet strength

References 

Coated paper
Paper
Wind power in Minnesota. As of 2023, the installed capacity for wind power in Minnesota was more than 4500 megawatts (MW). Wind power generated 25 percent of Minnesota’s electricity in 2023, ranking among the top ten states in the United States for wind energy as a share of total electricity generation.

Large wind farms in Minnesota include the Buffalo Ridge Wind Farm (225 MW), the Fenton Wind Farm (205.5 MW), the Nobles Wind Farm (201 MW), the Odell Wind Farm (200 MW) and the Bent Tree Wind Farm (201 MW).

Transmission Grid Improvements 

The CapX2020 project (capacity expansion 2020) is developing the transmission grid infrastructure to improve capacity, reliability, and support further wind power development.  The project is mostly in Minnesota but reaches into North Dakota, South Dakota, and Wisconsin as well. One phase of the project, a line from Monticello to St. Cloud was completed in 2011. Other lines will run from near Brookings, South Dakota to Hampton, Minnesota, from Fargo, North Dakota to St. Cloud, and from La Crosse, Wisconsin to Hampton. The project involves constructing about 590 miles of 345 kV transmission line and 68 miles of 238 kV transmission line. CapX2020 is expected to be completed around 2015. in

Minnesota has a renewable portfolio standard (400 Mega volt amperes) requiring 25% of electricity come from renewable sources by 2025.

Statistics

Source:

See also
Solar power in Minnesota
Wind power in the United States
Renewable energy in the United States

References

External links

 Minnesota Department of Commerce
 AWEA State Wind Fact Sheets
Ed Wood (engineer). Peter Edwin "Ed" Wood (born March 1, 1968) is the former Chief Designer for the Williams Formula One team.

Career
In 1987 he became a mechanic working on F1 motorcycles, Superbikes and MotoGP until 1990 when he went on to the TWR Jaguar Group C and Le Mans cars for one year. After picking up his two degrees he became a R&D Engineer for Ferrari till 2000 where he went to Renault F1 as the Senior Development Engineer. In 2003 he became Chief Designer for Prodrive until joining Williams as Chief Designer in March 2006, leaving the team in May 2018. His role was to co-ordinate the design process of the team's car.

Education
Wood attended the University of Manchester between 1991 and 1995, to study for a mechanical engineering degree. Upon achieving this, he then relocated to the University of Oxford to study for a doctorate in engineering science between 1995 and 1998.

Personal life
Wood lives with his wife Wendy and their two children, in Witney, Oxfordshire.

References

1968 births
Living people
Alumni of the University of Manchester
People from Witney
English motorsport people
Formula One designers
Williams Grand Prix Engineering
Jon Tomlinson. Jon Tomlinson (born 9 January 1973) is a British Formula One aerodynamicist, currently working in the position of Head of Aerodynamics at the upcoming Cadillac Formula One Team, having previously worked for the Jordan, Lotus, Williams and Renault Formula One teams.

Career
After completing a BSc Industrial Design degree at Brunel University in 1995, he was appointed a Design Engineer role for Handford Racing Services Ltd, working on aerodynamic development of Newman-Haas Racing's Lola Indycars. In 1996, he became an Aerodynamicist for Swift Engineering Ltd. in California, developing the 1997 and 1998 race winning Swift Indycars. In 1998 he became Chief Aerodynamicist for Precision Preparation Inc./Cal Wells Racing, also in California, until 2000. He then returned to the UK, entered Formula One with the Jordan Grand Prix team as Senior Aerodynamicist, until 2002 when Renault F1 hired him as a Senior Aerodynamicist, before his promotion to Deputy Head of Aerodynamics in 2003.  It is in this position that he was heavily involved in the back-to-back 2005/2006 World Championship wins.

In November 2006, Williams F1 hired him as Head of Aerodynamics.
After 5 years in this position, he resigned at the beginning of May 2011, after Williams' troubled start to the 2011 Formula One season.

In December 2022, Tomlinson joined Andretti Global to serve as Head of Aerodynamics for their upcoming Cadillac Formula One Team, which is set to enter the sport in 2026.

References

1973 births
Living people
Formula One engineers
British motorsport people
Lane hydrogen producer. The Lane hydrogen producer was an apparatus for hydrogen production based on the steam-iron process and water gas invented in 1903 by a British engineer, Howard Lane.

History
The first commercial Lane hydrogen producer was commissioned in 1904. By 1913,  of hydrogen was manufactured annually by this process.

In the early-part of the 20th century, the process found some use as a means of producing hydrogen lifting gas for airships, as it could produce large volumes of gas cheaply. Lane producers were installed at some British airship stations so the gas could be manufactured on-site. To work efficiently however, the plant required skilled operators and to be running as a quasi-continuous process. A competing process, referred to as the Silicol Process, reacted Ferrosilicon with a strong Sodium hydroxide solution and had the advantage of flexibility.

In the 1940s the Lane process was superseded by cheaper methods of hydrogen production that used oil or natural gas as a feedstock.

Process description
Where hydrogen was commonly produced with the single retort like the Messerschmitt and the Bamag type, Lane introduced the multiple retort type. In the Lane generator water gas was used to heat the retorts up to 600-800 °C after which water gas-air was used in the retorts. In the steam-iron process the iron oxidizes and has to be replaced with fresh metal, in the Lane hydrogen producer the iron is reduced with water gas back to its metallic condition, after which the process restarts.

The chemical reactions are

3Fe+ 4H2O → Fe3O4 + 4H2

Fe3O4+ 4CO → 3Fe + 4CO2

The net chemical reaction is:

CO + H2O → CO2 + H2

See also
 Iron oxide cycle
 Sponge iron reaction
 Water gas shift reaction
 Timeline of hydrogen technologies
 Chemical looping combustion

References

Hydrogen production
Chemical equipment
Semi-Lagrangian scheme. The Semi-Lagrangian scheme (SLS) is a numerical method that is widely used in numerical weather prediction models for the integration of the equations governing atmospheric motion.  A Lagrangian description of a system (such as the atmosphere) focuses on following individual air parcels along their trajectories as opposed to the Eulerian description, which considers the rate of change of system variables fixed at a particular point in space. A semi-Lagrangian scheme uses Eulerian framework but the discrete equations come from the Lagrangian perspective.

Some background

The Lagrangian rate of change of a quantity  is given by

where  can be a scalar or vector field and  is the velocity field. The first term on the right-hand side of the above equation is the local or Eulerian rate of change of  and the second term is often called the advection term. Note that the Lagrangian rate of change is also known as the material derivative.

It can be shown that the equations governing atmospheric motion can be written in the Lagrangian form

where the components of the vector  are the (dependent) variables describing a parcel of air (such as velocity, pressure, temperature etc.) and the function  represents source and/or sink terms.

In a Lagrangian scheme, individual air parcels are traced but there are clearly certain drawbacks:  the number of parcels can be very large indeed and it may often happen for a large number of parcels to cluster together, leaving relatively large regions of space completely empty.  Such voids can cause computational problems, e.g. when calculating spatial derivatives of various quantities.  There are ways round this, such as the technique known as Smoothed Particle Hydrodynamics, where a dependent variable is expressed in non-local form, i.e. as an integral of itself times a kernel function.

Semi-Lagrangian schemes avoid the problem of having regions of space essentially free of parcels.

The Semi-Lagrangian scheme

Semi-Lagrangian schemes use a regular (Eulerian) grid, just like finite difference methods.  The idea is this:  at every time step the point where a parcel originated from is calculated. An interpolation scheme is then utilized to estimate the value of the dependent variable at the grid points surrounding the point where the particle originated from.  The references listed contain more details on how the Semi-Lagrangian scheme is applied.

See also

Lagrangian and Eulerian specification of the flow field
Contour advection
Trajectory (fluid mechanics)
 Immersed Boundary Methods
 Stochastic Eulerian Lagrangian methods

External links
 ctraj: C++ trajectory library, including semi-Lagrangian tracer codes.

References

 E. Kalnay, Atmospheric Modeling, Data Assimilation and Predictability (Chapter 3, Section 3.3.3), Cambridge University Press, Cambridge, 2003.
 A. Persson, User Guide to ECMWF forecast products (Section 2.1.3), http://www.ecmwf.int/sites/default/files/User_Guide_V1.2_20151123.pdf
 D.A. Randall, Atmospheric Modeling (AT604, Chapter 5, Section 5.11), http://kiwi.atmos.colostate.edu/group/dave/at604.html

Numerical climate and weather models
Bristol B.R.7. The Bristol B.R.7 was a Romanian-designed single-engine two-seat biplane built by Bristol to a Spanish government order in 1913. It failed to meet its specifications and the order was cancelled.

Development
The Romanian aircraft designer Henri Coandă was appointed head designer at the Bristol Aeroplane Company in January 1912. He began by building the series of Bristol-Coanda Monoplanes, but when the structural failure of one of these led to a War Office ban on the use of monoplanes by the RFC, Coandă turned to biplane designs. His first such effort, a two-seat single-engine machine, attracted the interest of both the Spanish and German governments.

The Spanish requested the use of the 70 hp (50 kW) Renault engine which they already used in their Maurice Farmans. The German version was to be built by Deutsche Bristol-Werke using a 90 hp (70 kW) Daimler engine, so Coandă had to prepare a design suitable for both powerplants. The Renault-engined version become known as the B.R.7; the German design seems not to have had a distinct label. The first of five B.R.7s ordered for Spain appeared at the Olympia Aero Show in February 1913, flying for the first time in March at Larkhill. Its wings were of two-bay form with no stagger. There were two tandem cockpits, one under the wing and the other, for the pilot behind the trailing edge. Behind the cockpits, the fuselage was quite slender, carrying a nearly semi-circular tailplane with a one-piece elevator and a finless balanced rudder. The undercarriage had the unusual four-wheel form used by the monoplane, with a pair of large wheels mounted below the wing trailing edge and aft of the centre of gravity, together with a slightly smaller pair forward of the engine; the B.R.7 sat on the ground like a tricycle undercarriage aircraft.

Early tests showed the wings of the B.R.7 produced too little lift because they used the lower camber associated with monoplanes. The wings were replaced with a set with greater camber, which improved performance but not by enough to meet the specification. Experiments with a four-bladed propeller also failed to produce sufficient improvement and the Spanish contract was cancelled. The second machine was lost to fire and the remaining four of the Spanish order flew rarely. A final, seventh B.R.7 was fitted with larger-span wings, but the only example to do much flying was the first prototype, which remained in service at Larkhill as an advanced trainer.

The German-built Daimler-engined machine had wings of much-increased span (from 38 ft/11.58 m to 57 ft/17.37 m) on the upper plane and a consequent increase in wing area of 30%. It also had a larger rudder and ailerons. It flew in July 1913.

Specifications

References

Notes

Bibliography

1910s British military aircraft
B.R.7
Aircraft first flown in 1913
National Printable Electronics Centre. The National Printable Electronics Centre is one of several technology centres operated by the United Kingdom's Centre for Process Innovation, a government-funded organisation. Formerly known as the Printable Electronics Technology Centre (PETEC), the site's name was changed in a company-wide re-branding effort beginning in June 2012. The Centre is within NETPark, Sedgefield, County Durham, a science park specialising in the commercialisation of R&D.

PolyPhotonix 
PolyPhotonix is a P-OLED and medical device manufacturer based in the National Printable Electronics Centre. PolyPhotonix has collaborated with a number of academic institutions including Harvard (Project Lebone, Lighting Africa), École nationale supérieure de création industrielle (ENSCI) in Paris, Durham University, Moorfields and the University of Liverpool.

PolyPhotonix has developed a light therapy mask that will treat Diabetic Retinopathy. They are also developing photonics based treatments for dry and wet age related macular degeneration as well as treatments for wound healing and skin conditions such as psoriasis.

References

External links 
 

Catapult centres
RBO. RBO or Rbo may refer to:
Rock et Belles Oreilles, a Québécois radio, television and stage comedy group
MTA Regional Bus Operations, the surface transit division of New York's Metropolitan Transportation Authority
Ragnarok Battle Offline, a computer game
Reliability-based optimization, a Multidisciplinary design optimization method 
Rubidium oxide, the chemical compound Rb2O
Robert Brownlee Observatory in Lake Arrowhead, California
Rule Based Optimization, an SQL Query plan optimization technique
Red Buttes Observatory near Laramie, Wyoming
Rang Badalti Odhani
Rank-biased overlap used in Ranking information
Friedrich Wilhelm Eckhardt. Friedrich Wilhelm Eckhardt (25 February 1892 – 9 April 1961) was a German engineer and head of the design office for the Berliner Maschinenbau Aktien Gesellschaft vormals L. Schwartzkopff.

Life and Career in Germany 
Eckhardt was born on 25 February 1892 in Kassel, Germany and initially worked for Henschel & Sohn before switching to L. Schwartzkopff in 1916. In 1936 he became a senior railway locomotive engineer (Oberingenieur) of the German Reich Railway in Germany.

He played a decisive role in the German designs of the DRG Class 41 2-8-2’s and Class 84 2-10-2’s steam locomotives during the Nazi dictatorship. For the latter, he developed the Schwartzkopff-Eckhardt II bogie named after him, which was designed to improve the curve running of steam engines.

In addition he published several books on the construction and design of steam locomotives. He died on 9 April 1961 in Niederlehme in East Germany.

Works 
Die Konstruktion der Dampflokomotive and ihre Berechnung, Verlag Technik 1952, Reprint: Transpress, Stuttgart 2008, 
Lokomotivkunde. H. 5. Das Fahrgestell der Dampflokomotiven, Fachbuchverlag Leipzig, 1957
Einführung in die Theorie der Dampflokomotive für Praktiker zum Selbstunterricht, Fachbuchverlag Leipzig, 1952
Das Entwerfen von Dampflokomotiven, Siemens, 1948
Das Fahrgestell der Dampflokomotiven, Transpress, Berlin 1960

See also 
 List of railway pioneers

Sources 
 :de:Friedrich Wilhelm Eckhardt

1892 births
1961 deaths
Engineers from Kassel
People from Hesse-Nassau
German railway pioneers
German railway mechanical engineers
Robert P. Johannes. Robert P. Johannes (March 12, 1934 – June 30, 2004) was an American aeronautical engineer noted primarily as one of the developers of the control configured vehicle (CCV) concept. He won the Wright Brothers Medal in 1972 with Dwight Henry Bennett for the paper Combat Capabilities and Versatility Through CCV discussing its applications.

Biography
Johannes was born in Davenport, Iowa on March 12, 1934. He received his Bachelor of Science degree in electrical engineering from the University of Illinois at Urbana-Champaign and his Master of Science degree in Electrical Engineering from the Air Force Institute of Technology in 1961. He then joined the Flight Dynamics Lab at Wright-Patterson AFB, where he worked on various defense-related and basic-science research projects, including self-adaptive control via the X-15 demonstrator in the early 1960s. He managed the LAMS program in the late 1960s and developed the concept of CCV in 1970–1974. Johannes is also an avid amateur pilot, having earned the Soaring Society of America Silver Badge in 1975. 

Johannes died in St. Charles, Missouri on June 30, 2004, at the age of 70.

Awards
Wright Brothers Medal, 1972
USAF Scientific Achievement Award, 1973
Soaring Society of America Silver Badges, 1975

References 

1934 births
2004 deaths
American aerospace engineers
Air Force Institute of Technology alumni
Grainger College of Engineering alumni
People from Moline, Illinois
Engineers from Illinois
Linde–Frank–Caro process. The Linde–Frank–Caro process is a method for hydrogen production by removing hydrogen and carbon dioxide from water gas by condensation. The process was invented in 1909 by Adolf Frank and developed with Carl von Linde and Heinrich Caro.

Process description
Water gas is compressed to 20 bar and pumped into the Linde–Frank–Caro reactor. A water column removes most of the  carbon dioxide and sulfur. Tubes with caustic soda then remove the remaining carbon dioxide, sulphur, and water from the gas stream. The gas enters a chamber and is cooled to −190 °C, resulting in the condensation of most of the gas to a liquid. The remaining gas is pumped to the next vessel where the nitrogen is liquefied by cooling to −205 °C, resulting in hydrogen gas as an end product.

See also
 Water gas shift reaction
 Timeline of hydrogen technologies
 Frank–Caro process, another process used to produce cyanamide from calcium carbide and nitrogen gas in an electric furnace

References

Hydrogen production
Chemical processes
Industrial gases
1909 in science
1909 in Germany