omniomni/omni-engineering huggingface dataset:
Benzoyl-CoA. Benzoyl-CoA is the thioester derived from benzoic acid and coenzyme A.  The term benzoyl-CoA also include diverse conjugates of coenzyme A and aromatic carboxylic acids.  Benzoate, vanillin, anthranilic acid, 4-ethylphenol, p-cresol, phenol, aniline, terephthalic acid, [3-hydroxybenzoic acid, and phenylalanine are all metabolized to benzoyl-CoA.  Additionally,
cinnamic acid, p-coumaric acid, ferulic acid, toluene, caffeic acid, benzyl alcohol, and mandelic acid are suspected to be processed similarly.

As substrate for reductases

Benzoyl-CoA is a substrate for diverse reductases:  4-hydroxybenzoyl-CoA reductase, benzoyl-CoA reductase, benzoyl-CoA 3-monooxygenase, benzoate-CoA ligase, 2alpha-hydroxytaxane 2-O-benzoyltransferase, anthranilate N-benzoyltransferase, biphenyl synthase, glycine N-benzoyltransferase, ornithine N-benzoyltransferase and phenylglyoxylate dehydrogenase (acylating).  Benzoyl-CoA reductase converts benzoyl-CoA to cyclohex-1,5-diene-1-carbonyl-CoA, which is susceptible to hydrolysis, eventually giving acetyl coenzyme A.  In this way, many aromatic compounds are biodegraded.

As a benzoyl donor
Benzoyl-CoA is a benzoyl transfer agent for the biosynthesis of hippuric acid.  Benzoyl-CoA is a substrate in the formation of xanthonoids in Hypericum androsaemum by benzophenone synthase, condensing a molecule of benzoyl-CoA with three malonyl-CoA, yielding to 2,4,6-trihydroxybenzophenone. This intermediate is subsequently converted by a benzophenone 3′-hydroxylase, a cytochrome P450 monooxygenase, leading to the formation of 2,3′,4,6-tetrahydroxybenzophenone.

Benzoyl-CoA is a substrate of benzoyl-CoA reductase.  This enzyme is responsible in part for the reductive dearomatization of aryl compounds mediated by bacteria under anaerobic conditions.

References

Thioesters of coenzyme A
De Havilland Iris. The de Havilland Iris was a British four-cylinder, liquid-cooled, horizontally opposed aero engine. Notable as the first aero engine to be designed by Geoffrey de Havilland it was produced in small numbers between 1909 and 1910 by Iris Cars Ltd of Willesden from which it took its name.

Design and development
By 1908 Geoffrey de Havilland had designed and built two motorcycle engines and was planning his first aircraft, the de Havilland Biplane No. 1. He had studied the engine used by the Wright brothers and believed that he could design a similar unit with an improved power-to-weight ratio. Whilst working as a designer for the Motor Omnibus Construction Company in London he produced drawings for his new engine over a period of three to four months and commissioned the Iris Cars Ltd, where his brother Ivon de Havilland had been the Chief Designer, to build it at a cost of £250.

The design featured a horizontally opposed, four-cylinder layout with a single camshaft operating poppet valves through pushrods that were hollowed to save weight. The crankshaft was supported on ball bearings which allowed a simple 'splash' lubrication system to be used. Cooling was by water with the cylinders being encased in copper jackets. The engine ran adequately but was not placed into series production. A small order was received from the British Government for use in airships.

1957 replica
In 1957 instructors and apprentices from the de Havilland Aircraft Company Technical School decided to construct a replica engine, almost 50 years after the original Iris was built. The Iris Motor Company had long since closed and its records, along with the original engine drawings, were destroyed by German bombing during World War II. Flight magazine had featured an article on the engine in May 1910 with a detailed technical description and line drawings. This information along with the original designer's memory were used to produce a new set of drawings and components. Several companies involved with the original engine assisted with new parts, Claudel-Hobson supplied the carburettor, Lodge Plugs Ltd the spark plugs and Simms Motor Units assisted with re-conditioning a magneto that had been borrowed from the London Science Museum.

Connected to a lathe via a belt drive, the engine started at the first attempt in May 1961 and idled steadily at 2-300 rpm. It is reported that the engine was then displayed in the showroom of the de Havilland Engine Company at Leavesden.

Applications

de Havilland Biplane No. 1
de Havilland Biplane No. 2
Government Balloon Factory Gamma

Specifications (Iris)

See also

References

Notes

Bibliography

Gough, Edward. A. The first D.H. engine. Flight, 27 July 1956.
Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .
McKay, Stuart. The Moth - Magazine of the de Havilland Moth Club, No. 150. de Havilland Moth Club Ltd. Berkhamsted, Hertfordshire. June 2010.

Iris
1900s aircraft piston engines
Boxer engines
Bitzer SE. Bitzer SE (Societas Europaea) is a manufacturer of refrigeration and air conditioning technology. In 2020, the company, which is headquartered in Sindelfingen, Germany, earned sales of €808 million. Bitzer SE has 72 locations and, as of 2020, had approximately 3,800 employees worldwide.

History
Martin Bitzer founded what would later become Bitzer in 1934 as Apparatebau für Kältetechnik. The company started out by manufacturing expansion valves and 2-cylinder DC piston compressors. By 1959, Martin Bitzer had expanded his company to 206 employees and was exporting his products to 56 countries.

In 1961, graduate engineer Ulrich Schaufler took over the Bitzer Kühlmaschinenbau GmbH company. He remained as its head until his death in 1979, when he was succeeded by his son, Peter Schaufler. The company had 270 employees and earned sales of 30 million German marks (DM).

Growth
In the following years, Peter Schaufler founded over 40 subsidiaries on all five continents, including production locations in Germany, Portugal, China, Australia, South Africa, Brazil, Indonesia and the United States. Bitzer is active shareholder in various companies and, most recently, acquired Denmark-based control solutions manufacturer Lodam electronics a/s in 2007, the transport cooling division of the Finnish company Lumikko in 2011, and, most recently, the long-standing company Armaturenwerk Altenburg GmbH in 2013. In all of its subsidiaries, Bitzer insists on an environmental policy that conserves resources, and the company has earned a wide variety of certifications.

In 2008, the parent company was restructured as a European Corporation (SE), Bitzer SE.

Products
The company manufactures components for refrigeration and air conditioning technology:

Reciprocating compressors
Screw compressors
Scroll compressors
Heat exchangers
Pressure vessels

References

External links
Bitzer Official Website
Air Conditioning Repair

German brands
Heating, ventilation, and air conditioning companies
Multinational companies
Manufacturing Commercial Vehicles. Manufacturing Commercial Vehicles (MCV) is an Egyptian manufacturer for buses and trucks. The manufacturing plant is located in El Salheya El Gedida ("New Salheya"), with the head office in Obour City, near Cairo. The manufacturer owns the trademark rights of the brands ECHOLINE, eVolution and MCV. Some models are assembled under the dual brand name Mercedes-Benz MCV.

History 
The company was founded in 1994 after a purchase of two factory facilities from the Ghabbour Group by Daimler AG. The production capacity in Egypt is 6,000 buses and 1,200 trucks a year.

Worldwide locations 
 Cuba: Since 1995 MCV Cuba is the official importer for vehicles of the Daimler AG. It is the only authorized dealer of Mercedes-Benz vehicles.
 Algeria: Since 2000 as importer
 United Arab Emirates (2002): Abu Dhabi
 United Kingdom (2002 after the purchase of Marshall Bus): Ely (MCV Bus & Coach)
 South Africa (Parow). 2007: Acquiring of the bus factory De Haan's Bus & Coach; annual production capacity: 150 buses. 
 Uzbekistan: In 2010 a joint venture with UzAvtosanoat was configured. The project is postponed.

Model overview

Commercial vehicles (passenger car classified) 
 Mercedes-Benz Sprinter (Generation T1N Mk. II)

Buses 
 ECHOLINE E10 / 20 (also known as Ecoline-DAFC and FOTON in the People's Republic of China)
 ECHOLINE E30 (also known as Ecoline-DAFC and FOTON in the People's Republic of China)
 ECHOLINE E40 (also known as Ecoline-DAFC and FOTON in the People's Republic of China)
 eVolution-MAN C100 / C110 / C120 (from 2004)
 eVolution-DENNIS C101 / C111 / C121 (from 2004)
 eVolution C123RLE (for Volvo B7RLE)
 eVolution C124RLE (for Mercedes-Benz OC500LE)
 MCV Evora
 MCV EvoSeti
 MCV Alfa
 MCV Ego (since 2006; Great Britain)
 MCV Stirling
 MCV DD103 (for Volvo B9TL)
 Mercedes-Benz MCV 200 Safari (since 2010, based on the Mercedes-Benz Atego)
 Mercedes-Benz MCV 240E (since 2008)
 Mercedes-Benz MCV 260C / R / S (since 2000)
 Mercedes-Benz MCV 260T 
 Mercedes-Benz MCV 400 E / H / R / T
 Mercedes-Benz MCV 500 (since 1996)
 Mercedes-Benz MCV 600 (since 1996)
 Mercedes-Benz MCV C120 / C120 LE
 Mercedes-Benz Tourismo
 Mercedes-Benz Travego (available in three different fronts)

Coaches
 MCV EvoTor

Trucks 
 Mercedes-Benz Actros (in licence of the Chinese Dongfeng Pika; vehicle parts are manufactured and delivered by Isuzu and Dongfeng Motor)
 Mercedes-Benz Atego 917 / 1325 AF / 1528 AF
 Mercedes-Benz Axor 1823 / 1923 / 1928
 Mercedes-Benz LN
 Mercedes-Benz MB 1728

References

External links
Manufacturing Commercial Vehicles official website
Mercedes-Benz MCV 600 Bus Exterior and Interior in 3D 4K UHD
Mercedes-Benz MCV 800 Bus Exterior and Interior in 3D

Vehicle manufacturing companies established in 1994
Bus manufacturers of Egypt
Egyptian brands
Truck manufacturers of Egypt
Qalyubiyya Governorate
Egyptian companies established in 1994
Conglomerate companies of Egypt
Trade Space Visualizer. The Trade Space Visualizer is a data visualization tool developed at the Applied Research Laboratory (ARL) at The Pennsylvania State University. Initial development started in 2002, and it is currently supported by a team at ARL/Penn State.

Overview 

The Trade Space Visualizer is a Java-based tool that includes multidimensional visualization techniques to display data files. The interface can load data in tabular format (.txt or .csv format). Recent work has focused on using the interface to drive underlying simulation models, by allowing users to place visual steering commands within data visualization plots.

Visualization Capabilities

 3D Glyph Plots
 2D Scatter Plot
 Scatter Matricies
 Parallel Coordinates
 Histogram plots
 Binned Plots

Additional Features
 Visual Steering
 Brushing/Linked Views
 Preference Shading	
 Pareto Frontiers
 Supports continuous, discrete, categorical, and datetime variables
 K-Means Clustering
 Principal Component Analysis
 Add Calculated Columns

Further reading 
 Stump, G.M., Lego, S., Yukish, M., Simpson, T. W., Donndelinger, J. A., Visual Steering Commands for Trade Space Exploration : User-Guided Sampling With Example. Journal of Computing and Information Science in Engineering, 2009. 9(4): p. 044501:1-10.
 Stump, G.M., Yukish, M., Simpson, T. W., and O'Hara, J. J. Trade Space Exploration of Satellite Datasets Using a Design By Shopping Paradigm. in IEEE Aerospace Conference. 2004. Big Sky, MT.

External links
 ARL/Penn State Trade Space Visualizer

Data and information visualization software
H. J. Gough. Herbert John Gough (26 April 1890 – 1 June 1965) was a British engineer and a research director. He was noted for his research on metal fatigue and he was the chief engineer at Unilever from 1945–55.

Early life
Herbert Gough was born in Bermondsey, London, in 1890. He attended the technical school at the Regent Street Polytechnic before winning a scholarship to University College School. 

In 1909 he became an apprentice at Vickers, Sons, progressing to become a design draughtsman by 1913; he also attended university lectures as part of his development. He duly graduated from the University of London with a BSc, to which he later added a DSc and PhD in engineering.

Great War
On the outbreak of war he joined the Signals branch of the Royal Engineers, being commissioned and serving from 1914 to May 1919. For his service as a signals officer in France and Flanders, he was twice mentioned in dispatches, and was awarded a military MBE in 1919.

Inter-war
Having joined briefly in 1914, Gough returned to work at the National Physical Laboratory, at Teddington, where he remained until 1938. His area of expertise was the study of material fatigue and, in 1933, he was elected a Fellow of the Royal Society (FRS).

Second World War
In 1938, he was appointed Director-General of Scientific Research at the Ministry of Supply. He was promoted to become Deputy Controller-General of all Research and Development at the MoS. His responsibilities included the Telecommunications Research Establishment at Malvern, Porton Down, and for the rocket station at Aberystwyth Port, Cardiganshire. 

For his war-service, Gough was made a Companion of the Order of the Bath in 1942, and in 1947 he was decorated with the Medal of Freedom with Silver Palm by the United States. 

In 1946, he presented the Thomas Hawksley Lecturer on Unexploded ordnance.

Post-War
After the war, Dr. Gough joined Unilever as Engineer-in-Chief; he retired in 1955. 

He was President of the IMechE in 1949.

Dr. Herbert Gough CB, MBE, FRS died in 1965.

Works
The fatigue of metals: with numerous diagrams and tables, Scott, Greenwood & Son, 1924

References

External links
"H.J. Gough", Google Scholar

1890 births
1965 deaths
People from Bermondsey
British Army personnel of World War I
British mechanical engineers
Fellows of the Royal Society
Royal Engineers officers
Members of the Order of the British Empire
Companions of the Order of the Bath
Alumni of the University of London
Scientists of the National Physical Laboratory (United Kingdom)
Alumni of the Regent Street Polytechnic
Kapoor Tunnel. The Kapoor Tunnel is a straight  subterranean route which is the main transport of water from the Sooke Lake to the Westshore, City of Victoria, Esquimalt, and the Saanich Peninsula. When it was determined that the Sooke Flowline would no longer meet the region's needs, the decision was made to excavate the tunnel. Prior to construction of the flowline, Arthur Adams, the consultant for the flowline construction, had proposed the Kapoor Tunnel be built. However, that era's technology was not yet up to the task.

Construction

The tunnel was formed by a miniature tunnel boring machine (TBM), which was built in Vancouver at a cost of $258,000. Excavation was undertaken from both ends with the intention of meeting in the middle. The machine was later abandoned and excavation was carried out manually due to the soft rock clogging the teeth and gears and causing motor burn outs.   The contractor quit and the water district completed the task in 1967. On completion, the tunnel was an engineering success.   Even without modern laser technology, the tunnel was joined only  off line. The project was almost incident free with the only major injury occurring when a worker's eye was damaged while drilling into a hole containing an undetonated stick of dynamite.

The project was a challenging feat due to a variety of factors:

The rock the tunnel was being bored through was a crumbly, unstable shale
Close quarters meant that only one cart could travel in the tunnel at a time
The tight space meant that only three men could work at the rock face, limiting progress to  per day
Fresh air needed to be pumped in from the surface deep into the tunnel
The narrow gauge railway restricted how much cement could be sent into the tunnel and slowed the lining process to  per day.

Route

The tunnel runs from the head tank near Sooke Lake, which maintains a constant pressure to the Japan Gulch UV Plant near Goldstream Provincial Park.

Maintenance

This tunnel can convey 580 million litres/day, 10 times greater than the Sooke Flowline, and provides water to all municipalities, except Sooke and the Highlands. Its final cost was $5.6 million. The Sooke Flowline had been leaking and was vulnerable to blow downs and rock slides.

Every January, the tunnel is shut off and the city transfers over to the district's secondary Goldstream system. Workers walk the  route to look for cracks and other defects.

References

Tunnels in British Columbia
Tunnels completed in 1970
Norman Charles Harris. Norman Charles Harris  (10 April 1887–3 May 1963) was a decorated World War I army engineer and Chairman of Commissioners of the Victorian Railways from 1940 to 1950.

Norman Charles Harris attended Scotch College, Melbourne and studied engineering at McGill University in Montreal. He worked for the Canadian Pacific Railway followed by the Hydro-Electric Power Co. in Tasmania and in 1913 became a draftsman for the Victoria Railways and then joining his father in the rolling stock division.

During World War I he served on the Western Front with the 2nd Divisional Engineers. He organised trench improvements and the construction of four bridges over the River Ancre near Albert, Somme. He was awarded the Military Cross and a Distinguished Service Order. After the war, he spent some time in England, studying their railway system.

Returning to Melbourne in 1919, he became Assistant Chief Mechanical Engineer in 1922, Chief Mechanical Engineer in 1928, a Commissioner in 1933, and Chairman of Commissioners in 1940.

The blue Melbourne Suburban Electric Harris trains were named after him in 1956.

References

1887 births
1963 deaths
Australian public servants
Australian recipients of the Military Cross
Australian Companions of the Distinguished Service Order
Australian military personnel of World War I
People educated at Scotch College, Melbourne
McGill University Faculty of Engineering alumni
People from Moonee Ponds, Victoria
Military personnel from Melbourne
Australian businesspeople in transport
Australian railway civil engineers
Businesspeople from Melbourne
Engineers from Melbourne
Electricidade e Aguas da Guine-Bissau. Electricidade e Aguas da Guine-Bissau (EAGB) is the national electricity and water company of Guinea Bissau. It is owned by the government and represents the country in the West African Power Pool. Installed electric capacity in 2001 was 1,100 kW; 2007 production was estimated to 65 million kWh, of which 100% came from fossil fuels.

In 2005 EAGB had about 15,300 electricity customers, of which 11,750 were metered and 3,500 non metered, and about 6,300 water customers, of which fewer than 300 were metered.

See also

 List of companies based in Guinea-Bissau

References

Electric power companies of Guinea-Bissau
Locomotives of the Great Northern Railway (Great Britain). The following is a list of locomotives built for the Great Northern Railway. As is customary, engine classes are organized according to the man who was locomotive superintendent when the class was introduced, and to whom the design is often attributed. Six men held this post during the existence of the Great Northern Railway.

Until 1868 engines were obtained from outside manufacturers, but after this date were increasingly built at the railway's own Doncaster Works, commonly known as the "Plant".

Some engines acquired second-hand or from absorbed companies have been omitted from these lists.

The system of classes was introduced in 1900. Engines withdrawn prior to that date will not have them.

Benjamin Cubitt (1846–1848)

Edward Bury (1848–1850)

Bury resigned after it was discovered he had placed orders for parts with his own firm, rather than another one which had offered a lower bid.

Archibald Sturrock (1850–1866)

Patrick Stirling (1866–1895)
Stirling built locomotives with domeless ("straightback") boilers.
Many were rebuilt by Ivatt with larger, domed boilers, and were placed
in a different class as shown in the table.

Henry Ivatt (1895–1911)

Nigel Gresley (1911–1923)

Preserved locomotives

References

Sources

 Locomotives
Locomotives of the Great Northern Railway (Great Britain)
Great Northern Railway (Great Britain)
Great Northern Railway (Great Britain)
Great Northern Railway (Great Britain)
!Great Northern Railway
Communauté Électrique du Bénin. The Communauté Electrique du Bénin - CEB (Electricity Community of Benin) is an international organisation co-owned by the governments of Bénin and Togo. It is in charge of developing electricity infrastructure in both countries, which strongly depend on energy imports from Ghana. Most of the energy consumed by Benin and Togo is generated in Ghana.

CEB owns the Nangbeto dam in Togo with an installed capacity of 64 MW. It has three customers: the Société Béninoise d'Énergie Électrique, Togo Electricité and the Togo Phosphates Agency (Office togolais des phosphates).

See also
 Energy in Benin

Electric power companies of Togo
Electric power companies of Benin
Thermo-dielectric effect. The thermo-dielectric effect is the production of electric currents and charge separation during phase transition.

This interesting effect was discovered by Joaquim da Costa Ribeiro in 1944. The Brazilian physicist observed that solidification and melting of many dielectrics are accompanied by charge separation. A thermo-dielectric effect was demonstrated with carnauba wax, naphthalene and paraffin. Charge separation in ice was also expected. This effect was observed during water freezing period, electrical storm effects can be caused by this strange phenomenon. Effect was measured by many researches - Bernhard Gross, Armando Dias Tavares, Sergio Mascarenhas etc. César Lattes (co-discoverer of the pion) supposed that this was the only effect ever to be discovered entirely in Brazil.

Further reading

External links
 Thermodielectric effect measurement

Thermodynamics
Electricity
Physical phenomena
Energy conversion
Doterel-class sloop. The Doterel class was a Royal Navy class of screw-driven sloops. They were of composite construction, with wooden hulls over an iron frame. They were a revised version of an 1874 design by the Royal Navy's Chief Constructor, William Henry White, the . Two of the class were lost, one to an explosion off Chile and one wrecked off Canada. Gannet is preserved at Chatham Historic Dockyard.

Design
The Nathaniel Barnaby design was a development of William Henry White's 1874 .  The graceful clipper bow of the Opsreys was replaced by a vertical stem and the engines were more powerful. They were of composite construction, with wooden hulls over an iron frame.

Propulsion
Power was provided by three cylindrical boilers, which supplied steam at  to a two-cylinder horizontal compound-expansion steam engine driving a single  screw.  This arrangement produced  and a top speed of between .

Armament
They were armed with two 7-inch (90cwt) muzzle-loading rifled guns on pivoting mounts, and four 64-pounder muzzle-loading rifled guns (two on pivoting mounts, and two broadside). Four machine guns and one light gun completed the weaponry.

Sail plan
All the ships of the class were provided with a barque rig, that is, square-rigged foremast and mainmast, and fore-and aft sails only on the mizzen mast.

Crew
They had a complement of approximately 140 men.

Ships

Citations

References

Sloop classes
 
 Doterel
Auxiliary gateship classes