omniomni/omni-engineering huggingface dataset:
Suspension (mechanics). In mechanics, suspension is a system of components allowing a machine (normally a vehicle) to move smoothly with reduced shock.

Types may include:
 car suspension, four-wheeled motor vehicle suspension
 motorcycle suspension, two-wheeled motor vehicle suspension
 Motorcycle fork, a component of motorcycle suspension system
 bicycle suspension

Related concepts include:
Shock absorber
Shock mount
Vibration isolation
Magnetic suspension
Electrodynamic suspension
Electromagnetic suspension

See also
Cardan suspension
Seismic base isolation

Mechanics
Chen Yung-Jui. Chen Yung-Jui received his BS in Physics from National Tsing Hua University in 1969 and Ph.D. in Physics at the University of Pennsylvania (1976). After a brief postdoctoral period at Penn, he joined the Advanced Microelectronic Laboratory at McDonnell Douglas Astronautics Co. in 1977. From 1980 to 1987, Dr. Chen conducted fiber optical communications related research at GTE Laboratories. During the ten years in industry, he worked on MOS/MNOS VLSI technology, wafer scale integration, Ultra-fast optical spectroscopy, nonlinear optics of semiconductors and organic polymers, integrated optics and optoelectronic devices. In 1987, he moved to academe and became one of the founding faculty members of the Department of Electrical Engineering at University of Maryland, Baltimore County.

Dr. Chen is currently the UMBC Presidential Research Professor, a full professor of Computer Science and Electrical Engineering and the Director of Photonics Technology Laboratory. His group's current research interest covers photonic integrated device design, processing, testing, material sciences and physics, WDM broadband optical communications and networking.  Dr. Chen is a fellow of Optical Society of America and Photonics Society of Chinese Americans, senior member of IEEE and member of American Physical Society.

External links
 Chen Yung-Jui's website

 

University of Maryland, Baltimore County faculty
Senior members of the IEEE
Living people
National Tsing Hua University alumni
American people of Taiwanese descent
Year of birth missing (living people)
Sodium stearate. Sodium stearate (IUPAC: Sodium Octadecanoate) is the sodium salt of stearic acid. This white solid is the most common soap.  It is found in many types of solid deodorants, rubbers, latex paints, and inks. It is also a component of some food additives and food flavorings.

Use
Having the characteristics of soaps, sodium stearate has both hydrophilic and hydrophobic parts, a carboxylate and a long hydrocarbon chain. These two chemically different components induce the formation of micelles, which present the hydrophilic heads outwards and their hydrophobic (hydrocarbon) tails inwards, providing a lipophilic environment for hydrophobic compounds. The tail part dissolves the grease or dirt and forms the micelle. It is also used in the pharmaceutical industry as a surfactant to aid the solubility of hydrophobic compounds in the production of various mouth foams.

Production
Sodium stearate is produced as a major component of soap upon saponification of oils and fats.  The percentage of the sodium stearate depends on the ingredient fats.  Tallow is especially high in stearic acid content (as the triglyceride), whereas most fats only contain a few percent.  The idealized equation for the formation of sodium stearate from stearin (the triglyceride of stearic acid) follows:

(C18H35O2)3C3H5  +  3 NaOH   →   C3H5(OH)3  +  3 C18H35O2Na

Purified sodium stearate can be made by neutralizing stearic acid with sodium hydroxide.

 C17H35COOH+NaOH→C17H35COONa+H2O

References

External links
 Safety Data

Organic sodium salts
Stearates
Soaps
Anionic surfactants
Sodium dichromate. Sodium dichromate is the inorganic compound with the formula Na2Cr2O7. However, the salt is usually handled as its dihydrate Na2Cr2O7·2H2O. Virtually all chromium ore is processed via conversion to sodium dichromate and virtually all compounds and materials based on chromium are prepared from this salt. In terms of reactivity and appearance, sodium dichromate and potassium dichromate are very similar. The sodium salt is, however, around twenty times more soluble in water than the potassium salt (49 g/L at 0 °C) and its equivalent weight is also lower, which is often desirable.

Preparation
Sodium dichromate is generated on a large scale from ores containing chromium(III) oxides.  The ore is fused with a base, typically sodium carbonate, at around 1000 °C in the presence of air (source of oxygen):

This step solubilizes the chromium and allows it to be extracted into hot water.  At this stage, other components of the ore such as aluminium and iron compounds, are poorly soluble.  Acidification of the resulting aqueous extract with sulfuric acid or carbon dioxide affords the dichromate:

The dichromate is isolated as the dihydrate by crystallization.  In this way, many millions of kilograms of sodium dichromate are produced annually.

Since chromium(VI) is toxic, especially as the dust, such factories are subject to stringent regulations.  For example, effluent from such refineries is treated with reducing agents to return any chromium(VI) to chromium(III), which is less threatening to the environment.  A variety of hydrates of this salt are known, ranging from the decahydrate below 19.5 °C (CAS# ) as well as hexa-, tetra-, and dihydrates.  Above 62 °C, these salts lose water spontaneously to give the anhydrous material.
It is crystallised around 30 to 35 degrees C

Reactions
Dichromate and chromate salts are oxidizing agents.  For the tanning of leather, sodium dichromate is first reduced with sulfur dioxide.

In the area of organic synthesis, this compound oxidizes benzylic and allylic C-H bonds to carbonyl derivatives. For example, 2,4,6-trinitrotoluene is oxidized to the corresponding carboxylic acid.  Similarly,  2,3-dimethylnaphthalene is oxidized by Na2Cr2O7 to 2,3-naphthalenedicarboxylic acid.

Secondary alcohols are oxidized to the corresponding ketone, e.g. menthol to menthone; dihydrocholesterol to cholestanone:

Relative to the potassium salt, the main advantage of sodium dichromate is its greater solubility in water and polar solvents like acetic acid.

For hexavalent chrome plating, chromate is converted to the so-called chromic acid (essentially chromium trioxide) by sulfuric acid.

Sodium dichromate can be used in fluorene to fluorenone conversion.

Safety
Like all hexavalent chromium compounds, sodium dichromate is carcinogenic. The compound is also corrosive and exposure may produce severe eye damage or blindness. Human exposure further encompasses impaired fertility, heritable genetic damage and harm to unborn children.

References

Sodium compounds
Dichromates
Oxidizing agents
X24 engine. The X-24 is one of the few configurations of X-type engines known to have been produced. The design consists of four banks of six cylinders with a common crankshaft. This is lighter than other multi-bank designs, which require multiple crankshafts. Few of the X-24 engines developed saw service, and their production lifetimes were very limited. Postwar developments of the turbojet and turbofan engines obviated the need for large piston aircraft engines of this type.

In the United Kingdom, Rolls-Royce produced the  Vulture X-24 based on the Peregrine (which was itself a highly developed Kestrel). The Peregrine proved troublesome, and the Vulture inherited many of the Peregrine's problems, as well as some of its own, and proved unsuccessful. The company also developed the smaller Exe of  for use in naval aircraft. Development work on all these engines ended in 1941 as Rolls-Royce concentrated on the Griffon and Merlin.

In Italy, the development of the Isotta Fraschini Zeta R.C. 24/60 of  was curtailed due to the Italian armistice. Meanwhile, in Germany, the substantially larger  Daimler-Benz DB 604, intended for use in the Bomber B program, was cancelled on instructions from the RLM in 1942.

In the Soviet Union the large ( or  wide) Dobrotvorskiy MB-100 was developed in 1942 and mounted on a Yermolayev Yer-2 bomber. The construction was based on duplication of Klimov VK-105 V-12 engines, but the MB-100 wasn't reliable and consumed almost  of fuel per hour, weighed  and developed  (nominal) in 1942 and  (nominal/take-off) by 1945.

References 

Piston engine configurations
X engines
Mid-City Transitway. The Mid-City Transitway is a concept for the use of the right-of-way formerly proposed for the Crosstown Expressway in Chicago, Illinois.  The uses being studied include  a bus-only rapid-transit road (similar to a two-lane road running from McCormick Place north to the Loop), a truck-only bypass around the city center, or a rail rapid transit system (the favored and most feasible of the three primary concepts). 

Feasibility studies began in late 2002 and were commissioned by Richard M. Daley, then mayor of Chicago.

Current studies into the Mid-City Transitway utilize a dormant Beltway Railroad railway embankment just east of Cicero Avenue (Illinois Route 50) and other abandoned rail rights-of-way. The feasibility studies will help determine whether a two or four-lane highway can be built atop the embankment. The study corridor is 22 miles (35.4 km) in length.  , although feasibility studies have largely been completed,  according to published reports, recent economic difficulties in city and state finances have made the initiation of construction on the project increasingly unlikely to proceed within the next seven to ten years.

Proposed junctions

Rapid transit line

Montrose
Irving Park/Milwaukee
Addison
Belmont
Diversey
Fullerton
Armitage
North
Division
Chicago
Lake----Transfer To CTA Green Line
Congress----Transfer To CTA Blue Line
Roosevelt
Cermak----Transfer To CTA Pink Line
35th/Hawthorne
47th
Archer
Midway
67th
Ford City
79th
83rd
Cicero
Pulaski/Southwest
Kedzie
Western
Racine
Halsted
Shields
87th

See also
 Urban Ring Project (MBTA) in Boston, MA

References
 Hinz, G. (2002). Daley Goes Down Crosstown Road. Crain's Chicago Business, November 4, 2002 via Chicago-L.org. Retrieved December 27, 2005.
 McClendon, D. (2004). Expressways. Encyclopedia of Chicago. Retrieved December 27, 2005

External links
 City of Chicago: Mid-City Transitway

Expressways in the Chicago area
Proposed railway lines in Illinois
Richard M. Daley
Yarder. A yarder is piece of logging equipment that uses a system of cables to pull or fly logs from the stump to a collection point.  It generally consists of an engine, drums, and spar, but has a range of configurations and variations, such as the swing yarder.

Early Yarders

The early yarders were steam powered.  They traveled on railroads, known as "dummylines", and felled trees were dragged or "skidded" to the railroad where they were loaded onto rail cars. Popular brands included Willamette, Skagit, Washington, Tyee, or Lidgerwood and Clyde, built by Clyde Ironworks in Duluth, Minnesota. Although these machines appear to be large and cumbersome, they were highly productive.  The Clyde was capable of retrieving logs from four different points at the same time.  Each cable, or lead, was approximately 1000 feet in length.  Once the logs were attached and a clearance signal was sent for retrieval, the logs could be skidded at a speed of 1000 feet per minute, which is around 10 mph (1MPH = 88 fpm = 26.8 meter per minute).  Working conditions around these machines were very dangerous.

Modern Cable Logging

Cable logging, used primarily on the North American west coast, uses a yarder, loaders and grapple yarders.

See also
Cable logging
Swing yarder
Steam donkey – a similar, smaller logging machine
Washington Iron Works Skidder

References

External links
 Cable Logging
 Yarders on the Ritchiewiki

Logging
Log transport
Forestry equipment
Houston, We've Got a Problem. Houston, We've Got a Problem is a 1974 American made-for-television drama film about the Apollo 13 spaceflight, directed by Lawrence Doheny and starring Ed Nelson in the role of NASA Flight Director Gene Kranz.

Technical and historical accuracy

The title of the film is a misquotation of the ominous announcement made by Commander Jim Lovell following the explosion of an oxygen tank which tore off the side of the spacecraft's service module. Lovell actually said, "Houston, we've had a problem".

The film does not focus on the spaceflight itself, but rather on the crises in Mission Control. Jim Lovell wrote a letter to TV Guide about the film, saying that the crises in Mission Control were dramatized. Lovell called the film "fictitious and in poor taste."

Executive producer Herman Saunders said he could have never sold the television station on a documentary and that warnings were added to the film to indicate it was fictitious.

References

External links

1974 films
1974 television films
Films about the Apollo program
American television films
American films based on actual events
Films produced by Harve Bennett
Films set in 1970
Films set in Houston
Films shot in Houston
Apollo 13
William F. Ballhaus Jr.. William F. Ballhaus Jr. (born January 28, 1945) is an American engineer.  From 2001 to 2007, he was president and chief executive officer of The Aerospace Corporation, an independent, nonprofit organization dedicated to the objective application of science and technology toward the solution of critical issues in the nation’s space program.

He previously worked for Lockheed Martin Corporation, Martin Marietta Corporation and was director of NASA's Ames Research Center.  He holds three engineering degrees from the University of California, Berkeley where he was a member of Phi Kappa Tau fraternity.

With his election into the NAE, he and his father, William F. Ballhaus Sr., became the first father-son members of NAE.

References

External links
National Academy of Engineering member page

1945 births
Living people
UC Berkeley College of Engineering alumni
American aerospace engineers
Members of the United States National Academy of Engineering
American nonprofit chief executives
Lockheed Martin people
Martin Marietta people
Preiss RHJ-8. 

The Preiss RHJ-8 is a homebuilt side-by-side two-seat flapped glider. It is an evolution of the Preiss RHJ-7, which was developed from a Schreder HP-14. First flown in 1970. The wingspan was slightly increased and the empennage was changed to a T-configuration, with the stabilator mounted atop the vertical stabilizer. The undercarriage is partially retractable (modified by some builders to be fully retractable) and the large canopy swings open to the rear.

Specifications

References
An RJH-8 owner's page
sailplanedirectory.com

1970s United States sailplanes
Glider aircraft
Aircraft first flown in 1970
Preiss RHJ-7. 

The Preiss RHJ-7 is a side-by-side two-seat flapped glider developed by Preiss from a Schreder HP-14. The design used standard HP-14 wings with a 2 ft (0.6 m) center section added to the fuselage, V-tail, fixed undercarriage and a single control stick between the seats. The RHJ-7 first flew in 1966 and was the starting point for the RHJ-8 and RHJ-9 variants, also homebuilts.

Specifications

References
Sailplane Directory

1960s United States sailplanes
Glider aircraft
Aircraft first flown in 1966
V-tail aircraft
Preiss RHJ-9. The Preiss RHJ-9 is an evolution of the RHJ-7 and RHJ-8 side-by-side two-seat flapped homebuilt gliders. The wingspan was increased to 18.29 m and the maximum mass was raised to 500 kg. A wing construction similar to that of the later HP-18 was adopted employing foam ribs bonded to the aluminum spars and skins. It first flew in 1978.

Specifications

References
sailplanedirectory.com

External links
An RHJ-9 owner's page

1970s United States sailplanes
Glider aircraft
Aircraft first flown in 1978
Super-class ferry. The Super-class ferries are a class of , 144-car ferries built in 1967 for Washington State Ferries.

History 
The Super-class ferry was designed to complement the smaller  ferries, as well as to replace the aging . The design of the Super class was done in Seattle by W.C. Nickum and Sons, a naval architectural firm, and Washington State Ferries. Funding for the Super-class ferry design and construction was made available by the United States Department of Housing and Urban Development (HUD), and state and federal funds. Once the design was complete, a low bid was accepted by the National Steel and Shipbuilding Company in San Diego, California, which constructed all four vessels over a period of two years.

The Super class was to designed to accommodate the rapidly expanding population growth in Puget Sound, especially in the Bremerton and Bainbridge Island areas. Each vessel was rated with a  top speed, which was relatively unheard of in large ferries at the time. All four vessels in the class feature a two-level passenger deck and a vast sun deck with full access via sheltered outdoor stairwells at both ends of the vessel, indoor staircases via both passenger decks, and elevators which were later added to meet ADA requirements.

The first ferry to enter service, in 1967, was the , which replaced the Kalakala on the Seattle–Bremerton route. The 20-knot speed enabled the  crossing to be made in 45 minutes, as opposed to an hour and fifteen minutes on the Kalakala which traveled at a maximum of . Second to enter service was the  in 1968, on the Seattle–Bainbridge Island route. The last two were the  (Seattle–Bremerton) and  (Seattle–Bainbridge Island), which entered service later that year.

The Super class was displaced on the Seattle–Bainbridge route less than five years later by the even larger  ferries. Starting in 2019, the Super class was replaced by the  ferries.

Ferries 
The Super class consisted of four vessels. As of September 2021, two of those vessels are still in active service, and the other two have been retired.

The class consists of:
  – retired June 30, 2019
  – in active service as of September 2021
  – in active service as of September 2021
  – retired April 17, 2020

References

External links 
Washington State Ferries class information
archived copy of Washington State Ferries history from 2017

Washington State Ferries vessel classes
Ferry classes
9,10-Dithioanthracene. 9,10-Dithioanthracene (DTA) is an organic molecule and a derivative of anthracene with two thiol groups. In 2004, DTA molecules were demonstrated to be able to "walk" in a straight line (reportedly a first) on a metal surface by, in effect, mimicking the bipedal motion of a human being. The sulfur-bearing functional groups on either side (referred to as "linkers") serve as the molecule's "feet". When the compound is heated on a flat copper surface, the linkers raise up, alternating from side to side, and propel the molecule forward.

During testing at UC Riverside's Center for Nanoscale Science and Engineering, the molecule took about 10,000 unassisted nano-scale steps, moving in a straight line without requiring the assistance of nano-rails or nano-grooves for guidance. As described by one of the researchers, "Similar to a human walking, where one foot is kept on the ground while the other moves forward and propels the body, our molecule always has one linker on a flat surface, which prevents the molecule from stumbling to the side or veering off course." Researchers believe the project could lead to the development of molecular computers in which DTA or other similar molecules would function as nano-abacuses.

References

Thiols
Nanomaterials
Anthracenes
Nano-abacus. A nano-abacus is a nano-sized abacus that performs basic arithmetic computations using various forms of nanotechnology including photonics and lateral mechanical stimulation of molecular motion with a scanning tunneling microscope (STM) tip by repulsion. The nano-abacus has the potential to be used in a variety of nanotechnological inventions such as the nano-computer.

History

IBM Nano-abacus
The first nano-abacus was developed on November 13, 1997 by physicist James Gimzewski at an IBM research laboratory in Zürich, Switzerland. Gimzewski's initial idea for the device was inspired by the Japanese soroban. The creation of the nano-abacus was sponsored by the Swiss Federal Office of Education and Science within the European Strategic Program for Research in Information Technology (ESPRIT) of the European Union as part of IBM's "PRONANO" (processing on the nanometer scale) project.

Gimzewski's nano-abacus consists of stable rows containing ten molecules acting as railings.  The beads are made up of buckminsterfullerene constrained by one-atom-high ridges on a copper sheet and are pushed around by the tip of a scanning tunneling microscope at room temperature to create a calculation and allow it be viewed when operated in imaging mode.

Gimzewski, along with physicists Maria Teresa Cuberes and Reto R. Schlittler, found that their device was capable of controllably repositioning C60 molecules with a scanning tunneling microscope tip along Cu(111) mono-atomic steps at room temperature.

Chip-scale all-optical abacus
A similar nanoscopic optical abacus was developed in 2017 by a team of international researchers led by Professor C. David Wright from the University of Exeter. The team's chip-scale all-optical abacus uses picosecond light pulses to perform arithmetic computations. The device has proved successful in calculating with multi-digit numbers using equivalent photonic phase-change cells.

References

Nanotechnology
Frederick Remsen Hutton. Frederick Remsen Hutton, M.E., Sc.D. (1853 – New York City May 14, 1918) was an American mechanical engineer, consulting engineer, educator, editor of the Engineering Magazine  and president of the American Society of Mechanical Engineers in the year 1907–08.

Biography 
Hutton was born in New York City, graduated from Columbia College in 1873, and from Columbia School of Mines in 1876.  He was employed there in several positions until he retired in 1907.  Columbia gave him the honorary degree of Sc.D. in 1904.

In 1892 he became associate editor of the Engineering Magazine.  From 1883 to 1906 he was secretary of the American Society of Mechanical Engineers; and he became president of the organization in 1907. In 1911 he was consulting engineer for the department of water, gas, and electricity of New York City, and he served as chairman of the technical committee of the Automobile Club of America for many terms. He wrote reports on machine tools for the census of 1880 and multiple books.

Sinclair and Hull (1980) reflected, that "Frederick Hutton was eager to have the Society also determine a standard for rating steam-boiler capability, and observed 'it is part of our duty, no doubt, to establish gauges and standards.'33 In the drive to rationalize American industry that began to gather force in the last quarter of the nineteenth century, standardization was to the engineer what administration was to the manager. Within the technologically complex mechanical industries, especially, the creation of standard parts and uniform practices gave the engineer control over anomaly."

Publications, a selection 
 Frederick Remsen Hutton, Mechanical Engineering of Power Plants (1897; third edition, 1909); 
 Frederick Remsen Hutton, Heat and Heat Engines (1899); 
 Frederick Remsen Hutton, The Gas-Engine (1903; third edition, 1908).
  Frederick Remsen Hutton, A history of the American Society of Mechanical Engineers from 1880 to 1915, 1915

References

1853 births
1918 deaths
American engineering writers
American engineers
Columbia School of Mines alumni
Columbia College (New York) alumni
Louis Doremus Huntoon. Louis Doremus Huntoon, E.M., M.A. (1869–1937) was an American mining engineer, born at Paterson, New Jersey, and educated at the New York College of Pharmacy and the School of Mines of Columbia University (1895).  He was employed as a chemist and assayer in Colorado in 1895-96 and mining and metallurgical engineer in New York in 1896-1903, and he remained in New York afterwards.  He became consulting engineer in New York City after 1911.

References

External links
Obituary from New York Times (copy on genealogical website)

American mining engineers
Engineers from Paterson, New Jersey
Columbia School of Engineering and Applied Science alumni
1869 births
1937 deaths