omniomni/omni-engineering huggingface dataset:
Boron tribromide. Boron tribromide, BBr3, is a colorless, fuming liquid compound containing boron and bromine. Commercial samples usually are amber to red/brown, due to weak bromine contamination. It is decomposed by water and alcohols.

Chemical properties
Boron tribromide is commercially available and is a strong Lewis acid.

It is an excellent demethylating or dealkylating agent for the cleavage of ethers, also with subsequent cyclization, often in the production of pharmaceuticals.

The mechanism of dealkylation of tertiary alkyl ethers  proceeds via the formation of a complex between the boron center and the ether oxygen followed by the elimination of an alkyl bromide to yield a dibromo(organo)borane.

ROR + BBr3 → RO+(−BBr3)R → ROBBr2 + RBr

Aryl methyl ethers (as well as activated primary alkyl ethers), on the other hand are dealkylated through a bimolecular mechanism involving two BBr3-ether adducts.

RO+(−BBr3)CH3 + RO+(−BBr3)CH3→   RO(−BBr3)  + CH3Br + RO+(BBr2)CH3

The dibromo(organo)borane can then undergo hydrolysis to give a hydroxyl group, boric acid, and hydrogen bromide as products.

ROBBr2 + 3H2O → ROH + B(OH)3 + 2HBr

It also finds applications in olefin polymerization and in Friedel-Crafts chemistry as a Lewis acid catalyst.

The electronics industry uses boron tribromide as a boron source in pre-deposition processes for doping in the manufacture of semiconductors.
Boron tribromide also mediates the dealkylation of aryl alkyl ethers, for example demethylation of 3,4-dimethoxystyrene into 3,4-dihydroxystyrene.

Synthesis
The reaction of boron carbide with bromine at temperatures above 300 °C leads to the formation of boron tribromide. The product can be purified by vacuum distillation.

History
The first synthesis was done by Poggiale in 1846 by reacting boron trioxide with carbon and bromine at high temperatures:

B2O3 + 3 C + 3 Br2  → 2 BBr3 + 3 CO

An improvement of this method was developed by F. Wöhler and Deville in 1857. By starting from amorphous boron the reaction temperatures are lower and no carbon monoxide is produced:

2 B + 3 Br2  → 2 BBr3

Applications
Boron tribromide is used in organic synthesis, pharmaceutical manufacturing, image processing, semiconductor doping, semiconductor plasma etching, and photovoltaic manufacturing.

See also
 List of highly toxic gases

References

Further reading

External links
 Boron Tribromide at The Periodic Table of Videos (University of Nottingham)
 NIOSH Pocket Guide to Chemical Hazards - Boron Tribromide (Centers for Disease Control and Prevention)
 
 

Boron compounds
Bromides
Boron halides
Acid catalysts
British Rail 15107. British Rail 15107 was a 0-6-0 diesel-electric shunter locomotive commissioned by the Great Western Railway from its Swindon Works, but delivered to British Railways after nationalisation. It had a Petter 4-cylinder engine. Its shed allocation in 1950 was Western Region, 82B, St Philip's Marsh, Bristol.

Number 15107 had a short life and never acquired a British Railways classification. It was withdrawn in June 1958 and broken up at Swindon.

See also

 British Rail Class D3/14
 GWR diesel shunters
 List of British Rail classes

Sources

 Brush Diesel & Electric Locomotive Works List, re-printed by the Industrial Railway Society in 1999
 Ian Allan ABC of British Railways Locomotives (various dates)
 "Western Region Allocations", pp. 38–39, published in 1953 by the Locomotive Club of Great Britain

 15107
Brush Traction locomotives
C locomotives
Individual locomotives of Great Britain
Railway locomotives introduced in 1949
Scrapped locomotives
Unique locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Shunting locomotives
Thebes Bridge. The Thebes Bridge is a five-span cantilever truss bridge carrying the Union Pacific Railroad (previously carried the Missouri Pacific and Southern Pacific, in a joint operation) across the Mississippi River between Illmo, Missouri and Thebes, Illinois. It is owned by the Southern Illinois and Missouri Bridge Company, now a Union Pacific subsidiary.

History
The Southern Illinois and Missouri Bridge Company was incorporated in Illinois on December 28, 1900, to own the bridge and  of connecting rail line. It was initially owned equally by the Chicago and Eastern Illinois Railroad, Illinois Central Railroad, Missouri Pacific Railway, St. Louis, Iron Mountain and Southern Railway, and St. Louis Southwestern Railway.

Following approval of the bridge plans in 1902, limited construction activities began that year.  Following litigation over right of way that prevented certain work from proceeding from May 1902 to April 1903, construction continued with the concrete arch approach structures in 1903, and the bridge superstructure itself in 1904.  The legal issues "delayed considerably" the completion of the Missouri approach work, one of the main river piers, and led to an increased expense in constructing the superstructure. The bridge was dedicated in May 1905.

The designer of the bridge was Polish-American engineer Ralph Modjeski.  Contractors included C. Macdonald & Co. of New York, J.S. Paterson Construction Company of Chicago, MacArthur Brothers of Chicago, and American Bridge Company of New York.  The American Bridge Company in turn subcontracted the superstructure's erection to Kelley-Atkinson Construction Co of Chicago.

The Missouri Pacific and SLIM&S merged in 1917, and in 1945 the C&EI sold its 1/5 share to the Missouri Pacific, giving the latter company, since merged into the UP, a majority interest.

See also

List of crossings of the Upper Mississippi River

References

Further reading

Moody's Steam Railroads 1949 by John Moody of Moody's Investor Service

Truss bridges in the United States
Railroad bridges in Missouri
Railroad bridges in Illinois
Bridges over the Mississippi River
Bridges completed in 1905
Union Pacific Railroad bridges
Chicago and Eastern Illinois Railroad
Illinois Central Railroad
Missouri Pacific Railroad
St. Louis Southwestern Railway
Buildings and structures in Scott County, Missouri
1905 establishments in Illinois
1905 establishments in Missouri
Interstate vehicle bridges in the United States
Transportation in Scott County, Missouri
Transportation in Alexander County, Illinois
Buildings and structures in Alexander County, Illinois
Dieter Oesterlen. Dieter Oesterlen (April 5, 1911 – April 6, 1994) was a German architect. He re-built the Leineschloss, the Marktkirche, and the opera house all in Hanover after the destruction of World War II.

Oesterlen's father was the chief engineer of a turbine factory in Heidenheim. His family left the town for Berlin during World War I. From Berlin they moved again to Hanover after his father was appointed professor of turbine technology at the local technical college. The foundations to Oesterlen's training in architecture began here. He regularly visited exhibitions at the Kestner Society. He attended evening classes in freehand drawing at the School of Applied Arts. As a young man he worked in some unorthodox places. For instance, after completing high school he worked, as part of his practical requirements, at the construction site of the Oder-Dam as a carpenter. He was a great observer and absorbed much by merely going from place to place. Before he began a formal training as an architect he was already an informal student of architecture. The strict objectivity of the Bauhaus building in Dessau, which Oesterlen visited in the years before he started his architectural degree, made a lasting impression on him.

Education
In 1930 Oesterlen enrolled at the University of Stuttgart, where he trained under Paul Schmitthenner. The latter's conservative architectural philosophy, which later went on to be known as the Stuttgart School, was as far removed from the Bauhaus ideals as it could be. This did create a dilemma for Oesterlen. But he was also drawn to Schmitthenner's philosophy of looking at a building's design and detail as a homogeneous whole.

Early career
After graduating from university, Oesterlen worked for a year at  in Stuttgart. Then he enrolled at the Institute of Technology in Berlin-Charlottenburg. There he initially studied with Heinrich Tessenow, but changed a semester later to learning from Poelzig, who was at that time regarded as the best teacher of architecture in the Weimar Republic. His work was part of the architecture event in the art competition at the 1936 Summer Olympics.

References

1911 births
1994 deaths
Academic staff of the Technical University of Braunschweig
20th-century German architects
Olympic competitors in art competitions
1S. 1S or 1s may refer to:

 1s electron, in an atomic orbital
 Sabre (computer system)'s IATA code
 1S, a series of Toyota S engines
 SSH 1S (WA); see Washington State Route 502, Washington State Route 503
 One shilling (British coin)

See also
Shilling
Second
 Ones (disambiguation)
S1 (disambiguation)
Non-silicon robot. Non-silicon robots are robotic systems that include no traditional computers, integrated digital or analog solid state devices, or other solid-state electronic devices.  The term non-silicon robot is often used to describe a robot that has some autonomous abilities.  

As a simple example, a non-silicon mobile robot could consist of a platform base with drive wheels and steering system connected to a series of mechanical switches arranged around the exterior of the robot so that when the robot collides with an object the switches are triggered so that it reverses direction.

One of the most important areas of non-silicon robotics includes molecular and nano-scale machines.

History 
 
Any robotic system that was built before the advent of modern electronics could be considered a non-silicon robot. Automation has been a significant component of  industry for over 150 years and pre-transistor control systems of the 1930s and 1940s were fairly sophisticated.  These control methods are largely forgotten.  Such systems use pneumatic, mechanical and electric control systems.

With some notable early exceptions (W. Grey Walter), in the modern era,  non-silicon robots have been mainly confined to obscure research and purely teleoperated robots and have received relatively little attention.  However, this is changing with the development of non-traditional computing technologies such as molecular computing (unconventional computing and non-silicon computing).

Journals and conferences 
International Journal of Unconventional Computing
Unconventional Computing
From Utopian to Genuine Unconventional Computers

-
Gene editing. Gene editing may refer to:

Genetic engineering of any organism by genome editing. Gene editing is the emerging molecular biology technique which makes very specific targeted changes by insertion, deletion or substitution of genetic material in an organism's DNA to obtain desired results. Examples of gene editing are CRISPR, zinc finger nuclease, transcription activator-like effector nuclease (TALEN), oligonucleotide directed mutagenesis + meganucleases.
Genome editing, a type of genetic engineering
Gene therapy, the therapeutic delivery of nucleic acid polymers into a patient's cells as a drug to treat disease
CRISPR gene editing, a genetic engineering technique.CRISPR are termed as (site directed nucleases) SDN since they target specific part of genome, there are 3 different categories of SDN. SDN1 makes random mutations at target site to repair the damaged host DNA without involving any foreign DNA.  SDN2 uses small non coding homologous repair DNA to achieve specific nucleotide sequence to repair the host DNA by (homology directed repair) HDR which is a natural nucleic acid repair system.  SDN3 uses a large stretch of protein coding donor DNA which is targeted for insertion through HDR at a predefined genomic locus.
TALEN editing, using transcription activator-like effector nucleases. TALENs are another type of genome editing tool. They work by using engineered proteins that can recognize and bind to specific DNA sequences, which then triggers a cut in the DNA. TALENs are less efficient than CRISPR/Cas9, but they are still a useful tool for genome editing.
Zinc finger editing, using zinc finger nucleases 
Natural genetic engineering (NGE) has been proposed by molecular biologist James A. Shapiro to account for novelty created in the course of biological evolution.

See also
Genetic editing, an approach to scholarly editing of literary texts
ELV. ELV or ELVs may refer to:

Elfin Cove Seaplane Base, an airport in Alaska that has IATA code ELV
End of Life Vehicles Directive, a European Union directive to facilitate recycling and reuse of old automobiles (ELV means "End-of-Life Vehicles")
Ensemble de Lancement Vega, another designation for the ELA-1 launch pad
Ethel Lilian Voynich (1864–1960), known as ELV, Anglo-Irish novelist and musician
Expendable launch vehicle, a single-use space launch vehicle used in an expendable launch system
Experimental law variations, the so-called Stellenbosch Laws in rugby union
Extra-low voltage, an electrical standard designed to protect against electric shock
, a form of direct debit transaction popular in Germany, popularly known as  or

See also 
 Elf (disambiguation)
British Rail Class D3/9. British Rail Class D3/9 was a class of four locomotives built by the London and North Eastern Railway at their Doncaster Works in England. It was a diesel powered locomotive in the pre-TOPS period, they could also be used as mobile power stations if required.

Five locomotives were due to be built, only four saw completion, with the final becoming a Class D3/14.

Allocations 
The allocations for the four locomotives are similar, all having worked in Stratford, March and Crewe.

15000 
Upon completion in July 1944, it was used as the works shunter at Doncaster Works and as a shunter at Doncaster Shed. in August 1944 it was sent to Stratford Shed, where it was used at Temple Mills and Goodmayes Yards. It moved to March Shed after nationalisation alongside 15001. In November 1946, it moved to Eastfield Shed in Glasgow and worked at Cadder and Sighthill Yards. In December 1946, it returned to March. In January 1966, it moved to Crewe Diesel Depot, moving to Stoke shed in February and Crewe South depot in April 1966. In August 1968, it was sold to A. King Scrap Merchant in Norwich and was cut up by the end of the month.

15001 
The allocations of 15001 follow that of 15000. It worked at Doncaster and was sent to London along with 15000, working at Liverpool Street station and Temple Mills Yard. It moved to March in 1945 and in January 1956 it moved to Immingham, returning to March in 1956. In January 1966 it moved to Crewe and in November 1966 it moved to Derby Works when it was withdrawn. It was sold in August 1967 to Steelbreaking & Dismantling at Chesterfield but was resold to J. Cashmore, Great Bridge, West Midlands, and was cut up.

15002 
15002 was completed in November 1944 and after trials around Doncaster it was sent to Stratford in March 1945. It transferred to March shed in June 1945. It was repaired at Derby Works in 1950 and it moved to Crewe in January 1966 and withdrawn in August 1967. It then moved from Crewe to store and Stafford Shed and Bescot Yard. It was sold to A. King in Norwich for scrap, although it was scrapped at H. Bridges Ltd., at Bescot in November 1968.

15003 
Alongside 15002, it was completed in November 1944 and moved to Stratford in March 1945. It moved to March shed in June 1945 alongside 15000 and 15002. In February 1952 it moved to Feltham yard, returning to March shed soon after. In January 1966 it moved to Crewe. It was withdrawn in May 1967 and was sold to Slag Reduction Co., Ickles, Rotherham and was broken up in August 1968.

See also
List of British Rail classes

References

J45
D003.09
C locomotives
Railway locomotives introduced in 1944
Scrapped locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Shunting locomotives
British Rail Class D3/5. British Rail Class D3/5 was a shunting locomotive built by British Rail at their Darlington Works in England. It was a diesel powered locomotive in the pre-TOPS period and the class was numbered 13152–13166 (later renumbered D3152-D3166).

They were similar to Class D3/4 (TOPS Class 10, numbers 13137–13151 / D3137–D3151), but had electrical equipment from British Thomson-Houston rather than GEC. All fifteen locomotives were withdrawn between February and December 1967.

Specification

 Wheel arrangement: 0-6-0 shunter
 Introduced: 1955
 Builder: British Railways
 Engine: Blackstone ER6T of 
 Transmission: 
 Electric, British Thomson-Houston (Class D3/5)
 Electric, General Electric Company plc (Class D3/4)

See also

List of British Rail classes

Sources
 

D003.05
C locomotives
Railway locomotives introduced in 1955
Scrapped locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Shunting locomotives
British Rail Class D3/3. British Rail Class D3/3 was a 0-6-0 shunting locomotive built by British Rail at their Derby Works in England. It was similar to the British Rail Class 08, except they were built with different engines and traction motors. They were all withdrawn and scrapped after only twelve years of service.

See also

 List of British Rail classes

References

 
 

D003.03
C locomotives
Railway locomotives introduced in 1955
Scrapped locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Shunting locomotives
British Rail Class D3/14. British Rail Class D3/14 was a diesel-electric locomotive built by the London and North Eastern Railway at its Doncaster Works. It had a Petter engine, and Brush Traction electricals. It was absorbed by British Railways on nationalisation, but was withdrawn in the pre-TOPS era.

History 
Originally laid down as a D3/9, the frames were moved from Doncaster Works to Brush Traction's Falcon Works in Loughborough for final assembly. It was completed in September 1947 and undertook trials with LNER in November 1947. In January 1948, it was moved to Temple Mills Yard in London for further trials. It was then moved to March Whitemoor Yard. In December 1948, it was returned to Loughborough and was acquired by British Rail upon nationalisation.

In April 1949, it was delivered to March shed. Whilst based at March, it was used on short freight services between Ferme Park and Herne Hill. It moved to Hornsey Depot in December 1951, however it was moved to Crewe Works later that month. It returned to March in January 1952 and returned to Hornsey in around 1955. In January 1957, it worked at Woodford Halse Shed and New England Shed in Peterborough where it remained until withdrawal in October 1962.

Upon withdrawal, it was moved to Doncaster Works, and was finally scrapped in July 1963.

See also

 British Rail 15107
 List of British Rail classes

Sources

 
 
 

DES2
D003.14
Brush Traction locomotives
C locomotives
Individual locomotives of Great Britain
Railway locomotives introduced in 1947
Scrapped locomotives
Unique locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Shunting locomotives
British Rail Class D3/11. British Rail Class D3/11 was a locomotive commissioned by the Great Western Railway, but delivered to its successor British Rail in England. It was a diesel powered locomotive in the pre-TOPS period.

References

See also
 GWR diesel shunters
 List of British Rail classes

D003.11
C locomotives
Railway locomotives introduced in 1948
Scrapped locomotives
Standard gauge locomotives of Great Britain
Diesel–electric locomotives of Great Britain
Shunting locomotives
British Rail Class D2/12. British Rail Class D2/12 was a class of ten locomotives commissioned by British Railways in England. They were diesel powered locomotives in the pre-TOPS period built by Hudswell Clarke with a Gardner engine.  The mechanical transmission, using a scoop control fluid coupling and four-speed Power-flow SSS (synchro-self-shifting) gearbox, was a Hudswell Clarke speciality.

The D2/12 was mechanically similar to the earlier British Rail Class D2/7 but was of more modern appearance.  The engine casing was lower, giving much better all-round visibility.

After British Rail
D2519 was employed at NCB Hatfield Main, Doncaster, South Yorkshire as a shunter. It was located there until at least 1984.

D2511 is preserved at the Keighley and Worth Valley Railway.

See also

 List of British Rail classes

References

Sources

 Ian Allan ABC of British Railways Locomotives, 1966 edition, page 81
 

D002.12
D002.12
Hudswell Clarke locomotives
C locomotives
Railway locomotives introduced in 1961
Standard gauge locomotives of Great Britain
Shunting locomotives
British Rail Class D2/10. British Rail Class D2/10 was a locomotive type commissioned by British Rail. It was a diesel-hydraulic shunting locomotive in the pre-TOPS period built by the North British Locomotive Company (NBL). The NBL/MAN engines were built by the North British Locomotive Company in Scotland under licence from the German company MAN. They were introduced in 1957 and numbered D2708-D2780.

After service with British Railways, D2767 was sold and in 1982 it was owned by Burmah Oil Trading Ltd., at Burmah Refinery in Stanlow. D2773 was sold to the National Coal Board, with it working in the South Wales Area at Cleynen South Colliery.

Preservation
Two locomotives are preserved:
 D2767 at Bo'ness and Kinneil Railway.
 D2774 at Strathspey Railway

Models
Two etched brass kits covering D2720-44 and D2745-80 is available in the range of Judith Edge Kits.

See also
List of British Rail classes

References

External links

 D2767 preserved at  Bo'ness

D002.10
NBL locomotives
B locomotives
Railway locomotives introduced in 1957
Standard gauge locomotives of Great Britain
Shunting locomotives
British Rail Class D3/10. British Rail Class D3/10 was a single experimental diesel-electric shunter locomotive commissioned by the Great Western Railway (GWR) in England, and later taken over by British Railways.

Building
The  locomotive was built for the GWR by Hawthorn Leslie of Newcastle upon Tyne, during 1935/6. It was equipped with an English Electric 6K diesel engine and two English Electric traction motors. It was delivered to Swindon Works in April 1936 as GWR No. 2. Under British Railways ownership, it was renumbered 15100 in March 1948, and classified D3/10 (later 3/11A).

Allocations 
After testing, the locomotive was allocated to Old Oak Common in October 1936 and used for shunting at Acton Yard. At the outbreak of the Second World War in September 1939, it was moved to Swansea East Dock and for a few years was loaned to the War Department at Swansea. From December 1944, it worked from Danygraig Shed in Swansea, returning to Old Oak Common in November 1947.

Under British Railways, it was moved to Bristol's St. Philips Marsh in November 1948. In early 1950, it was sent to Derby Works for repair and returned to Old Oak Common in May 1950, and  Danygraig in December. In April 1951, it returned to St. Philips Marsh and returned to Swindon in January 1960, where it remained until its withdrawal in April 1965. It was sold for scrap to Cohen Brothers of Kettering in November 1965.

See also
 GWR diesel shunters
 List of British Rail classes

References

Sources

 Ian Allan ABC of British Railways Locomotives, Winter 1962–3
The Allocation History of BR Diesel Shunters, 2018.

0002
D003.10
C locomotives
Hawthorn Leslie and Company locomotives
Individual locomotives of Great Britain
Railway locomotives introduced in 1935
Standard gauge locomotives of Great Britain
Scrapped locomotives
Unique locomotives
Diesel–electric locomotives of Great Britain
Shunting locomotives