omniomni/omni-engineering huggingface dataset:
United States House Science Subcommittee on Research and Technology. The Science Subcommittee on Research and Technology is one of five subcommittees of the United States House Committee on Science, Space, and Technology.

Jurisdiction 
The subcommittee has legislative jurisdiction and general and special oversight and investigative authority on all matters relating to science policy including:
 Office of Science and Technology Policy;
 all scientific research, and scientific and engineering resources (including human resources), math, science and engineering education;
 intergovernmental mechanisms for research, development, and demonstration and cross-cutting programs;
 international scientific cooperation;
 National Science Foundation;
 university research policy, including infrastructure and overhead;
 university research partnerships, including those with industry;
 science scholarships;
 issues relating to computers, communications, and information technology;
 earthquake and fire research programs including those related to wildfire proliferation research and prevention;
 research and development relating to health, biomedical, and nutritional programs;
 to the extent appropriate, agricultural, geological, biological and life sciences research; and
 materials research, development, and demonstration and policy.

History 
Chairs of the subcommittee:
 Bob Inglis (R), South Carolina, 2005-2007
 Brian Baird (D), Washington, 2007-2009
 Dan Lipinski (D), Illinois, 2009-2011
 Mo Brooks (R), Alabama, 2011–2013
 Larry Bucshon (R), Indiana, 2013-2015
 Barbara Comstock (R), Virginia, 2015-2019
 Haley Stevens (D), Michigan, 2019-2023
 Mike Collins (R), 2023–present

Members, 118th Congress

Historical membership rosters

117th Congress

116th Congress

115th Congress

References

External links
 Subcommittee on Research and Science Education, official website
 Republican Subcommittee website

Science Research
Second source. In the electronics industry, a second source is a company that is licensed to manufacture and sell components originally designed by another company (the first source).

It is common for engineers and purchasers to seek components that are available from multiple sources, to avoid the risk that a problem with one supplier would prevent a product from being manufactured. For simple components such as resistors and transistors, this is not usually an issue, but for complex integrated circuits, vendors often react by licensing one or more other companies to manufacture and sell the same parts as second sources. While the details of such licenses are usually confidential, they often involve cross-licensing, so that each company also obtains the right to manufacture and sell parts designed by the other.

In the early TTL device period wafers were smaller so production was limited. More production lead to lower prices and new designs rapidly emerged.

Examples

MOS Technology licensed Rockwell and Synertek to second-source the 6502 microprocessor and its support components.

Intel licensed AMD to second-source Intel microprocessors such as the 8086 and its related support components. This second-source agreement is particularly famous for leading to much  litigation between the two parties. The agreement gave AMD the rights to second-source later Intel parts, but Intel refused to provide the masks for the 386 to AMD. AMD reverse-engineered the 386, and Intel then claimed that AMD's license to the 386 microcode only allowed AMD to "use" the microcode but not to sell products incorporating it. The courts eventually decided in favor of AMD.

References

Electronics manufacturing
Reclamation district. Reclamation districts are a form of special-purpose districts in the United States (and possibly other countries) which are responsible for reclaiming and/or maintaining land that is threatened by permanent or temporary flooding for agricultural, residential, commercial, or industrial use.  The land is reclaimed by removing and/or preventing water from returning via systems of levees, dikes, drainage ditches, and pumps.

Reclamation Districts in the United States

Many American reclamation districts were established prior to 1900 when local land owners first started working to put new land into agricultural production.  Much of the lands "reclaimed" by 19th century reclamation districts were natural wetlands.  Since wetlands are subject to flooding, these lands often were adjacent to sources of water, making them ideal for growing irrigated crops.  Furthermore, the soils of wetlands also proved to be excellent for crops.

Though the original use of most of the reclaimed land was for agriculture, increasing urbanization has changed the land use of areas protected by the districts.  Today fewer wetlands are being reclaimed, leaving districts primarily responsible for maintaining the existing systems used to keep the land within their jurisdiction dry.  Since reclamation districts were formed with the purpose of reclaiming specific areas of land (hence their name), they are often defined by the extent of land they protect.  Different sides of a river often will fall under the jurisdiction of different reclamation districts.

Federal, state, and local governments all interact with reclamation districts.  In states like California the districts can operate under their own authority.  The  California Reclamation Districts occupy mostly the Central Valley area that drains into the San Francisco Bay.  However, if the Central Valley Flood Protection Board, which is responsible for monitoring California reclamation districts, determines that a local district is not adequately maintaining its levee system, the Board has the power to authorize the California Department of Water Resources to establish a maintenance area and essentially take responsibility of the levee.

Typically, reclamation districts are run by elected board members who often own property or work on land in the districts.  The costs of maintaining the levees are paid for by taxes that are placed on property owners.  In times of emergency, reclamation districts will appeal to county, state, and federal agencies for additional funds necessary to repair levees.

References

External links
 What is a Reclamation District?

Special administrative structures in the United States
Land reclamation in the United States
Correction paper. Correction paper, or correction film, its plastic based equivalent, is a tab of plastic with one side coated with white correction material. It is used to correct typing errors made when using a typewriter. When inserted between the paper and the ribbon, the impression of the typebar presses the shape of the character into the film, which prints the white correction material onto the paper, hiding the erroneous character and preparing the document for the correct character. It is however vital that the paper is reinserted into the carriage in the correct place to allow the letter to be retyped exactly on top of where it had originally been for this to work.

Correction paper was invented by Wolfgang Dabisch from Eltville, West Germany who filed a patent for it in November 1958. Soon after the filing of the patent, in 1959, German entrepreneur Otto Wilhelm Carls from Frankfurt founded the company Tipp-Ex GmbH & Co. Kg and Tipp-Ex was registered as a trademark in 1987. The Tipp-Ex name was used to distribute correction paper, and later correction tape and correction fluid worldwide. Demand for correction paper grew very quickly as prior to its invention there had been no way to erase typewriter errors.

The Tipp-Ex name is derived from the German word 'tippen' which means 'to type' and 'Ex' from the Latin for from, out or former.

In 1997, the Tipp-Ex brand was sold to Société Bic. Production of correction tape ceased around the year 2000 due to the end of the common usage of the typewriter.

Ko-rec-Type was a brand of typewriter correction film.

See also
Correction fluid
Correction tape
Tipp-Ex

References

Correction instruments
Typewriters
Coated paper
William C. Brown. William C. Brown (May 22, 1916 – February 3, 1999) was an American electrical engineer who helped to invent the crossed-field amplifier in the 1950s and also pioneered microwave power transmission in the 1960s.

Brown received his BSEE from Iowa State University in 1937, and his MSEE from the Massachusetts Institute of Technology in 1941. He joined Raytheon in 1940 and began work on their magnetron microwave amplifier products. By 1952 his work on adapting magnetron principles to create a new broadband amplifier resulted in the 'Amplitron', today known more commonly as a crossed-field amplifier (CFA). In 1961 Brown published the first paper proposing microwave energy for power transmission, and in 1964 he demonstrated on Walter Cronkite's CBS Evening News a microwave-powered model helicopter that received all the power needed for flight from a microwave beam.

Between 1969 and 1975 Brown was technical director of a JPL-Raytheon program that beamed 30 kilowatts over a distance of  at 84% efficiency. He continued to make important contributions to this emerging technology until his retirement from Raytheon in 1984.

See also
Wireless power transmission

References

External links
 William C. Brown biography at the IEEE Global History Network
 William C. Brown biography on the IEEE MTT-S website

20th-century American engineers
Raytheon Company people
1916 births
1999 deaths
Iowa State University alumni
Massachusetts Institute of Technology alumni
Aeron Express. The Aeron Express was the name used for a hand-powered aerial cable ferry that was built to ferry people across the harbour in the West Wales coastal town of Aberaeron. The ferry was first built in 1880 to ferry labourers from the Liverpool quay on Quay Parade, to the Birkenhead quay on Lon Yr Hafen, in the absence of a bridge across the River Aeron.

History 
The original transport, on the principle of the flying fox, was constructed by Captain John Evans in 1885, after a flood had destroyed the former road bridge. The single-seat carriage was enlarged to carry two people, and later four or more. It operated well into the twentieth century and was eventually replaced with a footbridge.

20th-century reproduction
The ferry was re-created by the then-owner of Aberystwyth Cliff Railway Clr Bob Griffin (ex Mayor of Aberystwyth) in 1987, predominantly as a tourist attraction, and ran until 1994.

During this period, the ferry  ran from the Easter bank holiday weekend until the end of September (the traditionally busy times of year for Aberaeron). On either quay, a hexagonal wooden hut housed  sales of tickets and merchandise for the ferry. At the end of the season, the ferry and supporting structures were dismantled and stored for the winter in the nearby village of Llanon.

The ferry utilised a single supporting steel cable that bore the weight of the carriage, with a looped drive cable that was driven by two hand-powered wheels, one at each side of the harbour. At peak times, operators were placed at both sides to wind the carriage, but it was attended by a single operator during quieter parts of the summer tourist season.

Limited by the strength of the operator, the modern-day version could carry up to four men at a time.  Tourists often believed it was powered by a hidden electric motor, or that it went to destinations other than the other side of the harbour.

When the main cable was tensioned, it prevented access to the inner harbour for boats with high masts, and had to be lowered on occasion to allow yachts to enter and leave the inner harbour.

The ferry was featured in an HTV program in 1993, presented by Siân Lloyd. This footage was used again in an HTV program 'Stories from the street' in approximately 2003. At the 2007 Aberaeron Carnival, the 1990s carriage body was paraded as a float attraction, but it has not been seen in public since.

Although the ferry remained disused , the substantial reinforced concrete footings were still in place on the Liverpool quay, and directly opposite on the Birkenhead quay. The possibility of resurrecting the Aeron Express as a tourist attraction is a regular topic of conversation in the local community.

References

Ferry transport in Wales
Arlöfs Waggonfabrik. Arlöfs Waggonfabrik was a mechanical workshop earlier known as "Rössels mekaniska verkstad" that made railway cars.

Little is known about the automobiles made by the company, but they participated in a car show in Copenhagen in 1902 where they presented a truck with a loading capacity of 3000 kg. It was a foreign brand assembled by Arlöf and sold under their own name. Arlöf also sold Peugeot cars under their own name, probably for only a few years around 1902.

References 

Defunct motor vehicle manufacturers of Sweden
Gustaf Ericssons Automobilfabrik. GEA (Gustaf Ericssons Automobilfabrik) was a Swedish automobile manufacturer founded by  (son of inventor Lars Magnus Ericsson) in 1904 in Stockholm.

Originally the company was located in Arbetargatan, but later it moved to Liljeholmen. Together with his classmates from Chalmers University of Technology K. G. Karlsson and Erik L. Magnus, they had the expertise needed for the project. The company started making engines, at first kerosene engines for pumps and agricultural machines. Later they also made boat engines under the name Gurik.

After a few years Ericsson thought it was time to build a car. It was to be powered by a six-cylinder engine, a first for Europe. One of the biggest problems was with the magneto. They asked Bosch for help, but Bosch said they could not solve the problem. In the end Karlsson solved it by using two magnetos. The engine was essentially two Fafnir engines in a row, driving the rear wheels via a chain. The chassis was also made in Germany. In 1905 the car was finished. Because of its size it was nicknamed  (, so called after the viking longship of the same name). According to news reports it had a top speed of . However, the market was not ready for such a car and it did not enter production. GEA imported, assembled and adopted cars for the Swedish market. The company folded in 1909.

Ericsson later designed the 1933 Volvo Venus Bilo, a very early example of streamlined cars.

References 

Manufacturing companies based in Stockholm
Defunct motor vehicle manufacturers of Sweden
Daimler Buses. Daimler Buses GmbH, formerly EvoBus GmbH, is a German bus and coach manufacturer headquartered in Leinfelden-Echterdingen, Germany and a wholly owned subsidiary of Daimler Truck. Its products go to market under the brands Mercedes-Benz and Setra.

History

In 1995, the bus division of Mercedes-Benz and bus manufacturer Setra amalgamated under the umbrella of EvoBus. Mercedes-Benz brought in more than 100 years of experience in the bus and coach industry, starting with the invention of the omnibus by Karl Benz in 1895 in Mannheim.

EvoBus is headquartered in Stuttgart in Germany, with its largest bus factory in Mannheim in Germany. Licensed buses are also manufactured in Turkey. The city buses, for instance the Citaro, are manufactured in Mannheim, as are the chassis (meaning the frame plus the "running gear" like engine, transmission, driveshaft, differential, and suspension). A body (sometimes referred to as "coachwork"), is built on the chassis to complete the coaches in Ulm/Neu-Ulm, where the final assembly takes place. Other factories of EvoBus are in Ligny-en-Barrois in France and in Sámano in Spain. In July 2023 EvoBus was rebranded Daimler Buses.

Its product portfolio include:
 Bus-specific service ranging from insurance and consulting to concepts for financing and the procurement of original parts and accessories. 
 Sales network for new and used vehicles in Europe, 
 Service network

In 2016, EvoBus had a workforce of 17,899 employees.

Innovations
In April 1951, Setra introduced a coach with self-supporting structure.

By 1955 the company demonstrated a  coach with the first independent air suspension at the German Motor Show in Frankfurt.

Since the 1990s, EvoBus has been experimenting with hydrogen fuel cells to use hydrogen as a primary source of power for the locomotion of buses.

References

Article in Industry Europe

Bus manufacturers of Germany
Daimler Truck
1995 establishments in Germany
Lidköpings Mekaniska Verkstads. Lidköpings Mekaniska Verkstads AB (LMV) is an engineering manufacturer in Lidköping, Sweden. It has been a subsidiary of Motala Verkstad Group AB (MVG) since December 2019.

The company was founded in 1875. It originally produced many different components and machines that were resold to the industry. They had plans for automobile production and in 1923 a prototype had been made. The design was by Åke W Eklund. The car was impressive with its low weight (475 kg) and details well suited for the bad Swedish roads of the time. The car was powered by a French four-cylinder CIMA engine with a Cozette carburettor. The car proved to be reliable, strong and with high acceleration. The plan was to have various sub-contractors making the parts for the car and then having the parts assembled at the LMV plant. Via SKF, Assar Gabrielsson, later founder of Volvo, had many contacts with LMV, and it is possible that it was from LMV he got the idea to use several subcontractors. LMV had parts made for two other cars, but a change of owner of the company meant that they were never assembled and no production was ever started.

SKF bought its first grinding machine from LMV in 1908, which led to the companies being merged in 1929. From the year 2000, LMV was part of KMT Group (Karolin Machine Tool AB). LMV then became a wholly owned subsidiary of LMT (Lidköping Machine Tools), both of which were part of the KMT group. In March 2008, LMV was acquired by Norekon Invest AB, which owned engineering company Noremech AB. In December 2019, LMV was acquired by Motala Verkstad Group AB (MVG).

Notes

External links

Defunct motor vehicle manufacturers of Sweden
Lamé (fabric). Lamé ( ; ) is a type of fabric woven or knit with threads made of metallic fiber wrapped around natural or synthetic fibers like silk, nylon, or spandex for added strength and stretch.  (Guipé refers to the thread composed of metallic fibers wrapped around a fiber core.) 

Lamé is classically gold, silver, or copper in color. Today, most mass-market lamé uses synthetic metallized polyester film such as Mylar instead of true metallic fiber, so it is available in any color. 

A problem with lamé is that it is subject to seam or yarn slippage, making it less than ideal for garments worn frequently. The wrapped fibers can be coated in plastic to increase strength and to prevent tarnishing. 

Lamé is often used in evening and dress wear and in theatrical and dance costumes. It is also most commonly used in futuristic costumes and spacesuits for science fiction television, films, and performances. Common variants used in the fashion and costume industries are liquid lamé, tissue lamé, hologram lamé, and pearl lamé. 

Lamé is used  in the sport of fencing to make the jackets (called lamés) that facilitate the scoring of touches through electrical conductivity.

See also
Cloth of gold
Gimp (thread)
Lurex
Tulle bi telli

Notes 

Knitted fabrics
Woven fabrics
LT (car). LT was a Swedish car made by Anders Rudolf Lindström, Gottfrid Hansson and Simon Resare.

It got its name from the initials of "Lindström and Torsby" the designer Anders Rudolf Lindström and Torsby in northern Värmland, Sweden, but it was nicknamed "Långsam tillverkning" (Swedish for "slow production").

Car production was first planned in 1909 or possibly earlier, but this first car wasn't a success. In 1923 they made a second model. It had a painted grille, raked windscreen and the design may have been inspired by French cars like the Avions Voisin. It was powered by an air-cooled, two-cylinder engine of their own design and cast at Solbergs Mekaniska in Forshaga. The engine produced 20 HP and was connected to a three-speed gearbox driving the front wheels. The chassis was made of steel tubing and the bodywork of wood veneer. A series of 50 cars was planned, but money was a problem. 

A car dealer approached Lindström wanting to hire him for his own production, but Lindström declined the offer hoping for better days to come but the workshop was destroyed in a fire and that was the end of LT with only three cars made. The rights were taken over by a company in Örebro for a modest sum. Today all that remains are some photos, one engine and some casting models at Torsby Fordonsmuseum.

Notes

Defunct motor vehicle manufacturers of Sweden
Mascot (car). Mascot was a car made by AB Rååverken in Helsingborg around 1920.

Sold both as a kit car and in finished form it was a way of converting a motor cycle to a type of cyclecar. Usually based on an Excelsior two cylinder 16 HP motorcycle (optionally a Harley-Davidson, Reading Standard or Indian) the steering, seat and front wheel were removed and the motorcycle frame was attached to a low weight body that added the "missing" three wheels. The track width was , length about  and weight . It was steered via a steering wheel, had pedals for throttle and brakes and a gear stick and was fitted with windscreen, doors, soft top, comfortable seats and a single front light. It seated two persons in tandem.

Notes

Defunct motor vehicle manufacturers of Sweden
Kit car manufacturers
Cyclecars
Ottmar Beckmann Cars. OBC (sometimes called BCS for Beckmann Cars Sweden AB) or Ottmar Beckmann Cars AB was a car manufacturer in Mantorp, Sweden. In 1974 they presented a two seated mid-engined sports car called OBC Mantorp (named after the Mantorp Park race track). The design was somewhat similar to the Lotus Elan, but with a more rounded front. It was powered by a BMW engine mated to a Porsche gearbox. Both the chassis and bodywork was in fibreglass. The company planned a production rate of five a day with 100 employees, but it never entered production. Beckmann had tried to make sports cars in the Netherlands previously

References

External links 
 https://www.allcarindex.com/auto-car-model/Sweden-OBC-Mantorp/
 https://www.facebook.com/pg/rarecaroftheday/photos/?tab=album&album_id=391901597570562
 https://web.archive.org/web/20160317015314/http://www.viaretro.com/2014/08/en-bil-designet-til-verdens-tre-bedste-salgsargumenter-obc-mantorp/

Defunct motor vehicle manufacturers of Sweden
Mid-engined vehicles
Rengsjöbilen. Rengsjöbilen (the Rengsjö car), Jonsson or just "Bilen" (the car) were names given to a series of ten cars made by sawmill owner Anders Jonsson in Rengsjö, Hälsingland, Sweden between 1914 and 1916. The cars were two-seater in tandem. Length 320 cm and width 120 cm. Weight 445 kg. The engine was 75x100 cc. The body, fenders, chassis, and other parts were made by Höjens verkstäder in Rengsjö. Many components such as motorcycle wheels, chains, and engine  were bought from other sources. The car used belt transmission, and is said to have used a water-cooled, two-cylinder, two-stroke engine made in Morgårdshammar, mainly intended for boats, of power reported to have been between 6 and 10 hp. After production ended, several employees joined car manufacturer SAF in Bollnäs.

Four photographs of the cars exist, but the only physical remnant is due to a naughty boy: a son of Jonsson's took a car for a drive, and dented the grille. A man at the factory made him a new one so he could keep the incident a secret; he threw the dented grill into a lake. When he grew up he retrieved the grille and gave it to the old homestead museum.

Notes

Defunct motor vehicle manufacturers of Sweden