View allAll Photos Tagged Manufacturing_process
The National Flag of India is a horizontal rectangular tricolour of deep saffron, white and India green; with the Ashoka Chakra, a 24-spoke wheel, in blue at its centre. It was adopted in its present form during a meeting of the Constituent Assembly held on 22 July 1947, when it became the official flag of the Dominion of India. The flag was subsequently retained as that of the Republic of India. In India, the term "tricolour" (Hindi: तिरंगा, Tirangā) almost always refers to the Indian national flag. The flag is based on the Swaraj flag, a flag of the Indian National Congress designed by Pingali Venkayya.
The flag, by law, is to be made of khadi, a special type of hand-spun cloth of cotton or silk made popular by Mahatma Gandhi. The manufacturing process and specifications for the flag are laid out by the Bureau of Indian Standards. The right to manufacture the flag is held by the Khadi Development and Village Industries Commission, who allocate it to the regional groups. As of 2009, the Karnataka Khadi Gramodyoga Samyukta Sangha was the sole manufacturer of the flag.
Usage of the flag is governed by the Flag Code of India and other laws relating to the national emblems. The original code prohibited use of the flag by private citizens except on national days such as the Independence day and the Republic Day. In 2002, on hearing an appeal from a private citizen, Naveen Jindal, the Supreme Court of India directed the Government of India to amend the code to allow flag usage by private citizens. Subsequently, the Union Cabinet of India amended the code to allow limited usage. The code was amended once more in 2005 to allow some additional use including adaptations on certain forms of clothing. The flag code also governs the protocol of flying the flag and its use in conjunction with other national and non-national flags.
As part of the required course knowledge pupils need to be able to outline the process involved in taking a square wooden blank and preparing it for turning between centres. These pictures depict that process chronologically.
Stage 1 * Preparation of wooden blank. Cut to size. Sand square. Mark across diagonals. Centre punch the centre point. Use spring dividers to mark circumference. Repeat on other end.
Stage 2 * Plane off corners down to circumference line. This takes cross section from square to octagon. This reduces force on cutting toll in initial prep of blank. Mount between fork [driven] centre and dead [or live ] centre at tailstock end. Apply grease a dead centre end. apply force from tailstock end to force fork into material at driven end. Adjust toolstock height to suit. Check for clearance.
Stage 3 * Roughout using scraper to diameter. Use combination of gouges and skew chisels to add beads and other decorative detailing as required. Ensure spindle speed is appropriate for material and cross section under consideration. Obey all safety instructions.
Shimano has released only 1000 of these sets to North America. If you are a collector or someone that just likes the best, than this is for you. This group is almost too beautiful to put on your bike.
The Dura-Ace name speaks for itself. You can feel the quality and see the attention to detail when you hold the parts. It is quality that has made Dura-Ace successful for 25 years.
The shifts are very fast and accurate with a smooth action. The refined dual pivot brakes stop on a dime even in wet conditions. The bearings of the bottom bracket and hubs are smooth. The new SPDR pedal locks your foot to the pedal better than anything we have tried.
The components are based on the 1999 Dura-Ace 7700 series components, but there are significant differences. Component surfaces have been hand polished to a mirror like finish and more titanium hardware is used throughout the group. Each components is also identified with a special 25th Anniversary emblem. Detailed specifications are provided with the group.
The components are packaged in ready-to-display condition in a handsome aluminum presentation case which also provides ample protection for long term storage. The package also includes a book which details the history of the group, briefly explains the manufacturing process, and provides comments from the people who have been closely involved with Dura-Ace over the years.
When Dura-Ace first appeared in Europe, cycling enthusiasts thought there was little chance a Japanese component maker could make inroads into the conservative and tradition-bound sport of professional bicycle racing. Much to everyone’s surprise, Shimano’s commitment to quality, innovative engineering, and attention to the needs of racing cyclists resulted in Dura-Ace becoming a very popular and well respected component group. It is estimated that more than 60 percent of high-end road racers are now riding Dura-Ace.
The dependability and functionality of the components are integral to the performance of the racing bicycle and the athlete riding it. Dura-Ace is designed to create a highly efficient link between the racer and the bicycle. It’s an interface that allows racing cyclists to concentrate more on the race, and less on controlling the bicycle. As a result, Dura-Ace is now recognized by road racers and cycling enthusiasts around the world as the performance standard for racing components.
* High Modulus Custom Carbon Racing Bicycle Frame
* Italian Bottom Bracket or BB30
* Tapered head tube/fork
* Best Road Bike Available in Formigli Collection
* 20% lighter 27% more rigid than Asiel
MSRP- $5999.99
The Asiel RF is our top of the line, flagship carbon racing frame. It is the result of 20 years of technological advancement, offering superior materials, manufacturing processes, and design. The Asiel RF is hand made with a tapered head tube/fork, BB30 bottom bracket (or Italian thread), and an integrated seat post. This makes for a no-compromises race frame that is unmatched in performance and is 20% lighter and 27% stiffer than the Asiel. A new paint scheme has also been developed to give this high caliber frame a unique and stunning look.
* FRAME Carbon with Carbon drop outs
* FORK Full Carbon Fork 1 1/2 to 1/ 1/8
* HEADSET Integrated *Dedda, Cane Creek or FSA headset included with frame purchase
* BOTTOM BRACKET Italian Thread OR BB30
* SEATPOST Integrated
Availble in one color scheme as shown.
The composite used to build the RF is an IM600 carbon fiber with a tensile strength equal to 48,000 lbs. Utilizing a special nanotechnology, Formigli optimizes the pre-impregnation of epoxy resin into the IM600 carbon fabric resulting in a final product that is 20% lighter and 27% more rigid and responsive than the Asiel.
Geometric Design
The Asiel RF was conceived with the vision to obtain a frame with maximum tensional stiffness. This was achieved through our research in tube design that optimizes the stresses of torque.
Looking at the rear of the frame, you can notice a significant drop in the seat-stays. This solution gave the frame more rigidity in the rear, thus obtaining a greater responsiveness in wheel traction. This drop can be felt especially in the hills and in sprints. It is most noticeable in low gears. Looking at the center of the frame, the bottom of the seat tube near the bottom bracket, the tube has a larger cross-section supporting the weight of the cyclist on a broader base. This gives the frame greater resistance and higher performance under stress.
We decided to build the Asiel RF with an internally integrated seat post with a slight rise of the seat post support and compensating the eventual rise with internal carbon plugs, shaped like the tube. The fork was designed with a tapered steering tube which provides a greater circumference to support the frame, improving the stability of the bike, as well as reducing the vibrations that are formed especially on high speed descents.
Fabric Composition
Layers: 6 layers + 3k cross weave (the upper, visible layer)
Laminate: Layered unidirectional and bidirectional oriented 12k
Resin: Epoxy
Fiber: Polyacrylonitrile (PAN)
Fabric: Preimpregnated fabric yarn (long fiber) molded with a vacuum sealing technique and chemically bonded 120°c.
Mechanical Properties
Tensile Strength: R. 220 Kgmmg
Modulus Elasticity: 38,000 Kgmmg
Fatigue: 100 million cycles/ 1400 MPa maxiumum load
Physical weight of carbon at 18°c is 1.86 kg/ dm3 (30% resin)
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Available at KGS Bikes kgsbikes.com with the added value of our BalancePoint™ positioning system to design your perfect custom bicycle.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Grade II listed historic house, now offices, constructed in 1824.
"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".
A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).
Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.
Become a patron to my photography on Patreon.
The winch and cable for a sill box. A relic of the 1940s when Northwich was home to a thriving soda-ash industry based on locally produced salt. As a result of the manufacture process a sludge like lime waste product was produced and as storage become an increasing problem the Neumann Flashes were identified as a suitable storage area. As the level of the sediment increased then the winch was used to raise the sill box.
en.wikipedia.org/wiki/History_of_Northwich#Chemical_industry
STS028-078-036 Omaha, Nebraska, and Council Bluffs, Iowa, U.S.A. August 1989
Visible in this northeast-looking, low-oblique photograph are Omaha on the west bank of the Missouri River and Council Bluffs on the east bank. Omaha, the largest city in Nebraska, sits in the heart of the United States farming region and is one of the largest livestock markets and meat processing centers in the world. Much of the city’s industry is devoted to food processing and the manufacture of farm machinery, fertilizers, computer components, telephone equipment, furniture, clothing, insecticides, soap, cans, chemicals, paint, oil refinery equipment, and airplane and automobile parts. It is the home of many insurance companies and a center for medical research and treatment. Council Bluffs, an important trade and industrial center, manufactures processed foods, cast iron pipes, farm equipment, electronic equipment, and fabricated metals. The confluence of the Missouri River and Platte River is discernible south of Omaha.
In 1880 having been taught the use of simple lathes and machinery by his uncle,
and encouraged by William Morris, William Arthur Smith Benson began metalwork production
in Fulham, London. As his business grew Benson closely followed developments in technology, mastering all the processes of casting, turning, folding and riveting many variations of interchangeable components. He opened a showroom in Bond Street in 1887 displaying
light fittings, fireplace accessories, plant stands and hollow-ware, in silver, copper, brass,
iron and polished steel, patenting many of his popular designs to protect them from the
array of sub-standard copies that flooded the market.
WAS Benson was at the forefront of electric installation in homes all over Britain, advising on suitable lighting schemes and installation. In 1893 he electrified Philip Webb’s latest architectural commission, Standen, near East Grinstead, Sussex, now owned by the National Trust.
His metalwork and lighting designs reached iconic status, sold in galleries throughout Europe,
and in 1896 when William Morris died it was Benson with a colleague who bought Morris & Co and ran it alongside his own company until he resigned in 1917.
Benson attracted much acclaim for his metalwork designs and manufacturing processes.
The Studio Magazine of Decorative Arts, The Magazine of Art, and Herman Muthesius in
Das Englische Haus, were among the many who applauded his innovations.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Title: This 121 1/2 foot tower atop the St. Thomas Assembly Plant performed an important function in the automobile manufacturing process. It also provided an ideal place for Ford to hang its shingle, in this case a large blue and white 'oval.' By day and when illuminated at night, the tower and sign could be seen for miles. This June 1968 photograph shows the sign being hoisted into position. The Ford St. Thomas Assembly Plant will close on September 15, 2011 after nearly 44 years in operation.
Creator(s): St. Thomas Times-Journal
Bygone Days Publication Date: September 13, 2011
Original Publication Date: June 5, 1968
Reference No.: C8 Sh4 B2 F1 49a
Credit: Elgin County Archives, St. Thomas Times-Journal fonds
Pobeda Confectionery a multinational company, founded in Russia in 1999, is a producer of confectionery, most widely known for its chocolate bars and candies. The company’s headquarters are located in Moscow, Russia.
Pobeda owns production facilities in Yegoryevsk, Russia.
Its core brand products include Pobeda chocolates, Victory of the Taste, Bear Family, Bird of Happiness, Axiome, All at Once, Bumblebee Tummy and Funny Cows.
In total, the three Pobeda plants occupy 43,000 sq. meters of production space. All manufacturing processes are automated, enabling meticulously controlled product quality standards.
In 2015, the company employed over 1,500 people. In 2016, its revenue surpassed 90mln Euros. Since 1999, the accumulated value of its investments has exceeded 80mln Euros.
One of the keystones of Pobeda’s approach to chocolate manufacturing is a painstakingly precise selection of raw materials and product ingredients.
The three central principles of the company’s policy include the exclusive use of high quality ingredients, systematic and thorough audits of its suppliers, and the compliance of all ingredients with quality standards, adopted by the European EU, the Eurasian EAEU and the American FDA.
The Pobeda products’ world-class quality and safety have been certified by BRC Global Standards, FSSC 22000, ISO 22000:2005 and ISO 9001: 2005.
The company distributes its products in the following countries: Australia, Azerbaijan, Algeria, Armenia, Belorussia, Bulgaria, China, Cuba, Estonia, Germany, Greece, Georgia, Israel, Iraq, Kazakhstan, Kirgizia, Latvia, Libya, Lithuania, Mexico, Moldova, Mongolia, Palestinian territories, Peru, Russia, Saudi Arabia, South Korea, Tajikistan, Turkmenistan, UAE, Uzbekistan, Ukraine, and the USA.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Editor's Note: This image is one of a series showing engineering technology at NASA's Marshall Space Flight Center in Huntsville, Ala.
Caption: At the unveiling of the new Tank Dome Manufacturing Process are, from left: Marshall Center Deputy Gene Goldman;Lesa Rowe, Director of Langley Research Center, Hampton, Va.; Dr. Axel Roenneke, head of Strategy, Business Development and Sale for MT Aerospace , Augsburg, Germany; Dr. Ray O. Johnson, Vice President of Technology for Lockheed Martin Space Systems, Denver; Diane Hope, Program Element Manager for the Exploration Technology Development Porgram at Langley; Dr. Sandeep Shah, Manufacturing and Assembly Subsystem Manager for the upper state project at Marshall; Louis F. Lollar, Contract Technical Manager for the Exploration of Advanced Capabilities at Marshall; and Dr. Raymond "Corky" Clinton, Acting Manager for the Science & Mission Systems Office at Marshall.
Credit: NASA/MSFC/D. Higginbotham
Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com
New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.
All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php
Length: 60'
Span: 30'
Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)
2 360° Thrust Vectoring Center Turbines
Fuel: Kero / Hydrogen
Payload: Up to 4 2,000 LBS JDAM's Internally
Up to 6 2,000 LBS JDAM's Externally
Range: 5,000nm + Aerial Refueling Capable
www.ioaircraft.com/hypersonic.php
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Lancia Hyena:
Overview:
ManufacturerZagato on Lancia mechanicals
Also calledLancia Delta Zagato Hyena
Production1992–1996
24 made
AssemblyRho, Milan
DesignerMarco Pedracini at Zagato
Body and chassis
ClassSports car
Body style2-door coupé
LayoutTransverse front-engine, four-wheel drive
RelatedLancia Delta Integrale "Evoluzione"
Powertrain
Engine2.0 L I4 (turbocharged petrol)
Transmission5-speed manual
The Lancia Hyena was a 2-door coupé made in small numbers by Italian coachbuilder Zagato on the basis of the Delta HF Integrale "Evoluzione".
History:
The Hyena was born thanks to the initiative of Dutch classic car restorer and collector Paul V.J. Koot, who desired a coupé version of the multiple World Rally Champion HF Integrale. He turned to Zagato, where Hyena was designed in 1990 by Marco Pedracini. A first prototype was introduced at the Brussels Motor Show in January 1992.
Decision was taken to put the Hyena into limited production. Fiat refused to participate in the project supplying bare HF Integrale chassis, which complicated the manufacturing process: the Hyena had to be produced from fully finished HF Integrales, privately purchased at Lancia dealers. Koot's Lusso Service took care of procuring and stripping the donor cars in the Netherlands; they were then sent to Zagato in Milan to have the new body built and for final assembly. All of this made the Hyena very expensive to build and they were sold for around 140,000 Swiss francs or $75,000 (£49,430).
A production run of 75 examples was initially planned, but only 25 Hyenas were completed between 1992 and 1993.
Specifications:
The Zagato bodywork made use of aluminium alloys and composite materials; the interior featured new dashboard, console and door cards made entirely from carbon fibre. Thanks to these weight saving measures the Hyena was some 150 kilograms (330 lb) lighter than the original HF Integrale, about 15% of its overall weight. The two-litre turbo engine was upgraded from 205 to 250 PS (184 kW), and the car could accelerate from 0–100 km in 5.4 seconds.
[Text from Wikipedia]
en.wikipedia.org/wiki/Lancia_Delta#Lancia_Hyena
This miniland-scale Lego Lancia Hyena (1992 - Zagato) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
"Kendal, once Kirkby in Kendal or Kirkby Kendal, is a market town and civil parish in the South Lakeland District of Cumbria, England. Historically in Westmorland, it lies 8 miles (13 km) south-east of Windermere, 19 miles (31 km) north of Lancaster, 23 miles (37 km) north-east of Barrow-in-Furness and 38 miles (61 km) north-west of Skipton, in the dale of the River Kent, from which comes its name. The 2011 census found a population of 28,586. making it the third largest town in Cumbria after Carlisle and Barrow. It is known today mainly as a centre for tourism, as the home of Kendal mint cake, and as a producer of pipe tobacco and snuff. Its local grey limestone buildings have earned it the nickname "Auld Grey Town".
A chartered market town, the centre of Kendal has formed round a high street with fortified alleyways, known locally as yards, off to either side, which allowed local people to shelter from the Anglo-Scottish raiders known as Border Reivers. The main industry in those times was the manufacture of woollen goods, whose importance is reflected in the town's coat of arms and in its Latin motto Pannus mihi panis (Cloth is my bread.) "Kendal Green" was a hard-wearing, wool-based fabric specific to the local manufacturing process. It was supposedly sported by the Kendalian archers instrumental in the English victory over the French at the Battle of Agincourt. Kendal Green was also worn by slaves in the Americas and appears in songs and literature from that time. Shakespeare notes it as the colour of clothing worn by foresters (Henry IV, Part 1).
Kendal Castle has a long history as a stronghold, built on the site of several successive castles. The earliest was a Norman motte and bailey (now located on the west side of the town), when the settlement went under the name of Kirkbie Strickland. The most recent is from the late 12th century, as the castle of the Barony of Kendal, the part of Westmorland ruled from here. The castle is best known as the home of the Parr family, as heirs of these barons. They inherited it through marriage in the reign of Edward III of England. Rumours still circulate that King Henry VIII's sixth wife Catherine Parr was born at Kendal Castle, but the evidence available leaves this unlikely: by her time the castle was beyond repair and her father was already based in Blackfriars, London, at the court of King Henry VIII." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.
Become a patron to my photography on Patreon.
Queensbridge, Long Island City, Queens, New York City, New York, United States of America
The New York Architectural Terra Cotta Works Building is a unique vestige of one of the most important terra cotta manufacturing concerns in the Northeast. Built in 1892, the building served as the office headquarters of the New York Architectural Terra Cotta Company, New York's only major manufacturer of architectural terra cotta.
For some 50 years terra cotta was a major building material in the United States and one which has a significant impact on the shape and form of New York's architecture. The prominently-located headquarters building was calculated to display with great elegance the range and potential of the products manufactured by the company. It is a veritable catalogue of the company's art and the only one of its kind known to survive in the United States.
The New York Architectural Terra Cotta Company
Although the use of terra cotta in architecture dates back to ancient Greek and Roman times, architectural terra cotta was not generally accepted in the United States until the mid 1870s.
Architectural terra cotta gained popularity for its comparative low cost over stone, its ornamental possibilities, and its fireproof properties. Chicago had been the first American city to establish a manufacturing works for terra cotta. The Chicago manufacturer corresponded with J.M. Blashfield, founder of a major terra cotta plant in Stamford, England. As a result, James Taylor, Blashfield's plant superintendent, made contact with the Chicago company and joined the firm in 1870 when it was reorganized as the Chicago Terra Cotta Works.
Taylor was engaged as the superintendent, a position he held until 1877. The firm prospered after the fire of 1871, due to increased demand for fireproof building materials. The Chicago Company supplied terra cotta for two influential New York City buildings during Taylor's tenure there: a residence of 1877 on East 36th Street, designed by George C. Post; and the Morse Building (1878), at Nassau and Beekman Streets, the design of Silliman & Farnsworth, in which raised vertical joints were first used to point the masonry. In 1877, the A. Hall & Sons Fire and Bricks Works of Perth Amboy, New Jersey was reorganized to manufacture architectural terra cotta.
By 1879, the company was incorporated under the name Perth Amboy Terra Cotta Company, with James Taylor as its superintendent. After serving as superintendent of the Boston Terra Cotta Company from 1880 to 1886, he joined the newly-formed New York Architectural Terra Cotta Company as its superintendent in 1886. Taylor has been called the "father of architectural terra cotta" in the United States.
The New York Architectural Terra Cotta Company, which owed much of its success to Taylor's expertise, was established in 1886 by New York real estate magnate Orlando B. Potter, with his son-in-law, attorney Walter Geer. Taylor brought with him Carl Matherson, who had
worked with him in Boston and then' in Perth Amboy, to serve as his assistant, .manager, and W.T. McGregor, a celebrated sculptor and modeller, also from the Boston works.
The company offices were set up in the Potter Building at 38 Park Row. A six-story manufacturing building on the waterfront in the once rural Ravenswood area of Queens (now Long Island City), was built en the site of the Wallach estate.
The architect was Clarence B. Cutler of Troy, New York. The first kiln was set in operation at the works on April 29, 1886. The cellar of. the new factory contained clay pits, an engine, and machinery for burning clay.
The ground floor had kilns and offices. The second floor had a showroom , and molding rooms were located on the third and fourth floors. The top floor has a room: and modelling studios. The old Wallach mansion was used, for showrooms and offices. This manufacturing site was considered the most up-to-date in the area.
The community eagerly welcomed the .New York Architectural Terra Cotta Company, a new. industry which brought many skilled workers to the area. Less than three months after operations began, on a Saturday. evening (July 17, 1886), a fire swept through the plant and destroyed all but a portion of the walls. However, the fire had been so successful even in this short period of time that an additional 100 men had been hired to join the force of 150 at the manufacturing works.
Taylor announced that, "we shall rebuild without a moment's delay," and the management erected temporary sheds and set workers about filling orders .
After the fire the kilns were found with their contents preserved, and the boilers were salvaged. As a result of the loss of power, clay was prepared manually. By October of 1886, the plant, with a new automatic sprinkler system, was rebuilt, and a new dock was in place.
Four kilns were in use (one more than before the fire). The offices were moved from the Wallach mansion to the newly rebuilt manufacturing works, while Taylor and his family, who had previously resided in New Jersey, moved into the mansion.
The Long Island City community hailed this successful effort to continue manufacturing under emergency circumstances and to rise "Phoenix-like" from the ashes.'
The Manufacture and use of Architectural Terra Cotta
Architectural terra cotta was used in conjunction with brick to highlight and emphasize architectural detail. Beginning in the 1890s, it was also used for exterior cladding over steel-frame structures.
It gained popularity for several reasons. The material has -he-unique capability of achieving a variety of tints and contrasts. Its plasticity allows for artistic versatility, "it also allows architects to view actual full-sized details through various stages of design before final placement on a building. Taylor praised architectural terra cotta as a "recognized building materiel, having its own quality and purpose ...not an imitation of stone, or iron or wood.
The material or architectural terra cotta is burnt clay that derives its color from the constituent elements remaining after firing. The selection of raw material in the process of manufacturing architectural terra cotta is integral to the success of the endeavor, as each shade and tint calls for the mixing of clays from different localities.
The New York Architectural Terra Cotta Company used clays from northern and central New Jersey, and occasionally from other parts of the country. As related by Walter Geer in his 1891 pamphlet on terra cotta, the clay, after being mined, had to be properly seasoned before it was delivered to the factory.
Once received from the docks, it was crushed and ground or washed, then mixed with grit, and water. The clay was then piled in layers, each quality being in a separate layer, to attain as many as twelve strata. Perpendicular cuts were then taken from this mass, which was again tempered in pug mills or with rollers which mixed all the ingredients.
It was then formed into small cakes and sent to molding rooms. Using the architect's specifications, architectural details were formed into full-sized molds of plaster and clay in the modelling and molding rooms. When the molds were dried, they were sent to the pressing department where clay was pressed into molds, and when partially dry, the work was turned out on the floor. It was here that the carver or modeller would follow the often intricate tracing of the architect's designs to fit and trim each piece.
This stage required great precision, as only the joints could be chiselled down or trimmed to secure a proper fit after firing. The work was then placed on the drying floor and loaded into kilns, where it remained for seven days for burning and cooling. For practical reasons 'of manufacture and final installation, terra-cotta elements had to be of a size that would allow rot installation by no more than two workers. Large-scale designs were therefore created in segments,, carefully designed to fit into an integrated ensemble.
The New York Architectural Terra Cotta Company had a photographic department to reproduce architect's plans. Copies of the plans were, provided to every department head, to enable him to paint out in colored inks each portion of the work as it progressed.
These records were preserved in order to duplicate orders years hence, as well as to keep a graphic record of the progress of each item.
The facilities of the New York Architectural Terra Cotta Company were the largest of their kind in the country and were built, specifically for the manufacture of architectural terra cotta. In his 1891 pamphlet on terra cotta, Walter Geer noted that the company catalogue illustrated "the wonderful range of uses and diverse styles of design of which terra cotta, is capable." The company kept in stock a large assortment of molded brick, and details, of every kind, including chimney pots, wall copings, panels, tiles, moldings, sills, jambs, lintels, brackets, corbels, etc. for national sale. Thus an architect or builder had the option of ordering stock pieces or placing a special order.
Taylor noted the role of architects themselves in fostering the development of architectural terra cotta:
Having no precedent-, they made all kinds of demands, such as had not hithertofore been required or expected; but these very requirements have tended to lead the makers into new channels, which have produced successful results in regard to color, ornamentation, construction, and surface treatment, so that now there is no reasonable doubt that architectural terra cotta as it is designee and made and used in America is far better in many respects than the best products of European factories.
With its increasing popularity due in large part to its versatility, the material was being used in a majority of the masonry buildings constructed in New York by the turn of the. century.
The New York Architectural Terra Cotta Company supplied terra cotta for a host of prominent architects and numerous buildings. By 1891, the company had filled contracts in fifteen states as well as Canada. Some of the New York projects for which the company supplied terra cotta were: the Lincoln Building (1886), R.H. Robertson; the Corbin Building (1888). Francis K. Kimball; the Schermerhom Building (1889), H.J. Hardenbergh; the Old Grolier Club (1890), Charles V. Romeyn.; the Montauk Club (1891), Francis K. Kimball; Carnegie Hall (1891), William B. Tuthill; All Saints Church (1891), Renwich, Aspinwall L Russell; and the Ansonia Hotel (1904), Paul E.M. Duboy.
Through Walter Geer's writings, the company also made a significant contribution to the documentation of the material, itself. In 1891. Geer published Terra-Cotta in. Architecture and in 1920, he wrote The Story of Terra-Cotta.
The New York Architectural Terra Cotta Works Building
By 1892, with the growth of the company, a need was evidently felt for an, office facility-separate from the manufacturing plant, and the headquarters building was constructed. The New York Architectural Terra Cotta Works. Building is a fanciful, two-story structure that displays in its construction at: exuberant use of brick and terra cotta. Placed at the Easternmost end of the nearly two-acre site with a frontage of over 200 feet on the East River. the head-quarters building stood against a backdrop of the company's entire manufacturing, warehouse and shipping operation when built in 1892.
The entire complex was decs surrounded to the north, south and east by brick walls. All that remains on the site are a much-altered trick warehouse and segments of the brick walls which curve inward to reveal the mansion-like headquarters building.
The building, combining elements of the Renaissance and Tudor Revival styles in its design is rectangular in plan, with its longer sides running parallel to Vernon Boulevard.
The principal facade faces east, and has two entries of equal size at its north and south end. The gable ends of the roof terminate in stepped parapet;- with pyramidally-shaped coping stones of beige terra cotta.
The peaked roof is sheathed in semi-circular pantiles which have the appearance of slate shingles. It is pierced by the two chimneys, one at its southern end,-- and one atop a semi-circular projecting bay, placed slightly off-center toward the southern end of the facade. This bay has a conical roof, and its chimney flue, have Tudor Revival chimney pots, identical to those featured in the company's catalogue offerings.
The major facade elements stand out from the wall which is faced with light brown brick. To the south of the semi-circular bay are two windows each at the first and second stories.
To the north of the bay are four windows at the first story and three at the second story. A belt course of terra-cotta ornament in a Vitruvian scroll pattern runs the length of the entire facade, just below the level of the lintels of the first, story windows.
The flush window lintels, molded in beige, terra cotta, have drip moldings with foliate ornament on the keystones and ends. The sills, also of beige terra cotta, project slightly and have foliate patterns at their bases.
The entrances at either of the facade are approached by steps of beige terra cotta. Both entryways contain wood-panelled doors, and the doorways are flanked by pilasters with composite capitals and northern Renaissance-derived panel carvings with paired figures.
The pilasters support friezes of intricate leaf patterns, the design of which conceals masks to achieve a trompe l'oeil effect. The coronas have modified egg and dart motifs.
The southernmost entry carries the former street address (401 Vernon Boulevard; of the company on the frieze directly above it.
The frieze on the corresponding doorway of the north entry reads "Office." The focal point of the main facade is the asymmetrically Placed curved projecting bay. Its north and south side have windows which match in detail the trim of the other windows of the facade. The bay itself is faced with a darker, rock faced brick.
The center of the bay bears a rectangular plaque, giving the name of the company "Now York Architectural Terra. Cotta Works," in flowing letters, executed in relief against a terra-cotta background. The plaque, which approximates the size of the windows, is slightly recessed from the surface of the brick around it.
This plaque is flanked by fluted pilasters with composite capitals. The pilasters support a frieze in trompe l'oeiI design of leaves and masks which matches those of the entries, and is capped by a pediment. Centered above, at the second story level, is another smaller plaque, bearing "Anno Domini 1892" in a flowing scroll-like form, framed by an egg and dart trim.
A band of cast terra cotta with a foliate design runs the length of the facade, just below the roof line. Foliate consoles at the south and north ends of the facade intersect the stepped parapets.
The north elevation is partially obscured by a one-story addition, and the lower section of the southern elevation is obscured by a small, one-story shed.
The north facade has a central, circular window with two smaller openings flanking it. The west elevation which faced una factory, has a fenestration pattern matching that of the front facade, although its lintels and sills are of a more utilitarian design. The roof band is similar.
Conclusion
By 1915 the company was the fourth largest employer in Long Island City. The terra cotta company's business prospered into the 1920s when it acquired a second manufacturing site in Old Bridge, New Jersey, allowing for direct access to clay deposits. Shipments of 400 tons per barge were made twice weekly to Long Island City works from the Cheesquake, New Jersey area.) Walter Geer, Jr., the son of Walter Geer, continued the family involvement in the company until it went bankrupt in 1928-29.
Richard Dalton, who had beer, the president of the New York Architectural Terra Cotta Company from 1919 to 1928, formed the Eastern Terra Cotta Company in 1931, This company, combining the facilities of the New York and New Jersey companies, produced architectural terra cotta for New York's recreational facilities under the administration of Robert Moses and his architect Aymar Embury II in the 1930s.
Business continued into the mid-1940s. After its closing, Mr. Dalton used the headquarters building for his own construction company's offices until his death in 1968.
In 1968, the Helton family sold the building and property to Citibank. In 1976 the manufacturing works buildings were demolished.
Today only the New York Architectural Terra Cotta Works Building survives as a symbol of the material and industry which transformed the construction profession in the late 19th century. Built at a time when terra cotta was enjoying an unparalleled popularity, the building was a showpiece for the company and a major example of the quality and range of the company's products. As the headquarters of New York City's only major terra cotta manufacturer, it has special significance in the history of architecture and construction and is one of this country's few tangible links with this important manufacturing process.
- From the 1982 NYCLPC Landmark Designation Report
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Imaginactive Media Release ICAO
Courtesy of Imaginactive, ICAO, Charles Bombardier, and Martin Rico. Media Release of High Quality Renderings for mainstream media.
IO Aircraft: www.ioaircraft.com/hypersonic/blueedge.php
Imaginactive: imaginactive.org/2019/02/blue-edge/
Martin Rico, Industrial Graphics Designed: www.linkedin.com/in/mjrico/
Seating: 220 | Crew 2+4
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 3 (Full release of IT3, Monday January 14, 2019)
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Lancia Hyena:
Overview:
ManufacturerZagato on Lancia mechanicals
Also calledLancia Delta Zagato Hyena
Production1992–1996
24 made
AssemblyRho, Milan
DesignerMarco Pedracini at Zagato
Body and chassis
ClassSports car
Body style2-door coupé
LayoutTransverse front-engine, four-wheel drive
RelatedLancia Delta Integrale "Evoluzione"
Powertrain
Engine2.0 L I4 (turbocharged petrol)
Transmission5-speed manual
The Lancia Hyena was a 2-door coupé made in small numbers by Italian coachbuilder Zagato on the basis of the Delta HF Integrale "Evoluzione".
History:
The Hyena was born thanks to the initiative of Dutch classic car restorer and collector Paul V.J. Koot, who desired a coupé version of the multiple World Rally Champion HF Integrale. He turned to Zagato, where Hyena was designed in 1990 by Marco Pedracini. A first prototype was introduced at the Brussels Motor Show in January 1992.
Decision was taken to put the Hyena into limited production. Fiat refused to participate in the project supplying bare HF Integrale chassis, which complicated the manufacturing process: the Hyena had to be produced from fully finished HF Integrales, privately purchased at Lancia dealers. Koot's Lusso Service took care of procuring and stripping the donor cars in the Netherlands; they were then sent to Zagato in Milan to have the new body built and for final assembly. All of this made the Hyena very expensive to build and they were sold for around 140,000 Swiss francs or $75,000 (£49,430).
A production run of 75 examples was initially planned, but only 25 Hyenas were completed between 1992 and 1993.
Specifications:
The Zagato bodywork made use of aluminium alloys and composite materials; the interior featured new dashboard, console and door cards made entirely from carbon fibre. Thanks to these weight saving measures the Hyena was some 150 kilograms (330 lb) lighter than the original HF Integrale, about 15% of its overall weight. The two-litre turbo engine was upgraded from 205 to 250 PS (184 kW), and the car could accelerate from 0–100 km in 5.4 seconds.
[Text from Wikipedia]
en.wikipedia.org/wiki/Lancia_Delta#Lancia_Hyena
This miniland-scale Lego Lancia Hyena (1992 - Zagato) has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
The image on Flickr is NOT "true" high dynamic range. The youtube video youtu.be/kaohBh35Mlg contains a still of this image in "true" HDR, which is not the same thing as photography's definition of HDR. (You need to view the YouTube video on an HDR TV/monitor in order to see the proper colors for the wide color gamut and contrast)
This YouTube video is unlike HDR in normal photography where wide colors and highlights are compressed into an SDR image, instead in true HDR the large ranges are kept.
This still image was created as a YouTube video due to many HDR TVs not supporting any HDR image formats but most smart TVs support YouTube with its HDR video content...
Raw DNG image from the camera to the processed HDR conversion was performed using DaVinci Resolve color grading software.
The R|Z568M Nixie Tube is a revival of an antique technology: rediscovered, hand crafted, and made brand new by Dalibor Farny. Previously, no one was making any nixie tubes and the process was becoming a lost art. Thankfully due to much interest by hobbyists and enthusiasts both with and without technical knowledge of high voltage electronics, the nixie tube has made a comeback due to it's beautiful aesthetics and the fun of learning the design of power electronics. One can be a teenager or even an adult with an interest and buy a premade kit, or one can be an expert at electronics and design their own clock circuit & power supply from scratch. That is the beauty of such a simple yet complex device. Nowadays most use micro-controllers to run such nixie tube clocks allowing for people to learn programming too and for more features to be packed into such displays.
The R|Z568M Nixie Tube is one of the largest known nixie tubes measuring in at a symbol height of 50 mm (2 inches) and a glass diameter of 50 mm (2 inches). The total height including the glass and the base is 125 mm (4.9 inches) and the total diameter is 53 mm (2.1 inches). This is a huge beast of a nixie tube: both suitably bright and large enough for someone like me to read it across their room without their glasses on. The pleasant orange glow of the neon dimly lights a small room at night in darkness. There is a beautiful halo of blue almost bordering on purple violet light around each lit digit. This is from the mercury vapors being excited by the high voltage which helps ignite the neon around the metal digits. The mercury allows the nixie tube to last a long life: over 20 years or 200.000 hours running 24/7. To see the manufacturing process watch it here: www.youtube.com/watch?v=wxL4ElboiuA Also visit Dalibor Farny's website (which is a work of art in and of itself with it's animated nixie tubes as you scroll to read): www.daliborfarny.com/
This nixie tube is being used in a single digit Nixie Tube clock and being run at just under 1 watt. It works by cycling through the tens place of the hours, then then ones place of the hours, then the tens place of the minutes, and finally the ones place of the minutes. There is a brief pause between the start and end of the cycle allowing you to tell which numbers are at the beginning. The use of the single digit nixie tube clock is twofold: mostly to save money (the R|Z568M costs €135.00 without shipping or taxes!) and because it allows for more thorough cycling through all the available digits within the bulb thereby reducing the risk of cathode poisoning. In a multiple digit nixie tube clock, the tens place for the hours only alternates between the numbers 0, 1, and 2 leading to much higher uneven wear and tear on the device.
This photo is in 3D parallel view. More Instructions for viewing 3D images: www.3dphoto.net/text/viewing/technique.html
Stereo Viewer for all my photos: jongames.com/stereophoto/
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
In 1871, during a time when the United States depended solely on Europe for optical lenses, Thomas A. Willson & Co. erected the first factory for the manufacturing of optical glass for lenses and reading glasses at the corner of Washington and 2nd Streets in Reading, Pennsylvania. Founded by Gile J. Willson and his son Dr. Thomas A. Willson, the company made innovative strides in addressing the occupational hazards faced by so many working in factories throughout the industrial revolution and is credited with launching the safety protection industry. Their first innovation, among many that would follow, was a protective lens that blocked dangerous and blinding rays produced by metal processing equipment.
During the 1890s the company expanded the reach of the safety industry to address not only vision, but also hearing, respiratory and head protection. Dr. Frederick Willson, the son of Dr. Thomas A. Willson, had joined the family company and became the president under a new name, T.A. Willson Co. Inc. as the company incorporated in 1910.
The National Safety Council was created in 1913, and T.A. Willson & Co. Inc. helped to set the bar for the establishment of uniform safety standards in industry. Through the 1920s, they continued expanding their line of safety equipment for the protection of coal miners, military personnel, and the evolving field of aviation. In 1929 the company changed its name to Willson Goggles, Inc., with Thomas A. Willson Jr. as the company’s president, and by World War II, Willson Goggles was helping the war effort by making aviator goggles and high altitude oxygen masks for pilots in the military.
In 1936 the company again changed its name to reflect the ever-expanding range of safety protection equipment they had come to represent. The new name, which would take the company through the next forty-five years, was Willson Products, Inc. They went on to produce fashionable sunglasses, as modeled by the contestants of the 1938 Miss America Pageant, and swim goggles, as worn by Florence Chadwick, the first woman to swim both directions of the English Channel in 1950.
Eventually the company changed hands first to Ray-O-Vac Corp. in 1956, and the following year to Electric Storage Battery (ESB) Co., but maintained the Willson Products name through the atomic age and space age, still leading the safety industry in research and development of equipment to meet the needs of a technologically advancing society. By 1981 the company was manufacturing more than 3,000 separate items in protective gear, and at that time became Willson Safety Products.
Willson shifted its focus to the development of new varieties of respirators, gloves and other protective equipment in the 1980s. They stopped manufacturing safety eyewear and began to purchase those products offshore. The company teamed up with Christian Dalloz, a French-based company to create protective eyewear, and Willson became Dalloz’s largest customer. Dalloz bought Willson Products in 1989, and changed the company name to Dalloz Safety in 1997.
Between 200 and 300 people were employed at the Dalloz plant in Reading, but due to outdated equipment and manufacturing processes, layoffs began. By 2001 fifty employees remained, and in May, 2002 the Dalloz Safety plant in Reading closed.
A 130-year history of safety industry innovation and leadership came to an end, and the future of the buildings that had been erected to accommodate the Willson family’s enterprising manufacturing was uncertain. In the midst of hopes and plans for the revitalization of the greater Reading area, the City of Reading recognized the value and the character of these buildings, and their potential to serve the community in a whole new way. Plans to develop a community arts and cultural resource center began, fueled by the proven success of similar adaptive reuse arts center projects. By converting abandoned factories, these community arts centers have revitalized their areas, maintaining local historical and architectural integrity while inspiring a cultural and economic resurgence as the community and visitors come together to create, appreciate, and celebrate the arts.
A weathered old wife or widow of a fisherman in a village on the beach at cape-tukkae-siray-island แหลมตุ๊กแก หมู่บ้านชาวไทยใหม่ Phuket, Kingdom of Thailand. The hands, wood and egg as well as her silver vs. gold speaks volumes. For my less traveled western friends, the bag contains a salty fish sauce. I prefer Squid sauce vs. fish although, if you know the manufacturing process you are less likely to try it. As common as salt on the table in the west.
In the heart of Old Town, historic factory is among the oldest in Grasse ... Indeed the current premises sheltered from their beginning in 1782, a perfume factory. In 1926, after the famous painter Jean Honoré Fragonard, it takes the name of Parfumerie Fragonard. Since then, every day, we produce are our perfumes, cosmetics and soaps in a respectful environment of tradition. We would be happy to welcome you and offer you a guided tour during which you will discover the different manufacturing processes and packaging our products. At the end of your visit, you can admire 3000 years of history of perfume through our private museum.
Dedicated to the perfume and aromatic plants, Flower Factory is surrounded by a beautiful garden scented plants ... the gates of Grasse, this contemporary factory opened in 1986 is equipped with very modern machinery for the manufacture and packaging of our products.
WORKSHOP ODOR "Perfumer's Apprentice"
Available on the French Riviera and Paris, in factories, workshops Perfumers Apprentice can discover the expertise of Perfumer: the history of perfume, raw materials and different extraction methods.
Experience unforgettable sense centered on the composition of a toilet water (100 ml) in aromatic notes of citrus and orange blossom, by assembling the different species made available. A fun and exciting experience in the world of perfumery, which proposes the course led by the teacher, the bottle and its bag, apron "apprentice" printed Fragonard, the diploma signed by the teacher and the summary of the composition .
One of our guides will accompany you as a result of the workshop for a visit "Prestige" from our factory.
Located in one of the oldest houses in the historic center of the city, this perfume offers original creations of Didier Gaglewski.
Didier Gaglewski, "nose" in Grasse, began offering its achievements in the framework Living in Provence and in Paris, Germany and Switzerland. Both "artisan", "artist", he decided to offer his achievements directly driven by the idea that the quality, originality and respect perfume composition will dress with fun, humor and quality its customers.
Requiring each of its perfumes, made in the privacy of his laboratory, took several months of research. In partnership with Michelle Cavalier and the "garden of La Bastide," Didier Gaglewski also remains closer to the flowers and working the land. Try to trace extraction techniques inherited from the past and plants specific to the region perfumes seduce and make a very personal and authentic. This atypical creator is distinguished by its compositions made in Grasse basin, its choice to favor natural raw materials and the search for sobriety.
Front satisfaction and customer demands wishing to regain the proposed perfumes, shop in Grasse, 12 rue of the Oratory, just steps from the International Perfume Museum to discover the scents and recent creations.
The country house of Aromas
Based in Saint Cézaire on Siagne in the Pays de Grasse, the Bastide aromas manufactures and packages fragrances since 1995.
Saint Cézaire on Siagne is a typical Provencal village a few kilometers from Grasse, the world capital of perfumery.
The homemade studio human scale can meet all your demands. The 100% handmade is carried out in the workshop without intermediary, under the control of a chemist.
La Bastide des Aromas, respects the traditions of the Grasse region and offers the exclusive fragrances custom made in the workshop on-site, high quality, with particular stress on the fragrance concentration, her outfit and originality.
Officials ceremonially cut the ribbon officially opening the Vandenberg Air Force Base education center Feb. 27. Cutting the ribbon are (L to R): Chief Master Sgt. Ryan Petersen, 30th Space Wing command chief; Col. Keith Balts, 30th Space Wing commander; Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander; Lt. Col. Gregory Marty, 30th Force Support Squadron commander; Barbara Bennie, Force Development Flight chief; and Col. Brent McArthur, 30th Space Wing vice commander.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
Discovery STO - 70 Ton, Single Stage to Orbit Fixed Wing Aircraft - Space Plane - Hypersonic Plane, U-TBCC / Unified Turbine Based Combined Cycle & Aerospike
Iteration 1, Mach 8-10 in amtmosphere, 195ft long, Heavy Lift Single Stage To Orbit Fixed Wing Aircraft. 70 TONS, ie 140,000 LBS, 60 ft X 15ft X 15ft payload bay. Up in the Falcon Heavy and Delta IV class, except not $400 million to launch giant payloads into orbit, but below $250 per lbs, or about $28 million to launch giant payloads, and normalized orbital flight, as normal as a 737 commercial flight. Load up, refuel, take off in an afternoon. I estimate this aircraft would cost about $750 million each for space capable. In atmosphere commercial, roughly $300 million each for a 200 passenger M8-10 (not designed yet)
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www.ioaircraft.com/hypersonic/ranger.php
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
Strukturbauteile aus Faserverbundkunststoff (FVK) werden heute größtenteils über manuelle Herstellungsschritte gefertigt. Das DLR arbeitet an einer Teilautomatisierung des Herstellungsprozess. Gemeinsam mit der KUKA-Roboter GmbH und der Firma Profactor GmbH entwickelt das DLR einen Leichtbauroboter mit Faserwinkelerkennung.
Currently, structural components made of fibre-reinforced polymers (FRP) are mainly manufactured using manual production processes. DLR is working on a partial automation of the manufacturing process and has teamed up with KUKA-Roboter GmbH and Profactor GmbH to develop a miniature robot demonstrator with a fibre angle sensor.
TDRS-K Undergoing a Fit Check.
Credit: Boeing
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CAPE CANAVERAL, Fla. -- The first of NASA's three next-generation
Tracking and Data Relay Satellites (TDRS), known as TDRS-K, launched
at 8:48 p.m. EST Wednesday from Cape Canaveral Air Force Station in
Florida.
"TDRS-K bolsters our network of satellites that provides essential
communications to support space exploration," said Badri Younes,
deputy associate administrator for Space Communications and
Navigation at NASA Headquarters in Washington. "It will improve the
overall health and longevity of our system."
The TDRS system provides tracking, telemetry, command and
high-bandwidth data return services for numerous science and human
exploration missions orbiting Earth. These include the International
Space Station and NASA's Hubble Space Telescope.
"With this launch, NASA has begun the replenishment of our aging space
network," said Jeffrey Gramling, TDRS project manager. "This addition
to our current fleet of seven will provide even greater capabilities
to a network that has become key to enabling many of NASA's
scientific discoveries."
TDRS-K was lifted into orbit aboard a United Launch Alliance Atlas V
rocket from Space Launch Complex-41. After a three-month test phase,
NASA will accept the spacecraft for additional evaluation before
putting the satellite into service.
The TDRS-K spacecraft includes several modifications from older
satellites in the TDRS system, including redesigned
telecommunications payload electronics and a high-performance solar
panel designed for more spacecraft power to meet growing S-band
requirements. Another significant design change, the return to
ground-based processing of data, will allow the system to service
more customers with evolving communication requirements.
The next TDRS spacecraft, TDRS-L, is scheduled for launch in 2014.
TDRS-M's manufacturing process will be completed in 2015.
NASA's Space Communications and Navigation Program, part of the Human
Exploration and Operations Mission Directorate at the agency's
Headquarters in Washington, is responsible for the space network. The
TDRS Project Office at NASA's Goddard Space Flight Center in
Greenbelt, Md., manages the TDRS development program. Launch services
were provided by United Launch Alliance. NASA's Launch Services
Program at the Kennedy Space Center was responsible for acquisition
of launch services.
For more information about TDRS, visit:
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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Partial view of the surface of a corrugated asbestos-cement panel from the interior side-wall of a vintage Marley cooling tower panel. Closer review of the panel's surface depicts a peculiar pattern of raised, embossed nubs, likely created during manufacturing process for keeping panels slightly spaced apart and easier to separate when stacked.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
American Apparel TR401W - Unisex Triblend ShortSleeve Track T-shirt Features:
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• American Apparel's manufacturing process utilizes 45% renewable energy
• American Apparel®, through Gildan’s Community Investment Program, supports education, the environment, humanitarian aid and active living in the communities we do business in
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Io Aircraft - www.ioaircraft.com
Drew Blair
www.linkedin.com/in/drew-b-25485312/
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
One of the problems with my old MacBook Pro was the unresponsive keyboard/trackpad due to the improper installation of the flex cable in the manufacturing process. This is a common problem with old MacBook Pros.
Apple Store quoted me $400-1,000 for the fix, so I decided to fix this by myself. The replacement cable was just $20.
After the fix, my old MacBook Pro runs flawlessly :-)
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Midtown, Manhattan, New York City, New York, United States
Built in 1929-31, Shreve, Lamb & Harmonís 500 Fifth Avenue Building is a soaring 59-story Art Deco skyscraper, located at the northwest corner of 42nd Street and Fifth Avenue. The building was constructed concurrently with the Empire State Building. Because the site was so valuable and so small, measuring only 100 feet by 208 feet, the building was designed to the maximum height and floor area allowable under the 1916 zoning code. Located in two zoning districts with differing setback requirements, it is asymmetrically massed with setbacks at the 18th, 22nd, and 25th stories on Fifth Avenue and a recessed light court beginning at the eighth story and setbacks at the 23rd, 28th, and 34th stories on West 42nd Street. Sheathed in limestone, terra cotta, and buff brick, the facades are enriched with carefully scaled Art Deco motifs, which accentuate the buildingís sculptural massing and emphasize its verticality.
On Fifth Avenue the limestone and black granite main entrance is treated as a pylon framed by stylized gilded palmettos and capped by an allegorical relief by sculptor Edmond Amateis ìsymbolizing the genius of the modern skyscraper.î Capping the setbacks and tower are a series of angled brick and terra-cotta panels decorated with chevrons that read as pleated cresting against the skyline. When it opened in March 1931, 500 Fifth Avenue was the crowning achievement of real estate developer Walter J. Salmon, who was responsible for rebuilding the north side of West 42nd Street between Fifth and Sixth Avenues in the first decades of the 20th century. Shreve, Lamb & Harmon was one of the leading architectural firms in the country specializing in skyscraper design. In addition to 500 Fifth Avenue, Shreve Lamb & Harmon designed the Empire State Building . 500 Fifth Avenue continues to be used as an office building with street-level stores.
DESCRIPTION AND ANALYSIS
History and Development of Midtown and the 500 Fifth Avenue Site
The area surrounding Fifth Avenue between 42nd Street and the southern end of Central Park remained rural in character until the second half of the nineteenth century, when speculative residences and mansions began to be constructed on lots newly mapped by the city. By 1900, the character of the neighborhood on the blocks north of 42nd Street began to change with the construction of, or the conversion of private residences to, exclusive retail shops, restaurants, and office buildings. By 1923, so many banks and trust companies had established uptown branches near the intersection of Park Avenue and 42nd Street and on the blocks of Fifth Avenue north of 42nd Street, that Riderís New York City guide reported the area was popularly known as ìLittle Wall Street.î 42nd Street, which linked this business district to Times Square, became one of the busiest thoroughfares in New York while Fifth Avenue remained the most fashionable shopping street in the city, leading Real Estate Record & Guide to declare the parcel at 500 Fifth Avenue, at the northwest corner of 42nd Street, as ìthe most valuable building site on Manhattan Island north of Wall Street.î
In 1903 a young and ambitious real estate entrepreneur named Walter J. Salomon , who later changed his surname to Salmon, leased the corner lot and the adjacent L-shaped lot, which fronted on Fifth Avenue and West 42nd Street. Salmon then converted the existing building, the eight-story Hotel Bristol, into a commercial and office building and renamed it the Bristol Building. This property was to form the core of Salmonís redevelopment plan for 500 Fifth Avenue, his crowning achievement as a real estate man and the final puzzle piece in the transformation of the entire block front into an imposing wall of modern commercial structures.
New Yorkís Art Deco Skyscrapers
Americaís involvement in World War I, followed by a recession in the early 1920s, caused a construction lull in New York City, as in other parts of the country. By the mid 1920s, the economy had bounced back, and demand for new and larger commercial buildings was booming. Fifteen new office skyscrapers were erected in New York in 1925, and 1926 saw the construction of 30 more. This building frenzy lasted through the 1929 stock market crash, as construction went forward in the early 1930s on buildings that had already been planned and financed; although largely finished by 1932, the boom left behind a ìrich array of towers,î many of them executed in what is known today as the Art Deco style. Indeed, several of New Yorkís most spectacular skyscrapers from this periodóincluding the Chanin Building , the Chrysler Building , the Empire State Building and the General Electric Building , all designated New York City Landmarks, are among the countryís most significant examples of Art Deco design.
Into the 1910s, no limits on building height or bulk existed in New York City. In 1916, New York implemented the nationís first zoning regulations, which permitted unrestricted height on one quarter of a building site, but required skyscrapers to taper as they rose to allow light and air to reach the street. Six years later, architect and critic Harvey Wiley Corbett and architectural delineator Hugh Ferriss published a group of influential renderings that explored zoningís impact on the shape of tall buildings. Presented as a series of illustrations progressing from the abstract, pyramidal shape of the zoning envelope to a stepped-back practicable building form, these drawings catalyzed a trend in which ìbuildings endeavored to take on the feeling of sculpted mountains, their shape suddenly more important than their historical detail or even their style.î So pervasive were the new stepped-back skyscrapers that by the mid-1920s, architects and critics spoke of an emerging ìsetback styleî.
Another important influence on 1920s skyscraper design was Eliel Saarinenís 1922 competition entry for the Chicago Tribuneís new tower. With its straightforward shape, vertical emphasis, and limited ornament, Saarinenís ahistorical design was ìtaken to be style-less and was thought in the twenties to have freed architects from what seemed the inevitable alternatives in skyscraper design, Gothic solutions on the one hand and vertically stretched Classicism on the other.î
The issue of what constituted ìmodernî design was expounded upon in the press and occupied many architects, who sought an appropriate means of expressing the societal changes brought about by new technology and manufacturing processes. A dichotomy existed, according to Ada Louise Huxtable, between the ìmodernî architecture of Europe and the ìmodernisticî new skyscrapers of New York:
ëModerní was radical, reductive, and reformist; ëmodernisticí was richly decorative and attached to conservative and hedonistic values. ëModerní was the austere, abstract, elite, avant-garde work of Ö [Walter] Gropius, Mies [van der Rohe], and Le Corbusier, united in its early days under the rubric of the International Style. ëModernisticí was neither pure nor revolutionary; it fused the ornamental and the exotic for what was really the last great decorative style.
Only a handful of International Style skyscrapers were constructed in the United States before World War II. Far more popular was the ìmodernisticî style, which was later termed ìArt Decoî based on its debt to the 1925 Paris Exposition Internationale des Arts Decoratifs et Industriels Modernes. Flamboyant, dynamic, and dazzling to the eye, Art Decoís primary characteristic was its ìsumptuous ornament, and the lush textures and colors achieved by combining several materials, such as stone, brick, terra cotta, and metal.î Gilding and shiny materials were frequently used, and favorite decorative motifs, drawn from the natural world and geometric forms, included ìspirals, sunflowers, steps, zigzags, triangles, double triangles, hexagons, fragmented circles, and seashells.î Frequently, facades were given a woven fabric treatment, in buildings including One Wall Street and the 21 West Street Building . Wall surfaces read as thin decorative veneers, as ìstage setsî to a public infatuated with movies and the theater.
As Art Deco was conquering New York, a new skyscraper form, the slab, emerged. Into the 1920s, the cityís tallest skyscrapers were typically constructed on enormous lots. These sites were big enough, as with the Chrysler Building, to allow for ìgeometrically pureî square, needle-like towers that broke free of their bases and pierced the sky. But as large lots became rarer and developers sought to construct tall office buildings on narrow lots, this approach became unfeasible; the square tower, if made too small, lost too much of its internal space to elevators. As a result, new skyscrapers on narrower lots took on a slab-like form, their long and rectangular upper stories seemingly extruded from their bases. The pioneering slab skyscraper was H. Douglas Ivesí and Sloan & Robertsonís 38-story Fred F. French Building at Fifth Avenue and 45th Street, which was constructed on a relatively small lot.
But the master of the slab at the end of the 1920s was Raymond Hood, whose Daily News Building marked the most radical departure of any tall building from previous skyscraper form. Despite the rich Art Deco bas-relief over its main entrance, Hoodís building, with its artfully planned setbacks and flat, unornamented roofline, came closer to abstract sculpture than any skyscraper before; falling, in style, ìbetween modern and modernistic,î it forsook the decorated crown of the Art Deco skyscraper and approached the purity of the International Style. Hood built upon his experience with the Daily News Building in designing another of the cityís great slab skyscrapers, the RCA Building at Rockefeller Center , which was completed in 1933.
Located just three blocks from the French Building, and similar in design and materials to the Daily News Building, 500 Fifth Avenueís slender, slab-form tower situated the building within this group of transitional skyscrapers, precursors to the postwar office building. But with the Depression remaining entrenched and money for office buildings drying up, few Art Deco skyscrapers were completed in New York after Rockefeller Center, and the style, increasingly employed for government and institutional buildings, became considerably more restrained.
Shreve, Lamb & Harmon Richmond Harold Shreve William Frederick Lamb
The architectural firm of Shreve, Lamb & Harmon, formed in 1929, was one of New York Cityís premier design teams, known primarily for their modern office buildings and especially the Empire State Building . The three principal designers had traditional architectural educations and experience with important New York firms before they joined together and created buildings specifically adapted to the design requirements and technological advances of the modern era.
Richmond Harold Shreve was born in Cornwallis, Nova Scotia. He studied architecture at Cornell University, graduating in 1902, and spent the next four years on the faculty of the School of Architecture there. While at Cornell, he supervised the construction of Goldwin Smith Hall, designed by the New York firm of CarrËre & Hastings, and at the conclusion of the project he joined the firm. William Frederick Lamb, son of New York builder William Lamb, was born in Brooklyn. Graduating from Williams College in 1904, Shreve subsequently studied at the Columbia University School of Architecture, and then went to Paris to study at the Atelier Deglane. After receiving his diploma from the …cole des Beaux Arts in 1911, Lamb returned to New York and joined the firm of CarrËre & Hastings where he met Shreve. In 1920, Shreve and Lamb became partners in the new firm of CarrËre & Hastings, Shreve & Lamb.
By 1924, they decided to establish their own partnership, and five years later they were joined by Arthur Loomis Harmon to form Shreve, Lamb & Harmon. Harmon, who had been born in Chicago, studied at the Art Institute there and graduated from Columbia University School of Architecture in 1901. He worked as a designer in the firm of McKim, Mead & White between 1902 and 1911. From 1912 to 1913, he was an associate in the firm of Wallis & Goodwillie, and then practiced alone until joining Shreve and Lamb. His works from that period include battle monuments at Tours, Cantigny and Somme-Py in France, a YMCA in Jerusalem, and the award-winning Shelton Hotel in New York.
Of the three architects in the firm, Lamb was generally acknowledged to be the designer, and Shreve the administrator. For the Empire State Building, the firmís most famous work, Lamb was the designer, but Shreveís organizational skills were generally credited with enabling the building to be constructed in just one year. Shreve was also active as a planner beyond the firmís work; he was the director of the Slum Clearance Committee of New York after its formation in 1933, and chief architect of the group preparing plans for the Williamsburg Housing Project, as well as chief architect of the Vladeck Houses on the Lower East Side and also of Parkchester in the Bronx.
Shreve, Lamb & Harmon worked principally on commercial office buildings, although they also designed a number of estates and residences in the New York suburbs, and a few apartment houses in Manhattan . Their residential work was largely in the neo-Tudor and other popular historical styles of the 1920s, while their commercial work tended to be spare and functional, reflecting little of the Beaux Arts ornament for which CarrËre & Hastings had been famous. Their other buildings in New York included the L.P. Hollander & Company Building at 3 East 57th Street , a 1931-33 addition to 14 Wall Street , the Best & Company store at Fifth Avenue and 51st Street , an addition to the New York Times Annex on West 43rd Street, the Lefcourt National Building, and the Mutual of New York Building. Outside of New York City, their work includes the Standard Oil Building in Albany, the Reynolds Tobacco Company building in Winston-Salem, North Carolina, and the Chimes Building in Syracuse, NY. These tend to be similar to their New York City work, with unadorned limestone cladding, metal-framed windows and simple, set-back massing, occasionally with Art Deco or Streamlined ornamental motifs.
Edmond R. Amateis
Edmond R. Amateis was an American sculptor born in Rome and trained at the Beaux-Arts Institute of Design in New York. Working in the U.S. and Europe, Amateis created monumental public sculpture of a heroic-classical nature. Early in his career he won recognition with his award of the Prix de Rome , the Avery Prize of the Architectural League of New York , and the McCleese Prize of the Pennsylvania Academy of Fine Arts . For the New York Worldís Fair of 1939, Amateis sculpted a monumental allegorical group based on American folklore, with figures depicting Johnny Appleseed as Benevolence, Paul Bunyan as Efficiency, and Strap Buckner as Humility. Amateisís other major commissions included a sculptural frieze for the Liberty Memorial in Kansas City, Missouri, completed in 1938, and a memorial to American soldiers who died in France during World War II, located in Draguignan, France.
Design and Construction of the 500 Fifth Avenue Building
With his acquisition of the properties at nos. 3, 5, 7, and 9 West 42nd Street in 1915, Walter J. Salmon had assembled a parcel of 20,900 square feet at 500 Fifth Avenue, about the minimum size necessary for profitable redevelopment. In 1922, Gerry Estates, Inc. entered into an agreement with Salmon to redevelop the site. With other projects in the works, including the adjacent Salmon Tower at 11-27 West 42nd Street, Salmon delayed beginning work on the corner site until the summer of 1929. At that time he announced plans for a fifty-eight story building with frontage of 100 feet on Fifth Avenue and 208 feet on 42nd Street to be built to the design of Shreve, Lamb & Harmon. Given its status as the second most valuable piece of real estate in Manhattan, redevelopment of this site was greatly anticipated among the real estate community and by the public at large. An article in the Real Estate Record & Guide described the high-profile nature of the project:
For years residents of the city and out-of-town visitors alike have speculated as to the future of this corner, wondering that so prominent a locationóat ìthe crossroads of the worldîóshould have been neglected in the modern development of Fifth Avenue as the leading shopping street of the world and of the Grand Central area as the midtown financial and business districtÖWith the fashionable shopping district definitely extending its limits above Forty-second Street; with the north and south flow of automobile and pedestrian traffic and the cross flow between Grand Central Station and Times Square making the intersection one of the busiest in the world, and with other building under way, the time appeared ripe for an improvement on this corner.
The construction of the office building at 500 Fifth Avenue had a significant impact on the eventual development of the adjacent parcels, because its planning affected the zoning of the entire Fifth Avenue block front. The zoning code permitted a taller building on 42nd Street than on Fifth Avenue, so Salmon acquired a long-term lease on the adjacent four-story converted dwelling at 508 Fifth Avenue in 1927; by merging the zoning lots of this 25 by 102-foot building and that of 500 Fifth Avenue, he was able to build a higher tower than would have otherwise been possible.
The program for 500 Fifth Avenue called for street-level stores, banking facilities on the second and third floors, and office units on the floors above, totaling approximately 450,000 square feet of rentable area. Plans were submitted to the Buildings Department in October 1929, and excavation began in February of 1930; the estimated cost of the project was $4,000,000. Charles T. Wills, Inc. was the general contractor, and McClintic-Marshall Co. the steel contractor. Erection of the skyscraperís steel skeleton began at the end of March, and was completed in a mere four months owing to a highly efficient system whereby the steel arrived on site and was hoisted by derricks to the 36th floor, where it was assembled and continuously distributed by a relay derrick to other floors. The exterior brickwork was completed in early September 1930, and the general contract for the building was completed in January 1931. At the height of the building project nearly 2,200 workers were employed.
The construction of 500 Fifth Avenue and its sister skyscraper the Empire State Building set a new standard for speed and efficiency in building construction. Each component of 500 Fifth Avenueís structure was planned, mapped, and measured in advance, in what historian Christopher Gray called a ìtight ballet of scheduling.î This strategic approach to construction planning and oversight was successfully realized at 500 Fifth Avenue through the close collaboration of the architect, building owner, real estate advisers, operating managers, and builder throughout the entire process of planning and construction. Architect Richmond Shreve was a great proponent of rationalized building construction, and expounded on his ideas in an essay titled ìThe Economic Design of Office Buildingsî:
To set up properly an income-producing building the control of its design and construction should be in the hands of a Board on which sit Owner, Banker, Builder, Architect, Engineers, and Real Estate Men. The record of their decisions finds place in plans, specifications and contracts, financial transactions and leases, and the outcome of their work, if it is to be successful, must have been foreseen far in advance of its realization.
500 Fifth Avenue was completed in just over a year without accident or serious injury, and opened in March 1931 in time for the traditional renewal date for business leases of May 1. William F. Lamb called 500 Fifth Avenue ìa thoroughly frank expression of the requirements of an up-to-date office building.î These requirements included modern, well lit and properly ventilated office units near elevators and bathrooms; fast and efficient elevator service; and maximum rentable floor space. Despite its relatively small lot and constricted building envelope, 500 Fifth Avenue offered all of these things; moreover, its unusually advantageous corner location across from the New York Public Library and Bryant Park afforded ample natural light, cross-ventilation, and unobstructed views for two blocks to the south.
Effectively, Shreve, Lamb & Harmon designed 500 Fifth Avenue from the top down, determining the placement of the buildingís service core within the tower and then the base, and from the inside out, determining the ideal office unit as a basis for formulating the overall plan and circulation. The buildingís set-back configuration, which allowed for an unusually high window-to-wall ratio, as well as a 25-foot wide light court on the west side of the building beginning at the sixth floor, ensured that no office unit would be more than 30 feet from natural light; a distance of 28 feet or less was considered optimal for modern office buildings before the development of air-conditioning. Floor areas ranged from 2,150 to 18,000 square feet, with office units as small as 9 feet in width and as large as an entire floor. The typical floor plan for the buildingís base had 21 office units, while the typical floor plan for the tower had nine office units.
The main entrance to the building was placed on the Fifth Avenue facade, about 70 feet from 42nd Street and on center with the sheer tower rising above the setbacks, and the remainder of the ground floor on both the east and south facades was dominated by an unbroken line of bronze-framed, plate-glass storefronts. The main entrance was framed dramatically by pylons and crowned with the highly stylized bas-relief figure of a Grecian woman holding a staff with a winged sun disc and kneeling beside a model of the building itself, an allegorical representation of the ìgenius of the modern skyscraper,î sculpted from a single block of limestone by Edward Amateis.
The dramatically massed exterior of 500 Fifth Avenue expressed the constraints of the zoning code, which allowed more bulk on the 42nd Street side than on the Fifth Avenue side and thus determined the positioning of the tower on the base. The buildingís tight footprint, which limited the size of the base, and the imperative of maximizing profits with top-quality office and retail space in a relatively small building envelope, resulted in the complex geometry of setbacks stepping up asymmetrically to the slender tower. With regards to the height of office buildings in a competitive real estate market, ìÖthere is a point where the balance begins to swing back and the rate of return on capital investment begins to diminish as the building goes higher.î At 500 Fifth Avenue, the projected height of 58 stories , or 697 feet, was considered the limit of economic feasibility for a 100- by 208-foot lot. In his essay on tall office buildings, Shreve summed up the design problem inherent in the 1916 zoning ordinance, describing the modern tall office building as
ìa geometrical form consisting of a base enclosed by vertical walls, an intermediate section defined by sloping limits, and a towerÖ[and]Öpractical usable office floor area, supported and enclosed by structural forms, served by mechanical equipment, and reached through public spaces which are not directly sources of revenue.î
Shreve went on to offer this thought:
The demands of time, cost, and practicability need not be hostile to the aesthetic side of the work. Indeed, may it not be fairly said that character is improved and greater success of pure design assured if sound reasoning as to value, and honest recognition of function, accompany and guide our struggle to attain architectural beauty?
Shreve, Lamb & Harmonís completed building was noted in the press for its height, its zoning conditions, and its real estate value; it was among the cityís notable tall buildings of the time and remains a distinguished example of Art Deco skyscraper design. Stylized geometrical ornament, a restrained color palette, and the ìvertical accentî created by spandrels and channeling all contributed to the buildingís ìmodern architectural treatmentî, in the words of partner William Lamb. On the second, third, and fourth stories, limestone piers decorated with channeling and abstracted frond and scroll motifs and light-green metal spandrels decorated with folds and chevrons reflect Art Decoís affinity for stylized geometric forms. Around the main entrance the carved limestone pylons and allegorical bas-relief are picked out in gilding, and on the 42nd Street facade a pair of eagles carved in profile enhance the figural quality of the ornamental scheme. Rising above the base is 500 Fifth Avenueís flat-roofed, slab-form tower.
The towerís vertical buff-brick stripes are likely inspired by Hoodís Daily News Building, which bridged Art Deco and the emerging International Style when it opened in 1930. As with the Daily News Buildingówhere Hood sought to conceal the windows to avoid the effect of a wall ìshot full of holesîóthese stripes alternate with dark window bands. In the center bays on 42nd Street and in the two window bays over the main entry, 500 Fifth Avenueís terra-cotta spandrel panels are dark gray in color and angle forward. Seen from a distance the dark color of the spandrels merges with the dark color of the window frames to create a series of vertical stripes that rise unbroken to the roofline. This striped effect is continued on the north elevation, where the large expanse of brick wall enclosing the elevators and utilities is articulated with three uninterrupted channels filled with strips of dark gray terra cotta.
Above its base, 500 Fifth Avenue is virtually free of ornament, except at the tower, where a series of angled brick and terra-cotta panels decorated with chevrons read as pleated cresting against the skyline.
Subsequent History
A year after the stock market crash and three months before the opening of 500 Fifth Avenue, Walter J. Salmon was quoted in the papers on the subject of his prospects for an immediate return on his investment: ìWe feel that it will take some time to absorb the approximately 500,000 square feet of office space in the building, but the enterprise was undertaken with the greatest faith in the future of midtown expansion and development.î By May 1931, three months after its opening, the 15th, 16th and 20th floors of the building had been fully rented ; by the end of the year, several prestigious tenants had signed leases, including the Electrolux Corporation, no less than ten railroad corporations, and the Western Universities Club, which used the penthouse and the three floors below for its club facilities. An article in the New York Times from January 1932 reported a consistent demand for business space in the midtown area, calling business renting ìbrisk.î
Later tenants of 500 Fifth Avenue included the Austrian and Japanese consulates, and in the mid-1930s the building became the target of Communist protests directed at the Japanese consulate, which had offices on the 40th floor.
In 1944, when the Manufacturers Trust Companyóthen located at 513 Fifth Avenueñand the Mutual Insurance Company entered into a lease in which Mutual Life agreed to construct a new bank building on the property at nos. 508 and 510-514 Fifth Avenue, a corollary agreement with Walter Salmon permitted Manufacturers Trust Company to sublease, and ultimately redevelop, 508 Fifth Avenue. An important stipulation in this agreement was that during the time Salmonís lease remained in effect , any building erected on the portion of the lot at No. 508 would not exceed the height of the then-existing building or otherwise interfere with 500 Fifth Avenue. Thus, the height of the new bank building was effectively limited to four or five stories, and light and ventilation levels on the north wall of 500 Fifth Avenue were preserved.
In 1955, the land under 500 Fifth Avenue was sold by Gerry Brothers & Co., whose principals were descendants of the original ownership, to the Metropolitan Life Insurance Co. 500 Fifth Avenue was again the site of political disturbance in 1980, when Croatian nationalists bombed a Yugoslavian bank located on the 30th floor of the building; there were no injuries, and only minor damage to the interior spaces. In the mid-1990s, the facade of 500 Fifth Avenue was repaired, ornament was restored or selectively refabricated, and replacement windows were installed. The building continues to be used as an office building with street-level stores.
Description
500 Fifth Avenue is an asymmetrically massed skyscraper with setbacks at the 18th, 22nd, and 25th stories on the Fifth Avenue facade and a recessed light court beginning at the eighth story and setbacks at the 23rd, 28th, and 34th stories on the 42nd Street facade; the side facade is partially visible from street; sheathed in limestone, terra cotta, and buff brick, the facades are enriched with carefully scaled Art Deco motifs, which accentuate the buildingís sculptural massing and emphasize its verticality; on the Fifth Avenue facade the limestone and black granite main entrance is treated as a pylon framed by stylized gilded palmettos and capped by an allegorical bas-relief; the metal-and-glass main entrance door is deeply recessed and has returns of polished stone or metal; possibly historic pendant and wall-mounted light fixtures within recess of main entrance; possibly historic light fixtures and flag poles flank the main entrance; freight entrance in seventh bay of ground floor on 42nd Street facade; ground-floor storefronts on the Fifth Avenue and 42nd Street facades retain the original patinated metal cornice with chevron motifs; the three commercial stories above the storefronts have large show-window openings set between limestone piers decorated with channeling and abstracted frond and scroll motifs and patinated metal spandrels decorated with stylized folds and chevrons; the majority of the show windows on the 2nd Street facade are historic multi-pane metal sash; on the Fifth Avenue facade only a few of these historic show windows remain; on the buff-brick mid-section and tower the windows are arranged into paired and triple groups separated by projecting piers, with the major piers enhanced by vertical channeling; in the center bays on 42nd Street and in the two window bays over the main entry, the terra-cotta spandrel panels are dark gray in color and angle forward; seen from a distance the dark color of the spandrels merges with the dark color of the window frames to create a series of vertical stripes that rise unbroken to the roofline; this striped effect is continued on the back elevation where the large expanse of brick wall enclosing the elevators and utilities is articulated with three uninterrupted channels filled with strips of dark gray terra cotta; crowning the setbacks and tower are a series of angled brick and terra-cotta panels decorated with chevrons that read as pleated cresting against the skyline.
Alterations: non-historic metal-and-glass storefront infill on ground story; several non-historic plate-glass windows with metal frames on second through fourth stories of Fifth Avenue and 42nd Street facades; metal plaques and security lights at main entrance on Fifth Avenue facade; four utility boxes affixed to southeast corner of building above fifth story; double-hung metal replacement windows in all openings above the fourth story; louvers or vents in several window openings or as replacement window panes on Fifth Avenue and 42nd Street facades; brick replaced at corners of building; dunnage/cooling tower and antennas visible on roof.
- From the 2010 NYCLPC Landmark Designation Report
The fifth person to receive the Freedom of the County Borough of Middlesbrough was Sir Lowthian Bell Bart who was awarded freedom on 2 November 1894. A portrait of Sir Lowthian Bell Bart FRS 1826-1904 is hung in the Civic Suite in the Town Hall. It was painted by Henry Tamworth Wells RA and was presented in 1894 by Joseph Whitwell Pease MP on Tuesday 13 November in the Council Chamber at 3.00pm. Joseph Pease was Chairman of the Sir Lowthian Bell presentation committee.
It was presented to the Corporation of Middlesbrough by friends in Great Britain, Europe and America as a record of their high esteem and to commemorate his many public services and those researches in physical science by which he has contributed to the development of the staple industries of his own country and the world.
ISAAC LOWTHIAN BELL - from "Pioneers of The Cleveland Irontrade" by J. S. Jeans
THE name of Mr. Isaac Lowthian Bell is familiar as a " household word " throughout the whole North of England. As a man of science he is known more or less wherever the manufacture of iron is carried on. It is to metallurgical chemistry that his attention has been chiefly directed; but so far from confining his researches and attainments to this department alone, he has made incursions into other domains of practical and applied chemistry. No man has done more to stimulate the growth of the iron trade of the North of England. Baron Liebig has defined civilisation as economy of power, and viewed in this light civilisation is under deep obligations to Mr. Bell for the invaluable aid he has rendered in expounding the natural laws that are called into operation in the smelting process. The immense power now wielded by the ironmasters of the North of England is greatly due to their study and application of the most economical conditions under which the manufacture of iron can be carried on. But for their achievements in this direction, they could not have made headway so readily against rival manufacturers in Wales, Scotland, and South Staffordshire, who enjoyed a well-established reputation. But Mr. Bell and his colleagues felt that they must do something to compensate for the advantages possessed by the older iron- producing districts, and as we shall have occasion to show, were fully equal to the emergency, Mr. Isaac Lowthian Bell is a son of the late Mr. Thomas Bell, of the well-known firm of Messrs. Losh, Wilson, and Bell, who owned the Walker Ironworks, near Newcastle. His mother was a daughter of Mr. Isaac Lowthian, of Newbiggen, near Carlisle. He had the benefit of a good education, concluded at the Edinburgh University, and at the University of Sorbonne, in Paris. From an early age he exhibited an aptitude for the study of science. Having completed his studies, and travelled a good deal on the Continent, in order to acquire the necessary experience, he was introduced to the works at Walker, in which his father was a partner. He continued there until the year 1850, when he retired in favour of his brother, Mr. Thomas Bell. In the course of the same year, he joined his father-in-law, Mr. Pattinson, and Mr. R. B. Bowman, in the establishment of Chemical Works, at Washington. This venture was eminently successful. Subsequently it was joined by Mr. W. Swan, and on the death of Mr. Pattinson by Mr. R. S. Newall. The works at Washington, designed by Mr. Bell, are among the most extensive of their kind in the North of England, and have a wide reputation. During 1872 his connection with this undertaking terminated by his retirement from the firm. Besides the chemical establishment at Washington, Mr. Bell commenced, with his brothers, the manufacture of aluminium at the same place this being, if we are rightly informed, the first attempt to establish works of that kind in England. But what we have more particularly to deal with here is the establishment, in 1852, of the Clarence Ironworks, by Mr. I. L. Bell and his two brothers, Thomas and John. This was within two years of the discovery by Mr. Vaughan, of the main seam of the Cleveland ironstone. Port Clarence is situated on the north bank of the river Tees, and the site fixed upon for the new works was immediately opposite the Middlesbrough works of Messrs. Bolckow and Vaughan. There were then no works of the kind erected on that side of the river, and Port Clarence was literally a " waste howling wilderness." The ground on which the Clarence works are built where flooded with water, which stretched away as far as Billingham on the one hand, and Seaton Carew on the other. Thirty years ago, the old channel of the Tees flowed over the exact spot on which the Clarence furnaces are now built. To one of less penetration than Mr. Bell, the site selected would have seemed anything but congenial for such an enterprise. But the new firm were alive to advantages that did not altogether appear on the surface. They concluded negotiations with the West Hartlepool Railway Company, to whom the estate belonged, for the purchase of about thirty acres of ground, upon which they commenced to erect four blast furnaces of the size and shape then common in Cleveland. From this beginning they have gradually enlarged the works until the site now extends to 200 acres of land (a great deal of which is submerged, although it may easily be reclaimed), and there are eight furnaces regularly in blast. With such an extensive site, the firm will be able to command an unlimited "tip" for their slag, and extend the capacity of the works at pleasure. At the present time, Messrs.. Bell Brothers are building three new furnaces. The furnace lifts are worked by Sir William Armstrong's hydraulic accumulator, and the general plan of the works is carried out on the most modern and economical principles. As soon as they observed that higher furnaces, with a greater cubical capacity, were a source of economy, Messrs. Bell Brothers lost no time in reconstructing their old furnaces, which were only 50 feet in height ; and they were among the first in Cleveland to adopt the Welsh plan of utilising the waste furnace gases, by which another great economy is effected. With a considerable frontage to the Tees, and a connection joining the Clarence branch of the North-Eastern Railway, Messrs. Bell Brothers possess ample facilities of transit. They raise all their own ironstone and coal, having mines at Saltburn, Normanby, and Skelton, and collieries in South Durham. A chemical laboratory is maintained in connection with their Clarence Works, and the results thereby obtained are regarded in the trade as of standard and unimpeachable exactitude. Mr. I. L. Bell owns, conjointly with his two brothers, the iron -works at Washington. At these and the Clarence Works the firms produce about 3,000 tons of pig iron weekly. They raise from 500,000 to 600,000 tons of coal per annum, the greater portion of which is converted into coke. Their output of ironstone is so extensive that they not only supply about 10,000 tons a- week to their own furnaces, but they are under contract to supply large quantities to other works on Tees-side. Besides this, their Quarries near Stanhope will produce about 100,000 tons of limestone, applicable as a flux at the iron works. Last year, Mr. Bell informed the Coal Commission that his firm paid 100,000 a year in railway dues. Upwards of 5,000 workmen are in the employment of the firm at their different works and mines. But there is another, and perhaps a more important sense than any yet indicated, in which Mr. Bell is entitled to claim a prominent place among the " Pioneers of the Cleveland Iron Trade." Mr. Joseph Bewick says, in his geological treatise on the Cleveland district, that " to Bell Brothers, more than to any other firm, is due the merit of having fully and effectually developed at this period (1843) the ironstone fields of Cleveland. It was no doubt owing to the examinations and surveys which a younger member of that firm (Mr. John Bell) caused to be made in different localities of the district, that the extent and position of the ironstone beds became better known to the public." Of late years the subject of this sketch has come to be regarded as one of the greatest living authorities on the statistical and scientific aspects of the Cleveland ironstone and the North of England iron trade as a whole. With the Northumberland and Durham coal fields he is scarcely less familiar, and in dealing with these and cognate matters he has earned for himself no small fame as a historiographer. Leoni Levi himself could not discourse with more facility on the possible extent and duration of our coal supplies. When the British Association visited Newcastle in 1863, Mr. Bell read a deeply interesting paper " On the Manufacture of Iron in connection with the Northumberland and Durham Coal Field," in which he conveyed a great deal of valuable information. According to Bewick, he said the area of the main bed of Cleveland ironstone was 420 miles, and estimating the yield of ironstone as 20,000 tons per acre, it resulted that close on 5,000,000,000 tons are contained in the main seam. Mr. Bell added that he had calculated the quantity of coal in the Northern coal field at 6,000,000,000 tons, so that there was just about enough fuel in the one district, reserving it for that purpose exclusively, to smelt the ironstone contained in the main seam of the other. When the Yorkshire Union of Mechanics' Institutes visited Darlington in the spring of 1872, they spent a day in Cleveland under the ciceroneship of Mr. Bell, who read a paper, which he might have entitled "The Romance of Trade," on the rise and progress of Cleveland in relation to her iron manufactures; and before the Tyneside Naturalists' Field Club, when they visited Saltburn in 1866, he read another paper dealing with the geological features of the Cleveland district. Although not strictly germane to our subject, we may add here that when, in 1870, the Social Science Congress visited Newcastle, Mr. Bell took an active and intelligent part in the proceedings, and read a lengthy paper, bristling with facts and figures, on the sanitary condition of the town. Owing to his varied scientific knowledge, Mr. Bell has been selected to give evidence on several important Parliamentary Committees, including that appointed to inquire into the probable extent and duration of the coal-fields of the United Kingdom. The report of this Commission is now before us, and Mr. Bell's evidence shows most conclusively the vast amount of practical knowledge that he has accumulated, not only as to the phenomena of mineralogy and metallurgy in Great Britain, but also in foreign countries. Mr. Bell was again required to give evidence before the Parliamentary Committee appointed in 1873, to inquire into the causes of the scarcity and dearness of coal. In July, 1854, Mr. Bell was elected a member of the North of England Institute of Mining and Mechanical Engineers. He was a member of the Council of the Institute from 1865 to 1866, when he was elected one of the vice-presidents. He is a vice-president of the Society of Mechanical Engineers, and last year was an associate member of the Council of Civil Engineers. He is also a fellow of the Chemical Society of London. To most of these societies he has contributed papers on matters connected with the manufacture of iron. When a Commission was appointed by Parliament to inquire into the constitution and management of Durham University, the institute presented a memorial to the Home Secretary, praying that a practical Mining College might be incorporated with the University, and Mr. Bell, Mr. G. Elliot, and Mr. Woodhouse, were appointed to give evidence in support of the memorial. He was one of the most important witnesses at the inquest held in connection with the disastrous explosion at Hetton Colliery in 1860, when twenty-one miners, nine horses, and fifty-six ponies were killed; and in 1867 he was a witness for the institute before the Parliamentary Committee appointed to inquire into the subject of technical education, his evidence, from his familiarity with the state of science on the Continent, being esteemed of importance. Some years ago, Mr. Bell brought under the notice of the Mining Institute an aluminium safety lamp. He pointed out that the specific heat of aluminum was very high, so that it might be long exposed to the action of fire before becoming red-hot, while it did not abstract the rays of light so readily as iron, which had a tendency to become black much sooner. Mr. Bell was during the course of last year elected an honorary member of a learned Society in the United States, his being only the second instance in which this distinction had been accorded. Upon that occasion, Mr. Abram Hewitt, the United States Commissioner to the Exhibition of 1862, remarked that Mr. Bell had by his researches made the iron makers of two continents his debtors. Mr Bell is one of the founders of the Iron and Steel Institute of Great Britain, and has all along taken a prominent part in its deliberations. No other technical society, whether at home or abroad, has so rapidly taken a position of marked and confirmed practical usefulness. The proposal to form such an institute was first made at a meeting of the North of England Iron Trade, held in Newcastle, in September, 1868, and Mr. Bell was elected one of the first vice-presidents, and a member of the council. At the end of the year 1869 the Institute had 292 members; at the end of 1870 the number had increased to 348; and in August 1872, there were over 500 names on the roll of membership. These figures are surely a sufficient attestation of its utility. Mr. Bell's paper " On the development of heat, and its appropriation in blast furnaces of different dimensions," is considered the most valuable contribution yet made through the medium of the Iron and Steel Institute to the science and practice of iron metallurgy. Since it was submitted to the Middlesbrough meeting of the Institute in 1869, this paper has been widely discussed by scientific and practical men at home and abroad, and the author has from time to time added new matter, until it has now swollen into a volume embracing between 400 and 500 pages, and bearing the title of the " Chemical Phenomena of Iron Smelting." As a proof of the high scientific value placed upon this work, we may mention that many portions have been translated into German by Professor Tunner, who is, perhaps, the most distinguished scientific metallurgist on the Continent of Europe. The same distinction has been conferred upon Mr. Bell's work by Professor Gruner, of the School of Mines in Paris, who has communicated its contents to the French iron trade, and by M. Akerman, of Stockholm, who has performed the same office for the benefit of the manufacturers of iron in Sweden. The first president of the Iron and Steel Institute was the Duke of Devonshire, the second Mr. H. Bessemer, and for the two years commencing 1873, Mr. Bell has enjoyed the highest honour the iron trade of the British empire can confer. As president of the Iron and Steel Institute, Mr. Bell presided over the deliberations of that body on their visit to Belgium in the autumn of 1873. The reception accorded to the Institute by their Belgian rivals and friends was of the most hearty and enthusiastic description. The event, indeed, was regarded as one of international importance, and every opportunity, both public and private, was taken by our Belgian neighbours to honour England in the persons of those who formed her foremost scientific society. Mr. Bell delivered in the French language, a presidential address of singular ability, directed mainly to an exposition of the relative industrial conditions and prospects of the two greatest iron producing countries in Europe. As president of the Institute, Mr. Bell had to discharge the duty of presenting to the King of the Belgians, at a reception held by His Majesty at the Royal Palace in Brussels, all the members who had taken a part in the Belgium meeting, and the occasion will long be remembered as one of the most interesting and pleasant in the experience of those who were privileged to be present. We will only deal with one more of Mr. Bell's relations to the iron trade. He was, we need scarcely say, one of the chief promoters of what is now known as the North of England Ironmasters' Association, and he has always been in the front of the deliberations and movements of that body. Before a meeting of this Association, held in 1867, he read a paper on the " Foreign Relations of the Iron Trade," in the course of which he showed that the attainments of foreign iron manufacturers in physical science were frequently much greater than our own, and deprecated the tendency of English artizans to obstruct the introduction of new inventions and processes. He has displayed an eager anxiety in the testing and elucidation of new discoveries, and no amount of labour or cost was grudged that seemed likely, in his view, to lead to mechanical improvements. He has investigated for himself every new appliance or process that claimed to possess advantages over those already in use, and he has thus rendered yeoman service to the interest of science, by discriminating between the chaff and the wheat. For a period nearly approaching twenty- four years, Mr. Bell has been a member of the Newcastle Town Council, and one of the most prominent citizens of the town. Upon this phase of his career it is not our business to dwell at any length, but we cannot refrain from adding, that he has twice filled the chief magistrate's chair, that he served the statutory period as Sheriff of the town, that he is a director of the North-Eastern Railway, and that he was the first president of the Newcastle Chemical Society. In the general election of 1868, Mr. Bell came forward as a candidate for the Northern Division of the county of Durham, in opposition to Mr. George Elliot, but the personal influence of the latter was too much for him, and he sustained a defeat. In the general election of 1874, Mr. Bell again stood for North Durham, in conjunction with Mr. C. M. Palmer, of Jarrow. Mr. Elliott again contested the Division in the Conservative interest. After a hard struggle, Mr. Bell was returned at the head of the poll. Shortly after the General Election, Mr. Elliott received a baronetcy from Mr, Disraeli. A short time only had elapsed, however, when the Liberal members were unseated on petition, because of general intimidation at Hetton-le-Hole, Seaham, and other places no blame being, however, attributed to the two members and the result of afresh election in June following was the placing of Mr. Bell at the bottom of the poll, although he was only a short distance behind his Conservative opponent Sir George Elliott."
"Isaac Lowthian Bell, 1st Baronet FRS (1816-1904), of Bell Brothers, was a Victorian ironmaster and Liberal Party politician from Washington, Co. Durham.
1816 February 15th. Born the son of Thomas Bell and his wife Katherine Lowthian.
Attended the Academy run by John Bruce in Newcastle-upon-Tyne, Edinburgh University and the Sorbonne.
Practical experience in alkali manufacture at Marseilles.
1835 Joined the Walker Ironworks; studied the the operation of the blast furnaces and rolling mills.
A desire to master thoroughly the technology of any manufacturing process was to be one of the hallmarks of Bell's career.
1842 Married Margaret Elizabeth Pattinson
In 1844 Lowthian Bell and his brothers Thomas Bell and John Bell formed a new company, Bell Brothers, to operate the Wylam ironworks. These works, based at Port Clarence on the Tees, began pig-iron production with three blast furnaces in 1854 and became one of the leading plants in the north-east iron industry. The firm's output had reached 200,000 tons by 1878 and the firm employed about 6,000 men.
1850 Bell started his own chemical factory at Washington in Gateshead, established a process for the manufacture of an oxychloride of lead, and operated the new French Deville patent, used in the manufacture of aluminium. Bell expanded these chemical interests in the mid-1860s, when he developed with his brother John a large salt working near the ironworks.
In 1854 he built Washington Hall, now called Dame Margaret's Hall.
He was twice Lord Mayor of Newcastle-upon-Tyne and Member of Parliament for North Durham from February to June 1874, and for Hartlepool from 1875 to 1880.
1884 President of the Institution of Mechanical Engineers
In 1895 he was awarded the Albert Medal of the Royal Society of Arts, 'in recognition of the services he has rendered to Arts, Manufactures and Commerce, by his metallurgical researches and the resulting development of the iron and steel industries'.
A founder of the Iron and Steel Institute, he was its president from 1873 to 1875, and in 1874 became the first recipient of the gold medal instituted by Sir Henry Bessemer. He was president of the Institution of Mechanical Engineers in 1884.
1842 He married Margaret Pattison. Their children were Mary Katherine Bell, who married Edward Stanley, 4th Baron Stanley of Alderley and Sir Thomas Hugh Bell, 2nd Baronet.
1904 December 20th. Lowthian Bell died at his home, Rounton Grange, Rounton, Northallerton, North Riding of Yorkshire
1904 Obituary [1]
"Sir ISAAC LOWTHIAN BELL, Bart., was born in Newcastle-on-Tyne on 15th February 1816, being the son of Mr. Thomas Bell, an alderman of the town, and partner in the firm of Messrs. Losh, Wilson and Bell, of Walker Iron Works, near Newcastle; his mother was the daughter of Mr. Isaac Lowthian, of Newbiggin, Northumberland.
After studying at Edinburgh University, he went to the Sorbonne, Paris, and there laid the foundation of the chemical and metallurgical knowledge which he applied so extensively in later years.
He travelled extensively, and in the years 1839-40 he covered a distance of over 12,000 miles, examining the most important seats of iron manufacture on the Continent. He studied practical iron-making at his father's works, where lie remained until 1850, when he joined in establishing chemical works at Washington, eight miles from Newcastle. Here it was also that his subsequent firm of Messrs. Bell Brothers started the first works in England for the manufacture of aluminium.
In 1852, in conjunction with his brothers Thomas and John, he founded the Clarence Iron Works, near the mouth of the Tees, opposite Middlesbrough. The three blast-furnaces erected there in 1853 were at that time the largest in the kingdom, each being 47.5 feet high, with a capacity of 6,012 cubic feet; the escaping gases were utilized for heating the blast. In 1873 the capacity of these furnaces was much increased.
In the next year the firm sank a bore-hole to the rock salt, which had been discovered some years earlier by Messrs. Bolckow, Vaughan and Co. in boring for water. The discovery remained in abeyance till 1882, when they began making salt, being the pioneers of the salt industry in that district. They were also among the largest colliery proprietors in South Durham, and owned extensive ironstone mines in Cleveland, and limestone quarries in Weardale.
His literary career may be said to have begun in 1863, when, during his second mayoralty, the British Association visited Newcastle, on which occasion he presented a report on the manufacture of iron in connection with the Northumberland and Durham coal-fields. At the same visit he read two papers on " The Manufacture of Aluminium," and on "Thallium." The majority of his Papers were read before the Iron and Steel Institute, of which Society he was one of the founders; and several were translated into French and German.
On the occasion of the first Meeting of this Institution at Middlesbrough in 1871, he read a Paper on Blast-Furnace Materials, and also one on the "Tyne as Connected with the History of Engineering," at the Newcastle Meeting in 1881. For his Presidential Address delivered at the Cardiff Meeting in 1884, he dealt with the subject of "Iron."
He joined this Institution in 1858, and was elected a Member of Council in 1870. In 1872 he became a Vice-President, and retained that position until his election as President in 1884. Although the Papers he contributed were not numerous, he frequently took part in the discussions on Papers connected with the Iron Industry and kindred subjects.
He was a member of a number of other learned societies — The Royal Society, The Institution of Civil Engineers, the Iron and Steel Institute, of which he was President from 1873 to 1875, the Society of Chemical Industry, the Royal Society of Sweden, and the Institution of Mining Engineers, of which he was elected President in 1904.
He had also received honorary degrees from the University of Edinburgh, the Durham College of Science, and the University of Leeds. In 1885 a baronetcy was conferred upon him in recognition of his distinguished services to science and industry. In 1876 he served as a Commissioner to tile International Centennial Exhibition at Philadelphia, where he occupied the position of president of the metallurgical judges, and presented to the Government in 1877 a report upon the iron manufacture of the United States. In 1878 he undertook similar duties at the Paris Exhibition.
He was Mayor of Newcastle in 1854-55, and again in 1862-3. In 1874 he was elected Member of Parliament for Durham, but was unseated; he sat for the Hartlepools from 1875 to 1880, and then retired from parliamentary life. For the County of Durham he was a Justice of the Peace and Deputy Lieutenant, and High Sheriff in 1884. For many years he was a director of the North Eastern Railway, and Chairman of the Locomotive Committee.
His death took place at his residence, Rounton Grange, Northallerton, on 20th December 1904, in his eighty-ninth year.
1904 Obituary [2]
SIR LOWTHIAN BELL, Bart., Past-President, died on December 21, 1904, at his residence, Rounton Grange, Northallerton, in his eighty-ninth year. In his person the Iron and Steel Institute has to deplore the loss of its most distinguished and most valuable member. From the time when the Institute was founded as the outcome of an informal meeting at his house, until his death, he was a most active member, and regularly attended the general meetings, the meetings of Council, and the meetings of the various committees on which he served.
Sir Lowthian Bell was the son of Mr. Thomas Bell (of Messrs. Losh, Wilson, & Bell, iron manufacturers, Walker-on-Tyne), and of Catherine, daughter of Mr. Isaac Lowthian, of Newbiggin, near Carlisle. He was born in Newcastle on February 15, 1816, and educated, first at Bruce's Academy, in Newcastle, and afterwards in Germany, in Denmark, at Edinburgh University, and at the Sorbonne, Paris. His mother's family had been tenants of a well-known Cumberland family, the Loshes of Woodside, near Carlisle, one of whom, in association with Lord Dundonald, was one of the first persons in this country to engage in the manufacture of soda by the Leblanc process. In this business Sir Lowthian's father became a partner on Tyneside. Mr. Bell had the insight to perceive that physical science, and especially chemistry, was bound to play a great part in the future of industry, and this lesson• he impressed upon his ions. The consequence was that they devoted their time largely to chemical studies.
On the completion of his studies, Lowthian Bell joined his father at the Walker Iron Works. Mr. John Vaughan, who was with the firm, left about the year 1840, and in conjunction with Mr. Bolckow began their great iron manufacturing enterprise at Middlesbrough. Mr. Bell then became manager at Walker, and blast-furnaces were erected under his direction. He became greatly interested in the ironstone district of Cleveland, and as early as 1843 made experiments with the ironstone. He met with discouragements at first, but was rewarded with success later, and to Messrs. Bell Brothers largely belongs the credit of developing the ironstone field of Cleveland. Mr. Bell's father died in 1845, and the son became managing partner. In 1852, two years after the discovery of the Cleveland ironstone, the firm acquired ironstone royalties first at Normanby and then at Skelton in Cleveland, and started the Clarence Iron Works, opposite Middlesbrough. The three blast-furnaces here erected in 1853 were at that time the largest in the kingdom, each being 47.5 feet high, with a capacity of 6012 cubic feet. Later furnaces were successively increased up to a height of. 80 feet in 1873, with 17 feet to 25 feet in diameter at the bosh, 8 feet at the hearth, and about 25,500 cubic feet capacity. On the discovery of a bed of rock salt at 1127 feet depth at Middlesbrough, the method of salt manufacture in vogue in Germany was introduced at the instance of Mr. Thomas Bell, and the firm of Bell Brothers had thus the distinction of being pioneers in this important industry in the district. They were also among the largest colliery proprietors in South Durham, and owned likewise extensive ironstone mines in Cleveland, and limestone quarries in Weardale. At the same time Mr. Bell was connected with the Washington Aluminium Works, the Wear blast-furnaces, and the Felling blast-furnaces.
Although Sir Lowthian Bell was an earnest municipal reformer and member of Parliament, he will best be remembered as a man of science. He was mayor of Newcastle in 1863, when the British Association visited that town, and the success of the gathering was largely due to his arrangements. As one of the vice-presidents of the chemical section, he contributed papers upon thallium and the manufacture of aluminium; and, jointly with the late Lord Armstrong, edited the souvenir volume entitled " The Industrial Resources of the Tyne, Wear, and Tees." In 1873, when the Iron and Steel Institute visited Belgium, Mr. Bell presided, and delivered in French an address on the relative industrial conditions of Great Britain and Belgium. Presiding at the Institute's meeting in Vienna in 1882, he delivered his address partly in English and partly in German, and expressed the hope that the ties between England and Austria should be drawn more closely.
On taking up his residence permanently at Rounton Grange, near Northallerton, Sir Lowthian made a present to the city council, on which he had formerly served for so many years, of Washington Hall and grounds, and the place is now used as a home for the waifs and strays of the city. It is known as Dame Margaret's Home, in memory of Lady Bell, who died in 1886. This lady, to whom he was married in 1842, was a daughter of Mr. Hugh Lee Pattinson, F.R.S., the eminent chemist and metallurgist.
Sir Lowthian earned great repute as an author. He was a prolific writer on both technical and commercial questions relating to the iron and steel industries. His first important book was published in 1872, and was entitled " Chemical Phenomena of Iron Smelting : An Experimental :and Practical Examination of the Circumstances which Determine the Capacity of the Blast-Furnace, the Temperature of the Air, and the Proper Condition of the Materials to be Operated upon." This book, which contained nearly 500 pages, with many diagrams, was the direct outcome of a controversy with the late Mr. Charles Cochrane, and gave details of nearly 900 experiments carried out over a series of years with a view to finding out the laws which regulate the process of iron smelting, and the nature of the reactions which take place among the substances dealt with in the manufacture of pig iron. The behaviour of furnaces under varying conditions was detailed. The book was a monument of patient research, which all practical men could appreciate. His other large work—covering 750 pages—was entitled " The Principles of the Manufacture of Iron and Steel." It was issued in 1884, and in it the author compared the resources existing in different localities in Europe and America as iron-making centres. His further investigations into the manufacture of pig iron were detailed, as well as those relating to the manufacture of finished iron and steel.
In 1886, at the instance of the British Iron Trade Association, of which he was then President, he prepared and published a book entitled " The Iron Trade of the United Kingdom compared with other Chief Ironmaking Nations." Besides these books and numerous papers contributed to scientific societies, Sir Lowthian wrote more than one pamphlet relating to the history and development of the industries of Cleveland.
In 1876 Sir Lowthian was appointed a Royal Commissioner to the Centennial Exhibition at Philadelphia, and wrote the official report relating to the iron and steel industries. -This was issued in the form of a bulky Blue-book.
As a director of the North-Eastern Railway Company Si Lowthian prepared an important volume of statistics for the use of his colleagues, and conducted exhaustive investigations into the life of a steel rail.
The majority of his papers were read before the Iron and Steel Institute, but of those contributed to other societies the following may be mentioned :— Report and two papers to the second Newcastle meeting of the British Association in 1863, already mentioned. " Notes on the Manufacture of Iron in the Austrian Empire," 1865. " Present State of the Manufacture of Iron in Great Britain," 1867. " Method of Recovering Sulphur and Oxide of Manganese, as Practised at Dieuze, near Nancy," 1867. " Our Foreign Competitors in the Iron Trade," 1868; this was promptly translated into French by Mr. G. Rocour, and published in Liege. " Chemistry of the Blast-Furnace," 1869. " Preliminary Treatment of the Materials Used in the Manufacture of Pig Iron in the Cleveland District" (Institution of Mechanical Engineers, 1871). " Conditions which Favour, and those which Limit, the Economy of Fuel in the Blast-Furnace for Smelting Iron " (Institution of Civil Engineers, 1872). "Some supposed Changes Basaltic Veins have Suffered during their Passage through and Contact with Stratified Rocks, and the Manner in which these Rocks have been Affected by the Heated Basalt " : a communication to the Royal Society on May 27, 1875. " Report to Government on the Iron Manufacture of the United States of America, and a Comparison of it with that of Great Britain," 1877. "British Industrial Supremacy," 1878. " Notes on the Progress of the Iron Trade of Cleveland," 1878. " Expansion of Iron," 1880. " The Tyne as connected with the History of Engineering " (Institution of Mechanical Engineers, 1881). " Occlusion of Gaseous Matter by Fused Silicates and its possible connection with Volcanic Agency : " a paper to the third York meeting of the British Association, in, 1881, but printed in the Journal of the Iron and Steel• Institute. Presidential Address on Iron (Institution of Mechanical Engineers, 1884). " Principles of the Manufacture of Iron and Steel, with Notes on the Economic Conditions of their Production," 1884. " Iron Trade of the United Kingdom," 1886. " Manufacture of Salt near Middlesbrough" (Institution of Civil Engineers, 1887). " Smelting of Iron Ores Chemically Considered," 1890. " Development of the Manufacture and Use of Rails in Great Britain " (Institution of Civil Engineers, 1900). Presidential Address to the Institution of Junior Engineers, 1900.
To him came in due course honours of all kinds. When the Bessemer Gold Medal was instituted in 1874, Sir Lowthian was the first recipient. In 1895 he received at the hands of the King, then. Prince of Wales, the Albert Medal of the Society of Arts, in recognition of the services he had rendered to arts, manufactures, and commerce by his metallurgical researches. From the French government he received the cross of the Legion of Honour. From the Institution of Civil Engineers he received the George Stephenson Medal, in 1900, and, in 1891, the Howard Quinquennial Prize which is awarded periodically to the author of a treatise on Iron.
For his scientific work Sir Lowthian was honoured by many of the learned societies of Europe and America. He was elected a Fellow of the Royal Society in 1875. He was an Hon. D.C.L. of Durham University; an LL.D. of the Universities of Edinburgh and Dublin; and a D.Sc. of Leeds University. He was one of the most active promoters of the Durham College of Science by speech as well as by purse; his last contribution was made only a short time ago, and was £3000, for the purpose of building a tower. He had. held the presidency of the North of England Institution of Mining and Mechanical Engineers, and was the first president of the Newcastle Chemical Society.
Sir Lowthian was a director of the North-Eastern Railway Company since 1865. For a number of years he was vice-chairman, and at the time of his death was the oldest railway director in the kingdom. In 1874 he was elected M.P. for the Borough of the Hartlepools, and continued to represent the borough till 1880. In 1885, on the advice of Mr. Gladstone, a baronetcy was conferred upon him in recognition of his great services to the State. Among other labours he served on the Royal Commission on the Depression of Trade, and formed one of the Commission which proceeded to Vienna to negotiate Free Trade in Austria-Hungary in 1866. For the County of Durham he was a Justice of the Peace and Deputy Lieutenant, and High Sheriff in 1884. He was also a Justice of the Peace for the North Riding of Yorkshire and for the city of Newcastle. He served as Royal Commissioner at the Philadelphia Exhibition in 1876, and at the Paris Exhibition of 1878. He also served as Juror at the Inventions Exhibition in London, in 1885, and at several other great British and foreign Exhibitions.
Of the Society of Arts he was a member from 1859. He joined the Institution of Civil Engineers in 1867, and the Chemical Society in 1863. He was a past-president of the Institution of Mechanical Engineers, and of the Society of Chemical Industry; and at the date of his death he was president of the Institution of Mining Engineers. He was an honorary member of the American Philosophical Institution, of the Liege Association of Engineers, and of other foreign societies. In 1882 he was made an honorary member of the Leoben School of Mines.
In the Iron and Steel Institute he took special interest. One of its original founders in 1869, he filled the office of president from 1873 to 1875, and was, as already noted, the first recipient of the gold medal instituted by Sir Henry Bessemer. He contributed the following papers to the Journal of the Institute in addition to Presidential Addresses in 1873 and 1874: (1) " The Development of Heat, and its Appropriation in Blast-furnaces of Different Dimensions" (1869). (2) " Chemical Phenomena of Iron Smelting : an experimental and practical examination of the circumstances which determine the capacity of the blast-furnace, the temperature of the air, and the proper conditions of the materials to be operated upon " (No. I. 1871; No. II. 1871; No. I. 1872). (3) " Ferrie's Covered Self-coking Furnace" (1871). (4) "Notes on a Visit to Coal and Iron Mines and Ironworks in the United States " (1875). (5) " Price's Patent Retort Furnace " (1875). (6) " The Sum of Heat utilised in Smelting Cleveland Ironstone" (1875). (7) "The Use of Caustic Lime in the Blast-furnace" (1875). (8) "The Separation of Carbon, Silicon, Sulphur, and Phosphorus in the Refining and Puddling Furnace, and in the Bessemer Converter " (1877). (9) " The Separation of Carbon, Silicon, Sulphur, and Phosphorus in the Refining and Puddling Furnaces, in the Bessemer Converter, with some Remarks on the Manufacture and Durability of Railway Bars" (Part II. 1877). (10) " The Separation of Phosphorus from Pig Iron" (1878). (11) " The Occlusion or Absorption of Gaseous Matter by fused Silicates at High Temperatures, and its possible Connection with Volcanic Agency" (1881). (12) " On Comparative Blast-furnace Practice" (1882). (13) "On the Value of Successive Additions to the Temperature of the Air used in Smelting Iron " (1883). (14) "On the Use of Raw Coal in the Blast-furnace" (1884). (15) "On the Blast-furnace value of Coke, from which the Products of Distillation from the Coal, used in its Manufacture, have been Collected" (1885). (16) "Notes on the Reduction of Iron Ore in the Blast-furnace" (1887). (17) "On Gaseous Fuel" (1889). (18) " On. the Probable Future of the Manufacture of Iron " (Pittsburg International Meeting, 1890). (19) " On the American Iron Trade and its Progress during Sixteen Years" (Special American Volume, 1890). (20) " On the Manufacture of Iron in its Relations with Agriculture " (1892). (21) " On the Waste of Heat, Past, Present, and Future, in Smelting Ores of Iron " (1893). (22) " On the Use of Caustic Lime in the Blast-furnace" (1894).
Sir Lowthian Bell took part in the first meeting of the Institute in 1869, and was present at nearly all the meetings up to May last, when he took part in the discussion on pyrometers, and on the synthesis of Bessemer steel. The state of his health would not, however, permit him to attend the American meeting, and he wrote to Sir James Kitson, Bart., Past-President, a letter expressing his regret. The letter, which was read at the dinner given by Mr. Burden to the Council in New York, was as follows :— ROUNTON GRANGE, NORTHALLERTON, 12th October 1904.
MY DEAR SIR JAMES KITSON,-Four days ago I was under the knife of an occulist for the removal of a cataract on my right eye. Of course, at my advanced age, in deference to the convenience of others, as well as my own, I never entertained a hope of being able to accompany the members of the Iron and Steel Institute in their approaching visit to the United States.
You who knew the regard, indeed, I may, without any exaggeration, say the affection I entertain for my friends on the other side of the Atlantic, will fully appreciate the nature of my regrets in being compelled to abstain from enjoying an opportunity of once more greeting them.
Their number, alas, has been sadly curtailed since I first met them about thirty years ago, but this curtailment has only rendered me the more anxious again to press the hands of the few who still remain.
Reference to the records of the Iron and Steel Institute will show that I was one of its earliest promoters, and in that capacity I was anxious to extend its labours, and consequently its usefulness, to every part of the world where iron was made or even used; with this view, the Council of that body have always taken care to have members on the Board of Management from other nations, whenever they could secure their services. Necessarily the claims upon the time of the gentlemen filling the office of President are too urgent to hope of its being filled by any one not a resident in the United Kingdom. Fortunately, we have a gentleman, himself a born subject of the United Kingdom, who spends enough of his time in the land of his birth to undertake the duties of the position of Chief Officer of the Institute.
It is quite unnecessary for me to dwell at any length upon the admirable way in which Mr. Andrew Carnegie has up to this time discharged the duties of his office, and I think I may take upon me to declare in the name of the Institute that the prosperity of the body runs no chance of suffering by his tenure of the Office of President.— Yours faithfully, (Signed) LOWTHIAN BELL.
The funeral of Sir Lowthian Bell took place on December 23, at Rounton, in the presence of the members of his family, and of Sir James Kitson, Bart., M.P., past-president, and Sir David Dale, Bart., past-president. A memorial service was held simultaneously at the Parish Church, Middlesbrough, and was attended by large numbers from the North of England. A dense fog prevailed, but this did not prevent all classes from being represented. The Iron and Steel Institute was represented by Mr. W. Whitwell, past-president, Mr. J Riley, vice-president, Mr. A. Cooper and Mr. Illtyd Williams, members of council, Mr. H. Bauerman, hon. member, and the Secretary. The Dean of Durham delivered an address, in which he said that Sir Lowthian's life had been one of the strenuous exertion of great powers, full of bright activity, and he enjoyed such blessings as go with faithful, loyal work and intelligent grappling with difficult problems. From his birth at Newcastle, in 1816, to the present day, the world of labour, industry, and mechanical skill had been in constant flow and change. Never before had there been such a marvellous succession of advances, and in keeping pace with these changes Sir Lowthian might be described as the best scientific ironmaster in the world. He gave a lifelong denial to the statement that Englishmen can always " muddle through," for he based all his action and success on clearly ascertained knowledge.
The King conveyed to the family of the late Sir Lowthian Bell the expression of his sincere sympathy on the great loss which they have sustained. His Majesty was pleased to say that he had a great respect for Sir Lowthian Bell, and always looked upon him as a very distinguished man.
Immediately before the funeral an extraordinary meeting of council was held at the offices of Bell Brothers, Limited, Middlesbrough, when the following resolution was unanimously adopted :— " The council of the Iron and Steel Institute desire to place on record their appreciation of the loss which the Institute has sustained by the death of Sir Lowthian Bell, Bart., a past-president and one of the founders of the Institute. The council feel that it would be difficult to overrate the services that Sir Lowthian rendered to the Institute in the promotion of the objects for which it was formed, and his constant readiness to devote his time and energies to the advancement of these objects. His colleagues on the council also desire to assure his family of their most sincere sympathy in the loss that has befallen them." Find a Grave.
Isaac Lowthian Bell was born in Newcastle upon Tyne on the 16th of February 1816. He was the son of Thomas Bell, a member of the firm of Losh, Wilson and Bell Ironworks at Walker. Bell was educated at Dr Bruce’s Academy (Newcastle upon Tyne), Edinburgh University, and the University of the Sorbonne (Paris).
In 1850 Bell was appointed manager of Walker Ironworks. In the same year he established a chemical works at Washington with Mr Hugh Lee Pattinson and Mr R. B. Bowman (the partnership was severed in 1872). In 1852 Bell set up Clarence Ironworks at Port Clarence, Middlesbrough, with his brothers Thomas and John which produced basic steel rails for the North Eastern Railway (From 1865 to 1904, Bell was a director of North Eastern Railway Company). They opened ironstone mines at Saltburn by the Sea (Normanby) and Skelton (Cleveland). Bell Brothers employed around 6,000 workmen. They employed up to the minute practises (for example, utilizing waste gases which escaped from the furnaces) and were always keen to trial improvements in the manufacture of iron. In 1882 Bell Brothers had a boring made at Port Clarence to the north of the Tees and found a stratum of salt, which was then worked. This was sold to Salt Union Ltd in 1888.
Bell’s professional expertise was used after an explosion at Hetton Colliery in 1860. He ascertained that the cause of the explosion was due to the presence of underground boilers.
In 1861 Bell was appointed to give evidence to the Commission to incorporate a Mining College within Durham University. Durham College of Science was set up 1871 in Newcastle with Bell as a Governor. He donated £4,500 for the building of Bell Tower. Large collection of books were donated from his library by his son to the College.
Bell served on the Royal Commission on the Depression of Trade. He was a Justice of Peace for County of Durham, Newcastle and North Riding of Yorkshire, and was Deputy-lieutenant and High Sheriff for Durham in 1884. In 1879 Bell accepted arbitration in the difficulty with the miners during the General Strike of County Durham miners
Between 1850 and 1880 Bell sat on the Town Council of Newcastle upon Tyne. In 1851 he became sheriff, was elected mayor in 1854, and Alderman in 1859. In 1874 Bell was the Liberal Member of Parliament for North Durham, but was unseated on the ground of general intimidation by agents. Between 1875 and 1880 he was the Member of Parliament for the Hartlepools.
Bell was an authority on mineralogy and metallurgy. In 1863 at the British Association for the Advancement of Science, held in Newcastle, he read a paper ‘On the Manufacture of Iron in connection with the Northumberland and Durham Coalfield’ (Report of the 33rd meeting of the British Association for the Advancement of Science, held at Newcastle upon Tyne, 1863, p730).
In 1871 Bell read a paper at a meeting of the Iron and Steel Institute, Middlesbrough on ‘Chemical Phenomena of Iron smelting’. (The Journal of the Iron and Steel Institute, 1871 Vol I pp85-277, Vol II pp67-277, and 1872 Vol I p1). This was published with additions as a book which became an established text in the iron trade. He also contributed to ‘The Industrial Resources of the Tyne, Wear and Tees (1863)’.
In 1854 Bell became a member of the North of England Institute of Mining and Mechanical Engineers and was elected president in 1886. Bell devoted much time to the welfare and success of the Institute in its early days.
During his life Bell was a founder member of the Iron and Steel Institute (elected President in 1874); a Fellow of the Royal Society and of the Chemical Society of London; a member of the Society of Arts, a member of the British Association for the Advancement of Science; a member of the Institution of Civil Engineers; President of the Institution of Mechanical Engineers; President of the Society of Chemical Industry; and a founder member of the Institution of Mining Engineers (elected President in 1904)
Bell was the recipient of Bessemer Gold Medal, from Iron and Steel Institute in 1874 and in 1885 recieved a baronetcy for services to the State. In 1890 he received the George Stephenson Medal from The Institute of Civil Engineers and in 1895 received the Albert Medal of the Society of Arts for services through his metallurgical researches.
Bell was a Doctor of Civil Law (DCL) of Durham University, a Doctor of Laws (LLD) of Edinburgh University and Dublin University, and a Doctor of Science (DSc) of Leeds University.
Bell married the daughter of Hugh Lee Pattinson in 1842 and together they had two sons and three daughters. The family resided in Newcastle upon Tyne, Washington Hall, and Rounton Grange near Northallerton.
Lowthian Bell died on the 21st of December 1904. The Council of The Institution of Mining Engineers passed the following resolution:
“The Council have received with the deepest regret intimation of the death of their esteemed President and colleague, Sir Lowthian Bell, Bart, on of the founders of the Institution, who presided at the initial meeting held in London on June 6 th 1888, and they have conveyed to Sir Hugh Bell, Bart, and the family of Sir Lowthian Bell an expression of sincere sympathy with them in their bereavement. It is impossible to estimate the value of the services that Sir Lowthian Bell rendered to the Institution of Mining Engineers in promoting its objects, and in devoting his time and energies to the advancement of the Institution.”
Information taken from: - Institute of Mining Engineers, Transactions, Vol XXXIII 1906-07
The sculptor Kai Nielsen visited Kähler for the first time in 1921. Only three years before his death.
During those three years, he was very productive, but many of his works were discarded due to his extreme self-criticism. His ambition was to achieve broad reach. He would rather sell his works and produce thousands of copies than have them on display in a museum.
He produced a number of small figures, which were copies of his larger sculptures in order to disseminate knowledge of his art. This was also a good idea in terms of his earnings.
Kai Nielsen teamed with Thirslund and organised a large production of figures in 1922. These figures were made in old bronze moulds, which had previously been used to cast bronze sculptures.
The names of these figures were just as creative as the manufacturing process: ”Dovendyret”, ”Susanne i badet”, ”Prinsessen på ærten”, ”Eva på æblet”, ”Nina på kuglen” and ”Globetrotteren”, ("Sloth", "Susanna in the bath", "Princess and the Pea", "Eve at the apple", "Nina on the ball" and "Globetrotting") just to mention a few.
The figures became very popular in Denmark and abroad. After a trip to Denmark, a dealer brought ”Prinsessen på ærten” (Princess and the Pea) back with him to San Francisco and put it on display at his shop. However, a US women’s organisation was strongly opposed to ”Princess and the Pea” as they believed that the figure thrust her abdomen forward.
Even though Kai Nielsen’s objective was to bring art to the people, the question is whether he was actually known for this work. Most people will probably remember him for his large sculptures such as ”Vandmoderen” (Water Mother), which is located in the winter garden at the Glyptothek in Copenhagen.
With thanks to:
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Sure hate to put the deck over the fore cabin as I believe this area's classic appearance is the signature of the Bluejacket look. I need to paint the bunk tops with a rolled on one part white polyurethane paint. The bulkheads are sprayed with Awlcraft 2000.
The African Mahogany trim and 1/4" shelf veeners have 7 coats of high gloss marine varnish sanded between each coat. Honduran Mahogany has a more appealing grain pattern but twice as expensive. The Cypress ceilings have 4 coats of marine satin varnish also sanded between coats.
The varnished Okoume plywood hatch cover has an attractive color but the wavy grain appearance reflects the rotorary cut manufacturing process.
The ports are 6x9" in dimension repeating the pleasing port light (aka a deadlight, I think) scale that Ed used on his BJ 27. A Utube video demonstrates how to draw a near perfect oval via simple measurements, three nails and a loop of string. About a 15 minute endeavor to scribe the oval onto a scrap of plywood. I then cut out the scribed oval from the plywood using a jig saw and used sandpaper to touch up the pattern edges. This plywood pattern was then clamped on the outside of the topsides and a pencil line traced on the hull.
The pattern was removed from the hull and a jig saw was used to cut out the oval staying about 1/16 inside the pencil line. The plywood pattern was then re-clamped on the hull and using a template router bit, I finished cutting out the oval. A drum sander in my electric drill smoothed out the cut out. All four port holes are symmetrical and I'm happy with their placement.
Per Ed's recommendation, I cut out the rabbit around the interior side of the oval for the 1/4 lexan that will be the port light. Ed said much easier to do the rabbit without the deck in place.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
Silver 1oz Ingot .925 Purity Sterling Silver
Sterling silver is an alloy of silver containing 92.5% by mass of silver and 7.5% by mass of other metals, usually copper. The sterling silver standard has a minimum millesimal fineness of 925.
Fine silver, for example 99.9% pure silver, is generally too soft for producing functional objects; therefore, the silver is usually alloyed with copper to give it strength while preserving the ductility and appearance of the precious metal. Other metals can replace the copper, usually with the intention of improving various properties of the basic sterling alloy such as reducing casting porosity, eliminating firescale, and increasing resistance to tarnish. These replacement metals include germanium, zinc and platinum, as well as a variety of other additives, including silicon and boron. Alloys such as argentium silver have appeared in recent decades.
History
Norman silver pennies changed designs every three years. This two-star design (possible origin of the word "sterling"), issued by William the Conqueror, is from 1077-1080.
The sterling alloy originated in continental Europe and was being used for commerce as early as the 12th century in the area that is now northern Germany.
In England the composition of sterling silver was subject to official assay at some date before 1158, during the reign of Henry II, but its purity was probably regulated from centuries earlier, in Saxon times. A piece of sterling silver dating from Henry II's reign was used as a standard in the Trial of the Pyx until it was deposited at the Royal Mint in 1843. It bears the royal stamp ENRI. REX ("King Henry") but this was added later, in the reign of Henry III. The first legal definition of sterling silver appeared in 1275, when a statute of Edward I specified that 12 ounces of silver for coinage should contain 11 ounces 2 1⁄4 pennyweights of silver and 17 3⁄4 pennyweights of alloy, with 20 pennyweights to the Troy ounce.
In Colonial America, sterling silver was used for currency and general goods as well. Between 1634 and 1776, some 500 silversmiths created items in the “New World” ranging from simple buckles to ornate Rococo coffee pots. Although silversmiths of this era were typically familiar with all precious metals, they primarily worked in sterling silver. The colonies lacked an assay office during this time (the first would be established in 1814), so American silversmiths adhered to the standard set by the London Goldsmiths Company: sterling silver consisted of 91.5 - 92.5% by weight silver and 8.5-7.5 wt% copper. Stamping each of their pieces with their personal maker's mark, colonial silversmiths relied upon their own status to guarantee the quality and composition of their products.
Colonial silversmiths used many of the techniques developed by those in Europe. Casting was frequently the first step in manufacturing silver pieces, as silver workers would melt down sterling silver into easily manageable ingots. Occasionally, they would create small components (e.g. teapot legs) by casting silver into iron or graphite molds, but it was rare for an entire piece to be fabricated via casting. Next, silversmiths would forge the ingots into the shapes they desired, often hammering the thinned silver against specially shaped dies to "mass produce" simple shapes like the oval end of a spoon. This process occurred at room temperature, and thus is called “cold-working”.The repeated strikes of the hammer work hardened (sterling) silver, causing it to become brittle and difficult to manipulate. To combat work-hardening, silversmiths would anneal their pieces—heat it to a dull red and then quench it in water--to relieve the stresses in the material and return it to a more ductile state. Hammering required more time than all other silver manufacturing processes, and therefore accounted for the majority of labor costs. Silversmiths would then seam parts together to create incredibly complex and artistic items, sealing the gaps with a solder of 80 wt% silver and 20 wt% bronze. Finally, they would file and polish their work to remove all seams, finishing off with engraving and a maker’s mark.
The American revolutionary Paul Revere was regarded as one of the best silversmiths from this “Golden Age of American Silver.” Following the Revolutionary War, Revere acquired and made use of a silver rolling mill from England. Not only did the rolling mill increase his rate of production—hammering and flattening silver took most of a silversmith’s time—he was able to roll and sell silver of appropriate, uniform thickness to other silversmiths. He retired a wealthy artisan, his success partly due to this strategic investment: although he is celebrated for his beautiful hollowware, Revere made his fortune primarily on low-end goods produced by the mill, such as flatware. With the onset of the first Industrial Revolution, many smiths followed suit and silversmithing as an artistic occupation eventually dwindled.
From about 1840 to 1940 in the United States and Europe, sterling silver cutlery (US: 'flatware') became de rigueur when setting a proper table. There was a marked increase in the number of silver companies that emerged during that period. The height of the silver craze was during the 50-year period from 1870 to 1920. Flatware lines during this period sometimes included up to 100 different types of pieces.
A number of factors converged to make sterling fall out of favor around the time of World War II. The cost of labor rose (sterling pieces were all still mostly handmade, with only the basics being done by machine). Only the wealthy could afford the large number of servants required for fancy dining with ten courses. And changes in aesthetics resulted in people desiring simpler dinnerware that was easier to clean.
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Imaginactive Media Release ICAO
Courtesy of Imaginactive, ICAO, Charles Bombardier, and Martin Rico. Media Release of High Quality Renderings for mainstream media.
IO Aircraft: www.ioaircraft.com/hypersonic/blueedge.php
Imaginactive: imaginactive.org/2019/02/blue-edge/
Martin Rico, Industrial Graphics Designed: www.linkedin.com/in/mjrico/
Seating: 220 | Crew 2+4
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 3 (Full release of IT3, Monday January 14, 2019)
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
-----------------------------
hypersonic plane, hypersonic aircraft, Imaginactive, ICAO, International Civil Aviation Orginization, Charles Bombardier, Martin Rico, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
A new metals manufacturing process is being developed by PNNL that uses extreme deformation to convert aluminum powders directly into rods and tubes. While fabricating half-inch bars directly from exotic aluminum powders, researchers at PNNL discovered this complex flow of metal resembling the turbulent gaseous storms raging within Jupiter’s atmosphere. The realization that solid metals can be made to flow in patterns similar to liquids and gases is enabling researchers to develop the next generation of high performance aluminum alloys.
The Sochi 2014 medals are being manufactured by the experts at Adamas, a Sochi 2014 Supplier and Russia’s leading jeweler. Each medal takes up to 18 hours to be created and the latest design and technology processes have been used in the manufacturing process.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
BlueEdge - Mach 8-10 Hypersonic Commercial Aircraft, 220 Passenger Hypersonic Commercial Plane - Iteration 3
Seating: 220 | Crew 2+4
Length: 195ft | Span: 93ft
Engines: 4 U-TBCC (Unified Turbine Based Combined Cycle) +1 Aerospike for sustained 2G acceleration to Mach 10.
Fuel: H2 (Compressed Hydrogen)
Cruising Altitude: 100,000-125,000ft
Airframe: 75% Proprietary Composites
Operating Costs, Similar to a 737. $7,000-$15,000hr, including averaged maintenence costs
Iteration 3 (Full release of IT3, Monday January 14, 2019)
IO Aircraft www.ioaircraft.com
Drew Blair www.linkedin.com/in/drew-b-25485312/
-----------------------------
hypersonic plane, hypersonic aircraft, hypersonic commercial plane, hypersonic commercial aircraft, hypersonic airline, tbcc, glide breaker, fighter plane, hyperonic fighter, boeing phantom express, phantom works, boeing phantom works, lockheed skunk works, hypersonic weapon, hypersonic missile, scramjet missile, scramjet engineering, scramjet physics, boost glide, tactical glide vehicle, Boeing XS-1, htv, Air Launched Rapid Response Weapon, (ARRW), hypersonic tactical vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, defense science, missile defense agency, aerospike, hydrogen, hydrogen storage, hydrogen fueled, hydrogen aircraft, virgin airlines, united airlines, sas, finnair ,emirates airlines, ANA, JAL, airlines, military, physics, airline, british airways, air france
-----------------------------
Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
-------------
Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.
It is chilly and rainy in Arizona for Super Bowl 48 but BMW turned up the heat with their all-electric i3 and hybrid i8 sports car. To add additional flavor to the recipe New England Patriots’ starting corner Kyle Arrington and wife VaShonda Arrington joined the experience for the energetic weekend festivities.
Kyle spent a few days in both vehicles during his activities, which included stops at the Nike Football Super Bowl Hospitality Gifting Suite at the immaculate Scottsdale Resort & Conference Center, the NFL Experience, family outings and dinner with his spouse. Vashonda’s centerpiece moment was raising funds for the Off the Field Player’s Wives Association’s “14th Annual Super Bowl Fashion Show” held at the upscale Scottsdale Fashion Mall. The wives, kids and a handful of former NFL players walked the runway with grace and style. Guests included Holly Robinson Peete, Antonio Cromardie, Steve Young, Kevin Hart and many more. She enjoyed the earthly interior of the i3 and spoke passionately about the need regarding increased sustainability in the world.
The mind is driven by thoughts and fueled by inventive answers. The i3 is 100% pure electric and the i8 is a plug-in hybrid sports car, which means its power is sourced from both gasoline and electricity. The i8 is comprised of a Life module and a Drive module. The 3-liter gasoline motor is placed in the rear and the smaller electric engine is housed up front. In addition, the i8 is essentially an AWD vehicle channeling traction from both axles simultaneously but doesn’t utilize the company’s hallmark xDrive system. A few common i8 performance specs include:
•0 to 60 mph = 4.2 seconds
•Top speed = 155 mph (electronically limited)
•Electric only top speed = 75 mph
•Pure electric range = 22 miles
Born electric, the i3 is engineered with BMW’s LifeDrive architecture, which is also structured into two categories, the Life Module and the Drive Module. Comprised of high-strength carbon, the Life Module protects and provides comfort for the driver and passengers. The second platform, the Drive Module, encompasses the electric drive system, the suspension and the HVAC. Since the car is lighter, the liquid-cooled lithium-ion battery (developed in-house by BMW) is smaller and only needs three hours for a full stage-2 (240-volt) charge. Additionally, BMW attempts to use as much renewable energy as possible for the manufacturing process of the carbon fiber i3.
The journey continues towards educating the world on the benefits of going green. BMW is both an innovator and leader in this technology category and has already spearheaded a positive movement. Expect more BMW i products down the line since they have only just begun.