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2 0 1 5 M E D I A PA C K
THE BRAND FOR ENGINEERING DESIGN
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In this issue: Sensors, Test & Measurement • Materials • Design Software • Bearings & Linear Systems
November 2013
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December 2013
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The best of
both worlds
In this issue: Rapid Prototyping • Sensors, Test & Measurement • Power Transmission • Materials
Building
foundations
Almost
human
Bridging the gap between
helicopters and fixed-wing aircraft
January 2014
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UK company
forges ahead in
interactive robotics
Getting to grips
with offshore
wind turbines
Out of this world
Facing the design challenges
of a mission to Mars
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February 2014
In this issue: Motors • Design Software • Fastening & Adhesives • Materials • Aerospace
March 2014
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From track to traffic
“An end to
disability”
Can technology transfer
drive automotive evolution?
April 2014
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Evolution or revolution?
Why getting the right type of innovation is vital
May 2014
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Designing Porton Man
Under the skin of the UK’s new chemical warfare
defence technology
How biomechatronic
prosthetics are
changing the face
of medicine
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June 2014
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July 2014
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August 2014
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September 2014
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Mind the gaps
How human factors engineering
mitigates the ‘Swiss Cheese Effect’
Engineering
victory
Powering
the future
Paying tribute to the
innovation behind D-Day
Designing tomorrow’s
aircraft engines
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October 2014
In this issue: Materials • Design Software • Sensors, Test & Measurement • Bearings & Linear Systems
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November 2014
In this issue: Smart Materials • Rapid Prototyping • Motors • Power Transmission • Fasteners
Building a driverless future
The next step in autonomous vehicles
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December 2014
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Gridlock on the network
The hi-tech toy story
Keeping up with chargeable devices, electric
vehicles and renewable energy
How ‘connected play’ can help inspire
and skill the next generation of engineers
Doing it better
Grand Prix winner at this year’s BEEAs
adds inspiration to excellence
ALSO IN THIS ISSUE:
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January 2015
In this issue: Additive manufacturing • Prototyping • Oil & Gas exploration • Linear Motors
Can engineers take
the weight of BIG DATA?
COMMENT
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When Archimedes leapt from his bath all those years ago, he didn’t have the
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to identify the correct marketing format in which to deliver your message!
You are looking for:
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1. For over 30 years, Eureka has been synonymous with engineering innovation and
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Market leading content
Every issue of Eureka has a mix of regular sections. Eureka provides design engineers with a
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The information below is by no means an exhaustive list of Eureka’s editorial activity,
but it gives a good cross section of the high-value content that readers receive in every issue.
Regular sections
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What will 2015 bring? Firstly it does appear that the days of boom and bust are
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our doorsteps, the recovery continues to be a laboured and nervous process.
particular innovation or recent development
O
across the industry.
and three percent, therefore represent a relatively healthy position.
Growth in the economy is critical at the moment. The deficit appears to be
the political battleground in the lengthy run-un to the next election. While both
main parties claim to be ‘ring-fencing’ certain budgets, like the NHS, pensions
and foreign aid, and neither willing to admit that budgets will consequently
have to be cut, for example, on education or policing, it is not clear where the
News and analysis – Giving the story and
cuts can come from.
for a government investment in engineering, but contrary to common
perceptions it does appear that both main political parties appreciate the
benefits of growing the industrial sector as a facet in cutting the deficit.
Funding through EPSRC and Innovate UK (the TSB in old money) is genuinely
outlining its significance to design engineers.
building areas of excellence in the UK in science, technology and engineering.
Most importantly in the short term is continuity. And while the Labour
government launched the idea of the Catapult centres, for example, it was the
Coalition that gave it life and has pledged to grow it. The Labour Party remains
committed to growth as the answer to all evils.
Political change probably won’t happen in May this year, but even if it does
then I doubt, for the reason above, if it will impact greatly on these
Technology briefs – These are practical
investments in technology. Which is why, for what it is worth, I predict 2015
will be a solid if unspectacular year for the engineering sector – and I think
most of us would settle for that. But, as ever, there will always be room for
true innovation to shine through and we look forward to sharing some of that
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Periodical
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Driverless and autonomous vehicles are almost
surprising as all around the world, including for our biggest trading partners on
It might therefore be an appropriate time to be worried if you were looking
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Comment – The editor’s overview of a
over as, try as we might, we cannot create the ‘boom’ anymore. This is not
British forecast annual growth rates for the next few years, of between two
with you through these pages in 2015.
Happy New Year.
January 2015
5
COVER STORY: AUTONOMOUS VEHICLES
design tips and useful innovations for design
Transport Systems Catapult, with the initial impetus having come from
the Automotive Council and Cambridge University's John Miles, who
began the initial work with Milton Keynes council to develop a project
that could see up to 200 of these vehicles moving people around the
city.
Before making such a massive investment, however, Milton Keynes
Council was understandably keen to look at the economic case for the
pods, the viability of the technology and how the pods would interact
with people – and vice versa. The TSC was therefore approached to
oversee the LUTZ Pathfinder programme's test phase, which will see
three autonomous pods trialled on the pavements of Milton Keynes.
During the test period, all of the vehicles will be manned by a trained
operative who will be able to take immediate control of the pod if
necessary.
The pods will be equipped with technology provided by Oxford
University's Mobile Robotics Group and Fulton recently showed a video
of the technology in action during a "test drive" of the navigation system
around a university quad. Relying on left-side and right-side cameras for
its primary data, the technology works by mapping out the environment
in which it will operate so that subsequent journeys can be compared
against a known ‘norm’
Of course, there is a vast gulf between the theory and the practice
and it doesn’t require much imagination to visualise the huge range of
problems potentially posed by the appearance of driverless vehicles on
our roads. As part of a demonstration of the real world scenario that
awaits the pods once they have been deemed ready for testing in public,
the TSC has shown a film shot from a bicycle riding along part of the
route where the pods will operate.
Challenges identified on just that short bike ride included: the pod
here. Paul Fanning takes a look at a UK project that
could be on the streets in the next few years.
nce purely the preserve of science fiction, the driverless
vehicle is increasingly a reality and there can be little doubt
that it is coming to a street near you – and sooner than you
might imagine.
The most high-profile example of an autonomous driverless vehicle is
the Google car, which uses a combination of sensors and software
combined with highly accurate digital maps to locate itself in the real
world. A GPS is used, just like the satellite navigation systems in most
cars, to get a rough location of the car, at which point radar, lasers and
cameras take over to monitor the world around the car.
Google has also announced a project to create driverless
transportation ‘pods’ that are designed to operate safely and
autonomously without requiring human intervention. They won't have a
steering wheel, accelerator pedal, or brake pedal because they don't
need them," says Google's self-driving car project director, Chris Urmson,
on the firm's blog.
But, while Google may be attracting the lion’s share of the headlines,
it is by no means the only kid on the autonomous block. There is any
number of projects around the world exploring future transport
technology. One of these is the UK-based LUTZ (Low-Carbon Urban
Transport Zone) Pathfinder Project, which will see electric powered pods
used in Milton Keynes next year.
Coventry-based RDM Group will make the futuristic LUTZ Pathfinder
pods, which will be trialled next year, after being appointed by the
Transport Systems Catapult (TSC), which is project managing the
enterprise. RDM and TSC are now working together with Oxford
University’s Mobile Robotics Group (MRG) to create three electricpowered pods, which are part of the TSC’s Low Carbon Urban Transport
Zone (LUTZ) Pathfinder programme which is studying the feasibility of
autonomous and on-demand vehicles.
The self-driving pods will carry up to two passengers and with a top
speed of around 12 kph (7 mph), the pavement-based pods are intended
to increase the number of mobility options available to the public, while
also reducing congestion and carbon emissions.
Once these trials are completed, the pods will be ready for testing in
public on the pavements of Milton Keynes. With safety issues of
paramount importance throughout the duration of the assessment
programme, the three pods will continue to be manned by trained
human operators.
Transport Systems Catapult programme director Neil Fulton said: “The
LUTZ Pathfinder project will redefine how people think of ‘driving’, and
therefore fits in perfectly with our mission to promote UK business
growth in the field of intelligent mobility.
By mid 2017, it is planned that 100 pods that are fully autonomous
will be running on pathways alongside people and will use sensors to
avoid obstacles.
The Milton Keynes-based programme actually pre-dates the
Illustration: Phil Holmes
COMMENT
Editor
Tim Fryer
tfryer@findlay.co.uk
Building the driverless future
An early design concept of how the LUTZ project pods may look
12
August 2014
www.eurekamagazine.co.uk
having to know how to safely avoid and overtake pedestrians; to
correctly distinguish between genuine obstacles and irrelevant
distractions such as empty carrier bags and other types of litter; to be
able to navigate road crossings or car parks; and to deal with the
potential confusion of things such as heavy shadows on sunny days, or
the quick change of lighting conditions when driving through an
underpass.
Says Fulton: "There's a distinct difference between our programme
and some of the other autonomous vehicle projects, which are mainly
road-based. I would say that taking the vehicles off the road and onto
pavements actually intensifies the challenge, because of the increased
interaction you have with people and obstacles,"
"So, on the one hand, you can see the technological challenges that
we're facing, but there are many other challenges to consider on top of
that, such as the regulation and law changes that will be required to get
autonomous vehicles onto the market. There is also the question of
liability insurance in terms of who takes responsibility for these vehicles
Google’s self-driving car
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August 2014
13
engineers to apply to their current or future
DRIVES & CONTROLS: MARINE
projects.
Technology features – These one or two
Silent running
The Royal Navy’s future anti-submarine vessel relies largely on a
technology that has helped make factories around the world more
efficient. So how do you navalise a variable speed drive for a modern
warship? Justin Cunningham investigates.
The CODLOG power plant configuration will have a much greater efficiency
than the COGAG configuration used by similar vessels around the world
page features run throughout the magazine,
electricity produced by up to four diesel
generators. The motors receive their
electricity from a combination of VSDs. A
VSD is basically a frequency converter that
controls the frequency it sends to the
propulsion motor. We need to do this since
the diesel generators run at a constant
‘mains’ frequency (60Hz), which is fine for
covering innovation and giving practical
the normal equipment on the ship - like the
pumps, as their electric motors only need to
work at one speed.
But, to control the
speed of the ship through
the water we need to be able
to vary the shaft speed, so we
obviously need to be able to
application tips on subjects such as design
change the frequency we give to the
propulsion motor.
“There are all sorts of ways of doing that,
the Type 23 that this is replacing does it by
using direct DC voltage to give us variable
speed control, but the modern way of doing
it is to modify the fixed AC supply waveform
software, advanced materials, sensors,
motion control & automation and more.
NEWS
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to one of a different frequency for the motor,
he Royal Navy’s latest large procurement
T
efficiency, as well as near total silence –
lines via a splitting gearbox, in combination
project, the Type 26 anti-submarine
frigate, is proceeding well with many of the
though not all at the same time.
The Type 26 is slightly larger than the Type
with four diesel generators. These will
produce electricity and in turn power
prime contractors being announced. One of
the most fundamental is its propulsion
23 Frigate it is replacing, with a basic
displacement of around 6500 tonnes. It is
General Electric motors to drive the ships
propellers at lower speeds and for near
The gas turbines and the diesel
generators will both use the same single
onboard fuel – the NATO designated Dieso.
might well be an efficient and effective way
via an initial conversion to a direct current.
This is done by a technique called Pulse
of producing power and shifting the Type 26
to its top speed in excess of 28knots (32mph
Width Modulation (PWM). We’re already well
in to the design phase for the motors and
While still broadly considered a distillate light
/ 52kph), but when it needs to remain quiet
and locate enemy submarines, its diesel
generators kick in to enable near silent
converters, with the motors being designed
system that has been awarded to General
also slightly longer at 150m, and due to its
silent operation.
fuel, it is slightly heavier than the diesel most
of us are used to at service station pumps.
Electric’s Power Conversion’s naval business.
There are many challenges in providing
varied multi-mission role the range of the
Type 26 was one of the key drivers during its
“When we are running in stealth mode
the propellers do not run on batteries,” said
However, it also has a much higher flash
point, an obvious advantage for a ship likely
running. One of the key technologies
enabling this propulsion system is its use of
propulsion on modern marine vessels, not
least is one that fundamentally comes under
design, some 7000 nautical miles.
For this reason the ship uses a fairly well
Paul English, marine business leader for GE
Power Conversion. “The diesel generators
to see combat during its service life.
Variable Speed Drive (VSD) technology.
speed control of the propeller.
For higher speeds, the ship uses the gas
turbine. “In this mode the gas turbine drives
through a splitting gearbox, and then into a
second reduction gearbox, which then drives
“When the ship is operating quietly the
gas turbine and subsequent gearboxes shut
down so to eliminate all the mechanical
noise from those pieces of equipment,” said
“The greater the frequency out, the faster
the motor will go,” said English. “Conversely
the lower the frequency the slower the
motor will go.
the shafts and propeller.”
However, a gas turbine whirring away
English. “The propellers are then turned by
the ultra-quiet GE propulsion motors, using
“It is based on our standard MV3000
range of marinised drives. We produce
the ambit of being a warship. The Type 26’s
known ‘hybrid’ configuration in the marine
keep running and produce the power to the
primary role is searching for submarines, as
well as a secondary role as a general support
and humanitarian vessel. It means any
propulsion system has to offer speed and
industry known as combined diesel electric
or gas (CODLOG). The reality for the Type 26
is that it will use a single large gas turbine
that will directly drive both the ship’s shaft
propellers and the rest of the ship. So the
noise of these engines is isolated by putting
them on acoustic mounts and in an acoustic
enclosure to reduce the airborne noise.”
New sections
at the moment and the VSD technology
being based on commercial equipment.”
The VSDs are controlled by computer to
create variable frequencies that enable the
INTERVIEW: ANTHONY FINKELSTEIN
Register for the Engineering Design Show at www.engineeringdesignshow.co.uk
Millbrook invites companies to
join Technology Park
Expanded cover stories – Three-page
features with a broad appeal across Eureka’s
readership.
Interviews – A two-page interview with a
UK manufacturing growth holds up, but orders weaken – CBI
The UK's manufacturers had a mixed month in September, with
production continuing to rise steadily but order books
deteriorating, according to the CBI's latest Industrial Trends Survey.
The survey revealed that output growth remained solid in the
last quarter and is expected to strengthen further in the coming
three months. But firms saw total order books fall below "normal"
levels, and export order books worsened significantly, and are now
at their weakest since January 2013.
Stocks adequacy fell back below average and inflation
expectations remain muted, with manufacturers once again
expecting flat output prices over the next three months.
Katja Hall, CBI deputy director-general, said: "Against a
backdrop of acute political uncertainty at home and abroad,
exports orders for UK manufacturers are faltering, which is
disappointing.
"However, it's encouraging that output growth has remained
solid and firms expect production to rise strongly in the next
quarter."
www.eurekamagazine.co.uk
October 2014
Engineering the pipeline
Everyone is bemoaning the lack of good engineers coming through the education system.
Millbrook has been given planning
permission to build a 24,900m2
Technology Park at its Bedfordshire
site.
The development, it says, will
offer R&D companies, start ups and
established engineering companies
the opportunity to be located on
site, creating new jobs within the
automotive engineering and
technology sectors.
“We're delighted that the
planning application has been
accepted,” said Millbrook's CEO
Alex Burns. “The Technology Park
will help to enhance the future of
automotive engineering with new
facilities for research and
development, and encourage
increased partnership opportunities
with world class companies.”
www.millbrook.co.uk
Other findings include:
• 34% of firms saw the volume of output rise in the last three
months, and 19% said it fell, giving a balance of +15%.
• Expectations are for stronger growth next month with 36%
predicting a rise in the volume of output and 9% a decline. That
gives a balance of +27%.
• 14% of firms said their export order books were above normal
and 38% said they were below normal, giving a balance of -24%,
against a long-run average of -20%.
• Output price inflation expectations remained muted: 8% of firms
expect output prices to rise over the next three months and 7%
expect them to fall, giving a balance of +1%.
• 16% of firms said their present stocks of finished goods were
more than adequate, and 6% reported they were less than
adequate, giving a rounded balance of +9%.
The survey of 488 manufacturers across the UK was carried out
between August 20 and September 10.
www.cbi.org.uk
senior industry figure.
60 Second interview – This sponsorable
7
monthly section is a Q&A-style interview with
But if we are to solve this problem rather than apportion blame, says
Professor Anthony Finkelstein, we must all work together. Tim Fryer reports.
nsurprisingly, as the Dean of the Faculty of Engineering
Sciences at University College London (UCL), Professor
Anthony Finkelstein has opinions and insights on many
topics. Inevitably it is the supply of young trained
engineers into the workplace that dominates – the so called
‘pipeline issue’.
Clearly demand is currently outstripping supply. Engineering UK
predicted the UK needs 87,000 new graduate engineers a year, for
the next ten years, to get back on track – and we currently produce
46,000.
“This is a broad challenge for education and indeed for society as a
whole,” claimed Prof Finkelstein. “The problem is a complex multi
factor problem and a whole range of things are tied together. Those
things range from societal cultural attitudes towards engineering and
technology, and the way that the sciences and mathematics are
taught.
“I believe that all the elements of engineering – science,
mathematics and design – need to be introduced to children in a more
exciting and inspirational way. There are big efforts going into making
that happen, and the situation is changing very rapidly, but there is a
long way to go.”
Prof Finkelstein believes the whole issue has been ‘bedevilled’ by
people looking for simplistic solutions and magic bullets, while
persistently underestimating the size of the challenge.
“It requires us to use all the array of tools at our disposal, and it
will be necessary to do this over a long period of time,” he stated. “It
needs to be a 25 year project, not an 18 month project. It requires us
to co-educate parents and children alongside each other. It requires
us to address the media - there are a whole range of different things
that we need to do. That means that industry, professional institutions,
universities, further and vocational educators, school educators,
cultural institutions: they all have to work in a unified way and as a
partnership.”
Currently, he believes, there are too many people in industry
sniping at the universities, universities sniping at schools, while
vocational education has been pushed to the side. “We have not been
working in a coherent way,” he said. However, change is possible and
he cites the example of computer sciences.
“There was a problem with the way that information technology
was being taught in schools,” he said, “with an effect on the supply of
U
18
computer scientists and ultimately with an effect on the economy.”
A collaboration between professional institutions and the
academies (the Royal Society and the Royal Academy of Engineering)
along with universities and with industry formed to tackle the problem.
“The politicians were very responsive to it and the national
curriculum was changed,” he explained. “Now there is much stronger
emphasis on computer science, with much more enriching and
stimulating curricula, which will deliver a step change in the way that
students engage with computing. So there is positive evidence that by
working together we can change things for the better.”
Prof Finkelstein believes one huge step towards solving the
problem would be if young women were as interested in engineering
as young men.
“It would make British engineering better through diversity,” he
said. “It would be a fantastic thing
and would give us access to a
greater number of talented young
people.”
Another beneficial component in
the mix would be the return of the
sandwich course, where students
take a year out between year two
and three of their course and do a
placement in a relevant company.
He said: “I think the demise of the
sandwich courses was a sad
moment, but we are moving back towards that situation with many
more work placements and internships. I think that is going to be an
almost inevitable end point.”
Another notable difference has been in the nature of the schoolleavers who arrive at universities. Prof Finkelstein said: “They come
from schools, to us at universities, with better self organisation and
self management skills. But they tend to have poorer technical
problem solving skills. So the schools are preparing the students
differently. It is not better or worse, it is just different. But that
difference is a challenge, so we have to start students at a different
point when it comes to solving certain sorts of problems.”
He concluded: “There is still much design work in the UK and of
course the balance between software and hardware in typical
systems makes a difference to the shape of their education as well.”
‘All the elements of
engineering –
science, maths and
design – need to be
introduced in a
more exciting and
inspirational way.’
December 2014
www.eurekamagazine.co.uk
Professor Anthony Finkelstein
Professor Anthony Finkelstein is a Fellow of the Royal
Academy of Engineering and a Fellow of the City & Guilds of
London Institute. He is a graduate in systems engineering
holding a BEng, MSc and PhD. Currently he is Professor of
Software Systems Engineering at University College London
(UCL) and serves as Dean of the Faculty of Engineering
Sciences. Prof Finkelstein has published more than 240
scientific papers and is a Fellow of both the Institution of
Engineering and Technology and the British Computer
Society. He has provided consultancy advice to a large
number of high profile companies and universities and has
received the ‘Entrepreneurial Spirit’ award for his work on
knowledge transfer to industry.
www.eurekamagazine.co.uk
December 2014
19
one of our design engineer readers, asking
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Circulation summary
Universe of design sites
Universe of designers
Eureka sites
*Eureka copies
*ABC average net circulation Jan to Dec 2014
Analysis by job function
12,107
80,645
10,985
16,400
16,968
Industry sector analysis
Automotive
Aerospace
Oil & Gas / Energy
Defence
Medical
Design Consultancies
FMCG
21%
15%
17%
14%
10%
6%
3%
Job function
General Management
Design Management
Product Design
Production & Plant Design
Research & Development
Engineering Analysis/Drafting
Purchasing
Copies
8,175
12,556
12,383
4,303
7,422
5,586
2,106
Note – an individual may have multiple job functions
(ABC Certified Jan – Dec 2014)
Analysis by industry/sector
Description
OEM
Non OEM
Non Manufacturing
TOTAL
Universe of
Design Sites
8,739
509
2,859
12,107
Universe of
Designers
48,833
2,267
29,545
80,645
Eureka
Sites
8,033
461
2,491
10,985
Eureka
Copies
11,515
601
4,284
16,400
*ABC Certified Jan – Dec 2014
www.eurekamagazine.co.uk
95% of readers authorise or
specify purchases
and 93% of readers would
choose Eureka if they could
only read one engineering
design magazine
READER SURVEY
Purchasing Power
The results of Eureka’s 2015 reader survey show that it has a unique audience with the
authority to spend, the desire to spend, the budget to spend and they are guided by Eureka in
how they spend it. Can you afford to miss out?
Authority to spend:
Budget to spend:
• 95% of readers authorise or specify
purchases
• 11% of readers have budgets in
excess of £1,000,000
• 85% of readers have made purchasing
decisions based on information seen
within Eureka
• 15% of readers have between
£250,000 and £1,000,000
• 54% of readers have up to £250,000
Unique audience:
Committed audience:
• 58% of our audience never read
Industrial Technology
• 93% of readers would choose Eureka
if they could only read one
engineering design magazine.
• 51% of our audience never read
Designs Products & Applications
• 79% read over half the publication
• 66% of our audience never read
Design Solutions
• 42% retain each issue for archive
purposes
• 100% find it relevant for their daily job
Areas of spend in the next 12 months:
3D Printing
32%
Hydraulics
20%
Adhesives
62%
Linear Systems
19%
Batteries
33%
Materials, Composites
39%
Bearings
47%
Materials, Metals
78%
Controllers
24%
Materials, Plastics
65%
Couplings
28%
Motors
35%
Design Software, 2D CAD
13%
Pneumatics
23%
Design Software, 3D CAD
34%
Power Transmission: Chains/Gears 20%
Design Software, Advanced (e.g. FEA) 19%
Prototyping Technologies
36%
Drives
27%
Sensors
53%
Enclosures
41%
Springs
48%
Fasteners
70%
Source: 350 respondents - Benchmark Research Survey, April 2015
www.eurekamagazine.co.uk
EVENTS
British Engineering Excellence Awards
central London on 29th October.
Judged independently by a panel of senior
Now in their seventh year, the British Engineering
industry executives, plus leaders of industry
Excellence Awards reward innovation in both the
bodies and associations, the British Engineering
UK mechanical and electronic design
Excellence Awards are a great opportunity to
communities.
promote your business to UK design engineers.
Organised by Eureka and sister publication New
Electronics, the BEEA’s have become an
important event on the calendar of design
engineers throughout the UK. Sponsored by
For more information contact –
kmurray@findlay.co.uk
leading companies including Cambridge
Consultants, D Young & Co., National Instruments,
Digi-Key and RS Components, the BEEA’s 2015
will be held at the prestigious Hurlingham Club in
www.beeas.co.uk
MARKETING STREAMS
Eureka Specifier
The quarterly A5 publication and Specifier website
have been created to ensure that design engineers
have a guide to what’s new, what’s effective and
what’s relevant for their applications.
P
The Engineering Design Show
Specifier Technology Sections:
1/11/11
15:46
Page 1
eureka
specifier
WINTER 2011
the product guide for engineering design
Providing supplier companies with an opportunity to
• Bearings & Linear Systems
demonstrate their products and services through
• Design Software
exhibition stands and practical supplier workshops,
• Drives, Controls & Automation
The Engineering Design Show is the only event of its
• Fasteners & Adhesives
type within the UK to focus exclusively on design
• Hydraulics & Pneumatics
engineering.
• Materials
For more information contact –
lwebster@findlay.co.uk
SPRINGS
BEARINGS
STEREOLITHOGRAPHY
FASTENERS
DRIVES
MOTORS
ADHESIVES
GEARS
PLASTICS
SENSORS
• Mechanical Components
• Power Transmission
• Rapid Prototyping & RPD
• Sensors, Test & Measurement
For more information contact:
www.engineeringdesignshow.co.uk
pthompson@findlay.co.uk
www.eurekamagazine.co.uk
www.eurekamagazine.co.uk
October 2013
In this issue: Sensors, Test & Measurement • Materials • Design Software • Bearings & Linear Systems
Print
The best of
both worlds
Eureka is the leading publication for mechanical and electro-mechanical design engineers. If you
Bridging the gap between
helicopters and fixed-wing aircraft
are trying to reach this key group of decision makers, then Eureka is your ‘must-have’ partner. If
your plans incorporate display advertising, more complicated projects such as gatefold covers or
belly bands, or if you require assistance in the design, writing and layout of advertorial, Eureka
has the options to suit your marketing strategy and your budget.
Display
Advertorial
Double page spread
£4985
Full page
£3145
Full page
£3145
Double page spread
£4990
Half page
£1880
Technology Update (1/8 page)
Quarter page
£1135
Inserts (10 gram)
£265
£1700
Premium position surcharge +10%
Series discounts
Other options
Belly band
£1000
Barn door
£9000
Die-cut front cover
£9500
For more information contact –
kmurray@findlay.co.uk
3 advertisements
15% discount
6 advertisements
25% discount
ADVERTISEMENT RATES
Online & E-zines
Complementing its market leading print publication, Eureka can provide a complete range of
web 2.0 offerings though a content rich website and regular subscriber e-zines. With more
than 21,000 e-zine subscribers and an average of 14,000 unique users who access Eureka’s
site each month, www.eurekamagazine.co.uk can provide the creative interactive marketing
solution to suit your needs and budget.
Website
Size (pixels)
Page peels
£2500 per month
100 x 100 expanding to 500 x 500
Leaderboard
£2500 per month
728 x 90
Banners
£1500 per month
468 60
Large message panel
£1000 per month
300 x 200
Premium message panel
£1500 per month
300 x 200
£750 per month
300 x 100
Small message panel
E-zines
Size (pixels)
Banner
£950 per issue
White papers of the week
£500 per issue
Video of the week
£900 per issue
Sponsor news
£950 per issue
Technology Spotlight
£950 per issue
Bespoke email
POA
468 x 60
For more information contact –
sbonell@findlay.co.uk
www.eurekamagazine.co.uk
Contacts:
Findlay Media
Hawley Mill
Hawley Road
Dartford
Kent DA2 7TJ
United Kingdom
T: + 44 (0)1322 221144
F: + 44 (0)1322 221188
www.eurekamagazine.co.uk
Advertising
01322 221144
Sales Director
Luke Webster
lwebster@findlay.co.uk
T: 07967 169154
Sales Manager
Keith Murray
kmurray@findlay.co.uk
T: 07967 169133
Deputy Sales Manager
Simon Bonell
sbonell@findlay.co.uk
T: 07967 169132
Sales Executive
Paul Thompson
pthompson@findlay.co.uk
Data Services
David Larner
dlarner@findlay.co.uk
T: 07967 169013
Publisher
Ed Tranter
etranter@findlay.co.uk
Editorial and Production
01322 221144
Editor
Tim Fryer
tfryer@findlay.co.uk
Technical Editor
Justin Cunningham
jcunningham@findlay.co.uk
Online Editorial Assistant
Tom Austin-Gordon
taustin-gordon@findlay.co.uk
Group Editor
Graham Pitcher
gpitcher@findlay.co.uk
Production Manager
Heather Upton
hupton@findlay.co.uk