Material Technologies, Inc. (OTCBB: MTTG)

Dear Reader,

Material Technologies, Inc. (OTCBB: MTTG) recently announced that its Electrochemical Fatigue Sensor (EFS) System was selected for the Federal Highway Administration’s (FHWA) Steel Bridges Testing Program.  The program is designed to evaluate inspection methods capable of detecting growing cracks in bridges.  Additionally, MTTG reported that its is near completion in its inspection of nine bridges throughout the State of Pennsylvania also using the company’s proprietary EFS system. 

These projects and many others like them serve as a strong indicator of the company's acumen and the validity of its technology.  Please review the profile that follows. 
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About Material Technologies

Material Technologies Inc., ("MATECH" "MTTG") is an engineering, research, and development company that specializes in technologies to measure microscopic fractures in metal structures and to monitor metal fatigue. Matech has already completed significant work for the federal government generating $8.3 million to develop technology to detect metal fatigue in aircraft. It has also received $10 million in private investments. Building on that base of experience and capital, it is now beginning to market its technologies to companies and government agencies involved in the inspection of metal highway and railroad bridges.

Matech produces Fatigue Fuse (FF), a device that integrates the effect of fatigue loading in a structural member. It is specifically designed to be affixed to a given structure to give warnings as pre-selected percentages of the fatigue life are used up. Essentially it is a cycle counter. The company also offers the Electrochemical Fatigue Sensor (EFS), an instrument that detects small growing fatigue cracks in metals. Its technologies are applicable to various international market sectors, such as bridges, railroads, and aerospace assets, as well as ships, cranes, wind power equipment, power plants, nuclear facilities, chemical plants, mining equipment, and heavy iron. 

Founded in 1983 and based in Los Angeles, California, Matech technology is in the marketing stage and offers increased safety and money saving opportunities to the engineering community. Monitoring and measuring metal fatigue cracks and crack growth has become a 'demand' industry, with the recent collapses in Minnesota, China, and Vietnam that cost so many lives. Congress has several bills on its calendar that addresses infrastructure issues, and that positions 25-year old Matech to benefit from the worlds increased awareness of bridge aging and maintenance. In the field it can reliably find cracks as small as 0.01 inches. 

MATECH’s Two Leading Technologies: 
The Fatigue Fuse (FF) is a small, passive device that continuously monitors fatigue life at specific points in a structural member, revealing the accumulation of fatigue in that structural member over time. The Electrochemical Fatigue Sensor (EFS) is an instrument that detects cracks in the metal component of a structure. In the laboratory it can find cracks in metals at a resolution of a few microns, exceeding the current state of the art by ten times or more.

Both devices are pioneering, cutting-edge solutions in the fatigue field. The Electrochemical Fatigue Sensor and the Fatigue Fuse detect minute cracks in metal, and the accumulation of metal fatigue, respectively, in metal structural components. 

During 2007, Matech has generated $66,745 in revenue from three contracts relating to testing metal fatigue on bridges as it 'Rolls Out' it two primary products. MTTG has an open contract with the state of Pennsylvania to provide testing services for their steel highway bridges.

The EFS works like a heart EKG. It can detect fatigue cracks too small to see with the naked eye, and can accurately determine if a crack is growing or not. The Federal Highway Administration (FHWA) has stated that 90% of fatigue cracks are missed by inspectors using visual methods, and that 56% of bridge ratings based on these visual inspections are incorrect. There is an obvious need for improved inspection methods, which are less dependent on inspectors' subjectivity.
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ABOUT BRIDGES
and the infrastructure market

The U.S. bridge infrastructure system is aging and needs extensive repair. There are approximately 600,000 bridges in the nation's inventory including 190,000 steel bridges. About 39% of the steel bridges are structurally deficient or functionally obsolete in important areas, according to the Federal Highway Administration (FHWA). These bridges are a rapidly developing safety liability and economic disaster, collectively comprising almost $400 billion of repair liability, impending accidents, and potential disruption of the nation's ability to conduct commerce. 

In 1997 the US Government spent in excess of $5 billion to rehabilitate existing bridges. The need for increased spending accelerates significantly each year as the infrastructure ages and as inflation increases. Analysis by infrastructure economic experts, including the Federal Highway Administration, confirms that approximately $9 billion per year is the minimum required to maintain the status quo with presently used construction methods. 

The U.S. client base for EFS-based monitoring consists of the US Government, the 50 states and their city or local government agencies, 42 bridge authorities, 3 military agencies, and 48 railroads. Recognizing the problem of our aging surface transportation system, Congress has enacted legislation for its rehabilitation including the Intermodal Surface Transportation and Efficiency Act (ISTEA) in 1991 and the Transportation Equity Act (TEA-21) in 1998 and 2005. SAFETEA-LU includes a $5 million allocation over four years for a program to test steel bridges using a nondestructive technology that is able to detect growing cracks, including subsurface flaws as small as 0.010 inches in length or depth. 

The unacceptably high cost of retrofitting and replacing bridges impelled an ISTEA mandate that the States demonstrate they have an effective bridge management system in place in order to receive funding. To this date, final regulations to implement this mandate have not been published because no viable, dependable system to manage bridges has evolved.

The U.S. Government must now preside over the accelerating deterioration of the 610,389 bridges that make up the nationwide bridge infrastructure. Approximately 100,000 bridges are rated "structurally deficient" using Federal Highway Administration (FHWA) guidelines, and this number is increasing annually despite remedial actions taken.  A specific population of what is defined as the average bridge - two and a half spans - numbers 25,161 bridges, and require immediate repair. The cost, as estimated by the FHWA, reported in the NBI data, is $104 per square foot, of the bridge deck surface, or more than $20 billion.
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Bridge Data

• 596,842 bridges are listed in the U.S. National Bridge Inventory (NBI) 
• 153,990 bridges of that population are rated structurally deficient or functionally obsolete 
• The NBI in 1996 estimated repair budget cost for the existing inventory at $168 billion
• Considering overall inflation and added deterioration, $168 billion becomes $436 billion today

• Federal law mandates that bridges over 20 feet long be inspected every other year, but it does not require any particular method of inspection.
• Visual inspection is the primary method of checking bridges for possible metal fatigue and potential catastrophic failure.
• One study by the Federal Highway Administration (FHWA) found that over 90% of fatigue cracks were missed with visual inspection.
• Of all the methods (visual and non-visual) used to detect cracks, only Material Technologies' Electrochemical Fatigue Sensor system can determine whether the cracks are growing. EFS can determine not only whether cracks are growing but whether they are growing slowly or rapidly.
• Over the past 10 years, on average, there have been one bridge failure in the U.S. every week.
• According to federal data, 25% of all the bridges in the U.S. are structurally deficient or functionally obsolete (Bridge inventory data from Federal Highway Administration) 

• SAFETEA-LU, the federal transportation bill currently in effect, mandated that the FHWA carry out a program to identify technologies that detect growing fatigue cracks in bridges. Material Technologies' EFS is part of that program and already has been used in Pennsylvania. It also has been used in New Jersey, Massachusetts and Utah. Overseas, bridge owners in Australia, the U.K. and elsewhere have shown interest in deployment of the EFS in the near future.

Fatigue is a consequence of a metal undergoing repeated cyclic strain. In a commercial context this results from a large number of cycles of loading and unloading. Sudden fracture can result. Fatigue damage and the compromise of stability and integrity of the structural member present the constant potential for structural failure and extreme danger. It is presently not possible, under any generally acceptable theory of fatigue phenomena, to predict by analysis alone when the fatigue/stress limit is reached and when a fracture may occur. Further, in normal usage, damage occurs cumulatively, at microscopic levels, and can only be detected in its early stages by examining the microscopic structure. 

This difficulty has caused designers of structures subject to fatigue to avoid this problem by "over-designing" structures to limit the stresses in critical areas to a level well below the known endurance limits of the material employed. This results in added expense through overbuilding. In spite of this, catastrophic fatigue failures still occur. Thus, there is a need to measure the microscopic level of fatigue status, since other available levels of analysis do not address this level of necessary detail. There is also an obvious need to inspect the subsurface areas and components of a particular structure or item of equipment, beyond the boundaries of surface visual inspection. 
 

a  white paper

THE ELECTROCHEMICAL FATIGUE SENSOR:  A NOVEL SENSOR FOR ACTIVE FATIGUE CRACK DETECTION AND CHARACTERIZATION 
-- By Brent M. Phares, PE, Ph.D.

ABSTRACT
In the early 1990’s work was initiated to develop a testing technique for identifying fatigue cracks in aircraft airframes.  Initial efforts focused on the measurement of corrosion fatigue.  The initial effort revealed that a technique based upon electrochemical principles could measure corrosion current with unusual precision.  With this fundamental basis and a basic understanding of the fatigue cracking process, the initial developmental work focused on a crack detection technique that was actually based on the detection of the growth of corrosion products.  The resulting technology has a remarkable capability at detecting very small fatigue cracks that are actively growing and is known as the Electrochemical Fatigue Sensor (EFS). 

This paper describes the EFS system including a detailed discussion of the fundamentals.  In addition, usage of the EFS system is presented through a case study.  Additionally, commentary is provided on the cost-effectiveness of the use of the EFS system in an active bridge management approach.

MTTG Letter To Shareholders

I am writing today to bring you up to date on the progress being made by Material Technologies Inc. (MATECH) toward meeting its strategic goals. Bottom line: The news is good. MATECH has completed its long technology-development phase and is now taking its technology to market, with impressive results. Our list of current and potential customers is growing, and Wall Street is taking notice.

As I write this, MATECH stock is up more than 29% over just the past week. Granted, it has been an eventful week for our industry, with the tragic highway bridge collapse in Minneapolis raising fresh concerns about the safety of bridges all over the nation and generating significant media attention for us. But I believe that investors also see MATECH's signature technology, the Electrochemical Fatigue Sensor (EFS) system, as the best means available to address those safety concerns quickly and cost-effectively.

We recently received another vote of investor confidence from an important and influential group of money managers. European institutional investment firms exercised MATECH warrants they had received in a round of equity financing earlier this year. Included here were big names, such as Julius Baer Asset Management of Switzerland and Anima Funds of Italy. The fund managers cited the potential of MATECH's EFS technology to detect cracks in aging bridges and infrastructure in the U.S. and Europe. One of them, Julius Baer Executive Director Alexander Shalash, foresaw a "renewed spending cycle" to repair aging U.S. infrastructure and said MATECH is "favourably positioned to benefit" from it.

Of course, the warrant exercise also helps us by adding to our capital. With our low burn rate and our expectation of rapid revenue growth in the near term, we are now confident that we have sufficient funds to finance our operations for the foreseeable future. In short, we are poised for rapid growth, starting now.

Already, the EFS system has been used by highway departments in Pennsylvania, Utah, Massachusetts and New Jersey. The Pennsylvania deployment is the farthest along, with MATECH benefiting from an "on-call" inspection contract under which the state could use the EFS system as needed, anywhere in the state. Five such inspections have been completed, and several more were under way this summer. And this is just scratching the surface. According to 2006 figures from the Federal Highway Administration, 2,610 of Pennsylvania's 7,605 steel bridges are structurally deficient and another 1,651 are functionally obsolete. We also have been asked in recent months to demonstrate EFS in New York and to use it for verifying crack repairs in Alabama. Overseas, we have met with bridge owners in Australia, the U.K. and elsewhere and they have expressed serious interest in using EFS.

These officials recognize - and many others will come to recognize - that EFS is simply the best technology for testing bridges when judged by accuracy, cost and ease of use. In laboratory tests, it has detected metal-fatigue cracks as small as 0.0004 inch wide and 0.001 inch long. Cracks this size are far too small to be picked up with visual inspection alone or by other methods of inspection in use today, such as acoustic emission (the exciting of metal structures and analysis of resulting sound waves). Eddy current testing, which uses electromagnetic effects to inspect metal structures, is effective at detecting small cracks, but even it can miss cracks that EFS detects. Most importantly, it cannot determine if the crack is growing. EFS can, and this is a crucial advantage.

By measuring ongoing metal fatigue, EFS enables highway agencies to focus on active cracks, which need immediate attention. Knowing the difference is critical to both safety and cost-effectiveness. It helps direct repair money to where it is most needed. Additionally, the EFS is far more effective than these "health monitoring" systems by providing direct measurement of fatigue crack activity. It does this at a fraction of the cost of the extensive strain gauging and modeling that the health monitoring systems use.

Another MATECH technology, the "Fatigue Fuse" sensor, is available to fill the gaps between EFS inspections by monitoring accumulated fatigue in real time. Each Fatigue Fuse, consisting of several notched metal strips, is placed on a high-stress area of a metal structure. As the structure experiences stresses and strains, individual notches crack and separate at calibrated fractions, thereby indicating the amount of fatigue life.

MATECH thus can offer highway agencies and private-sector bridge owners (railroads, for instance) a full safety package based on periodic inspection (EFS) and continuous monitoring (Fatigue Fuse). With no other company providing comparable technology, we have a huge, largely untapped market open to us. To give you some idea of that market's size, in U.S. highway bridges alone, here are some facts:

• Under federal law, nearly 190,000 steel highway bridges are subject to inspection every two years. In other words, the number of annual inspections for which EFS could be used is nearly 95,000.
• According to federal data, 39% of the bridges in the U.S. are structurally deficient or functionally obsolete.
• In 2006, the Federal Highway Administration (FHWA) classified 39,496 steel highway bridges as structurally deficient. Another 34,951 were labeled functionally obsolete.
• Over the past 10 years, on average, a bridge failure (closure or collapse) occurs once a week on average in the U.S.
• The average age of U.S. bridges is greater than 50 years, and most bridges in the U.S. were designed for a 50-year life.
• According to the Road Information Program® (TRIP), 26% of U.S. bridges in 2005 were not designed to handle current traffic levels or need major repairs. In the 11 Northeastern states, 39% of bridges are structurally deficient or functionally obsolete.

I would like to close by thanking you for your interest in MATECH, and saluting your foresight as an investor in promising but unheralded technology. Your judgment about the prospects of EFS and MATECH is now being rewarded, as you can see from the recent appreciation in share prices. Wall Street is beginning to see what you have seen all along: There is an urgent need for reliable and efficient technology to ensure that bridges and other crucial structures are safe, and MATECH has the technology that best meets this need. I expect to be giving you more good news in the coming months, as the company's growth story progresses and reaches an ever-widening audience of investors.

Yours truly,

Robert M. Bernstein
Chief Executive Officer
Materials Technology, Inc. (MATECH)
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Recent News for Matech

Press Release Source: Material Technologies, Inc.
Tuesday November 6, 8:00 am ET

LOS ANGELES--(BUSINESS WIRE)--Material Technologies, Inc. (OTCBB:MTTG - News), an engineering company that engages in the research and development of technologies to monitor and measure metal fatigue, today announced that they have nearly completed the inspection of nine bridges throughout the State of Pennsylvania using the company’s proprietary Electrochemical Fatigue Sensor (EFS) system. The inspections were intended to determine if existing cracks are growing, if cracks exist that were not previously documented and to help the state prioritize repair funds. Additionally, the inspections are helping Pennsylvania determine the most effective retrofits to stiffen bridge members.

The EFS is the only practical nondestructive test method that can immediately determine whether a crack in a bridge structural member is growing or not. If it is growing, plans can be made to repair or modify the structure to halt the crack growth. If it is not growing then the crack can be safely ignored for the time being. EFS can also be used after the repair or retrofit is implemented to confirm that the inspected crack location is indeed no longer growing.

“Being able to prioritize repairs to these bridges is an invaluable result of the EFS inspection,” said Robert M. Bernstein, CEO of MATECH. “Also, by being able to immediately verify the effectiveness of repairs, we help to eliminate the ‘wait and see’ method. This kind of objective information allows bridge owners to sleep at night,” he added.

Pennsylvania has over 7,500 steel bridges in its inventory. The national rate of structurally deficient bridges is nearly 30%. Material Technologies currently has an on-call contract with the state of Pennsylvania to deploy its EFS system on steel bridges across the state.  MORE

Press Release Source: Material Technologies, Inc.
Wednesday October 24, 4:05 pm ET

LOS ANGELES--(BUSINESS WIRE)--Material Technologies, Inc. (OTCBB:MTTG) (MATECH), an engineering company specializing in technologies that monitor and measure metal fatigue, will be featured on the History Channel’s Modern Marvels: Engineering Disasters, to be broadcast this Thursday, October 25, at 8 p.m. PDT. (Please check local TV listings for other broadcast times.)

The program will discuss several recent disasters, including the collapse of the Minneapolis I-35 Bridge on August 1, 2007. Immediately following this tragedy, several MATECH personnel were interviewed by local and nationwide media outlets, and their comments will be included in the History Channel broadcast. More

LOS ANGELES--(BUSINESS WIRE)--Material Technologies, Inc. (OTCBB:MTTG - News), an engineering and product/service company specializing in technologies that monitor and measure metal fatigue, today announced that it has appointed Brent M. Phares, Ph.D., as its Chief Engineer. Dr. Phares has been acting in that role for the past four months, and has been associated with the company for the past several years. His naming as the Chief Engineer is part of Material Technologies' ramping-up effort to meet the rising demand from bridge owners for its electrochemical fatigue sensor (EFS) technology.

Dr. Phares has over 15 years of management, inspection, research, and testing experience related to bridge structures. He is currently the Associate Director for Bridges and Structures at Iowa State University. In that position, he has been responsible for the development and deployment of innovative bridge evaluation techniques and for the development of applications for innovative materials in bridge engineering. He also holds a position of adjunct assistant professor in the university's Department of Civil, Construction and Environmental Engineering. He earned his Ph.D. in Civil Engineering from Iowa State in 1998.

Dr. Phares has served as a consulting research engineer at the Federal Highway Administration's Nondestructive Evaluation Validation Center, where he led the execution of several validation and developmental studies. He also has served as president and CEO of a small engineering firm specializing in the evaluation of civil infrastructure based on innovative sensors and monitoring strategies. He is a registered professional engineer in several states and serves as a voting member of many national and international technical committees.

"It is a welcome addition to have Brent Phares join us in the position of Chief Engineer," said Robert M. Bernstein, Material Technologies' Chairman and CEO. "Brent's experience and passion for his work are vital for the advancement of Material Technologies. We already have benefited greatly from his association with our company, and we expect him to play an even more important role here as a full-fledged member of our top management team."  More

Press Release Source: Material Technologies, Inc. 
Tuesday September 4, 8:30 am ET 

LOS ANGELES--(BUSINESS WIRE)--Material Technologies, Inc.'s (OTCBB: MTTG - News) Chief Operating Officer, Marybeth Miceli, has been elected as a Director at Large of the American Society for Nondestructive Testing (ASNT). ASNT exists to create a safer world by promoting the profession and technologies of nondestructive testing.

Marybeth Miceli has been an active member of ASNT since undergraduate school in 1998 at Johns Hopkins University. She assumed her current position as the Chief Operating Officer of Material Technologies in August 2007. Miceli's three year term begins in November of this year. She will be one of 17 directors who make up ASNT's Board.

Miceli commented, "I am honored to fill the role of a Director at Large for ASNT. Through its work in support of the profession and technologies of nondestructive testing, ASNT fulfills a truly indispensable role, helping to ensure the safety of much of the infrastructure we all use on a daily basis." More
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Management and Board at Matech

Bob Bernstein, President, CEO and Chairman of the Board 
Robert  received a Bachelor of Science degree from the Wharton School of the University of Pennsylvania in 1956. In 1985, he formed a research and development partnership for Tensiodyne Corp., MATECH's predecessor, funding approximately $750,000 for research on the Fatigue Fuse. In 1988 he became President and CEO of MATECH. Since that time Mr. Bernstein has been responsible for obtaining in excess of $8,000,000 from the US Government for research and development, congressional sponsorship for the technology, US Airforce interest for using the technology in its aging aircraft project, and support from the Federal Highway Administration for Bridge Monitoring Systems. 

Marybeth Miceli, Chief Operating Officer
Ms. Miceli has over 12 years experience in nondestructive evaluation and testing of civil infrastructure. Formerly the Director of Infrastructure Engineering for Sam Schwartz Engineering PLLC in New York City, and Quality Assurance Manager for Lucius Pitkin, Inc., she is a Materials Science Engineer with extensive experience in nondestructive evaluation management and methods. Currently serving on the Board of Directors for the American Society for Nondestructive Testing, Ms. Miceli obtained her M.S. from Virginia Polytechnic and State University and her B.S. from The Johns Hopkins University. She has published and presented numerous papers on NDE/NDT of civil infrastructure.

William Berks, Project Manager - Vice President and Board Member 
Bill retired from TRW, Inc. in November 1992, after 26 years of service. His last assignment was as a project manager in the Advanced Systems Division of TRW’s Space and Technology Group. He has over 30 years experience in spacecraft mechanical systems engineering, including work on large geostationary satellites, small three axis spacecraft and their subsystems, and commercial satellite operations. He has done manpower planning for spacecraft programs and flight hardware fabrication and testing. He has managed independent research and development projects (antennas, materials, solar arrays) and holds six patents. He also serves as an arbitrator for the National Association of Securities Dealers (NASD). 

Brent M, Phares, Ph.D., Chief Engineer 
Brent received his Ph.D. at Iowa State University in Civil Engineering – Structures in Aug., 1998. He is Associate Director for Bridges and Structures at Iowa State University, Center for Transportation Research and Education where he is responsible for the daily and long-term administrative, research, and education activities related to bridges and structures. He is also Bridge Engineer for the Iowa Department of Transportation, Office of Bridges and Structures, where his duties include training bridge engineering staff, conducting bridge related research, developing research funding sources, and other special projects. In these positions his responsibilities also include the development and execution of field and laboratory NDE system capability studies to determine the performance of various NDE technologies. He has been awarded grants from, among others, the National Science Foundation, the Iowa Highway Research Board, and the Federal Highway Administration. He is the author of numerous technical publications and reports. 

Monty Moshier, Chief Scientist
Mr. Moshier obtained his Ph.D. in Mechanical Engineering from Purdue University and his M.S. in Mechanical Engineering from Virginia Polytechnic Institute & State University. He Managed the High Cycle Fatigue Lab at the Air Force Research Laboratory of Materials & Manufacturing Directorate at Wright-Patterson AFB, Ohio. As owner of Southern Utah Engineering Experts, LLC he is responsible for the Research, Development, and Application of MATECH’s Electrochemical Fatigue Sensor.

Samuel I. Schwartz P.E., President of Sam Schwartz Co., Consulting Engineers 
Sam received his B.S. in Physics from Brooklyn College in 1969 and his Masters in Civil Engineering from the University of Pennsylvania in 1970. From 1986 to 1990, he was Chief Engineer/First Deputy Commissioner, New York City Department of Transportation and from 1990 to the present has been a director of The Infrastructure Institute, Cooper Union College, New York City. 

Campbell Laird Ph.D., Chief Researcher
Campbell received his BS in 1959, his MA in 1963, and his Ph.D. in 1963 from the University of Cambridge. He has been a Senior Lecturer, Cambridge College of Arts and Technology; a tutor, University of Cambridge; a Senior Research Scientist, Ford Motor Company; a Battelle Visiting Professor (Electron Microscopy), Ohio State University; a Professor, University of Pennsylvania, where he was Chairman, Department of Metallurgy & Materials Science; Gast-Professor of Physics, University of Vienna; and Visiting Professor of BioMetallurgy, University of Sorbonne, Paris. He is presently Professor and Graduate Group Chairman, Department of Materials Science & Engineering, University of Pennsylvania. His research has focused on the strength, structure and fatigue of materials, in which areas he has published in excess of 250 papers.

Andrew Witney Ph.D., Consultant. 
Dr. Whitney earned his Ph.D. in Materials Science and Engineering from the University of Pennsylvania where he has been working on the development of the EFS System since 1999.  He wrote his dissertation on, "Electrochemical Fatigue Sensor Study of Fatigue in Copper and Ti-6Al-4V under Variable-Amplitude Loading." Dr. Whitney is a materials fatigue expert which expertise in sensors and data acquisition.  Dr. Whitney has undergraduate degrees in Materials Science and Engineering as well as Slavic Languages and Literature from Northwestern University.  He also served three years in the U.S. Peace Corps, teaching English at a technical university in Vladivostok, Russia.  Dr. Whitney is heading up the development of several other technologies for MATECH.
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Financial Highlights For  MTTG

The University of Pennsylvania
The Matech has entered into a license agreement with the University of Pennsylvania (the “University”) for the development and marketing of EFS. 

North Carolina Agricultural and Technical State University (“NCAT”)
The Matech acquired a sublicense in its purchase of Monitoring Inc.  The license allows the Company to utilize technology covered through two patents licensed to NCAT.  Under the license, the Company is required to support collaborative research under the direction of the actual inventor of the patented processes and to deliver to NCAT within three months of the effective date of the license a report indicating the Company’s plans for commercializing the subject technology.

Iowa State University Research Foundation (“ISURF”)
In the 2007 acquisition of NDATI, Matech acquired a license to develop and market the patented process known as “Nondestructive Evaluation and Stimulate Industrial Innovation.”  Under the terms of the non-exclusive license with ISURF, the Company is required to develop products for sale in the commercial market and to provide ISURF with a development plan and bi-annual development report until the first commercial product sale. 

To Contact Matech

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