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rabbitcoolcars · 7 months

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1932 Graham Blue Streak

By the standard of 1932, the Graham Blue Streak was genuinely shocking. As soon as the wraps came off, it commanded the automotive world’s attention just like the Cord L-29 and the Ruxton had a few years earlier. But even in the heady atmosphere of 1929, the L-29 was exotica, the Graham was a mainstream family car. Since so many of its best bits were quickly copied, some of its impact is lost today, but it was the kind of aesthetic design that shifted the industry big time.

The Blue Streak is known for one thing above all —the introduction of fully enclosed (or “Valanced”) fenders—but there was much more to it than that. The whole design subtly evolved the shape of the automotive form, and while the fenders were a first on a mainstream production car, some of the other changes were due to innovation you couldn’t see, like the car’s new, and very different, frame design. It was also as good to drive as it was to look at.

The Indiana-born Graham Brothers, Joseph (born 1882), Robert (1885), and Ray (1887), were still relative newcomers to passenger cars when the Blue Streak was unveiled in December of 1931, but they were anything but novices. After getting their start in the glassmaking business (which later provided lots of residual income), they began producing truck conversion kits for Model T Fords in 1919, then started building their own trucks, then building trucks for Dodge, and ultimately selling their firm to (pre-Chrysler Corporation) Dodge.

They got big payouts, but departed Dodge in April of 1926, with a stipulation that they couldn’t make any trucks under their own name for five years. Without the Grahams, the financial firm that by then owned Dodge, Dillon-Read, floundered, which is why the company ultimately got bought by Chrysler, but the Grahams had moved on.

The following summer, they bought the Paige-Detroit concern of Dearborn, Michigan (maker of Paige and Jewett cars) in 1927 and morphed its products into their first car line (styled by LeBaron), announcing a new line of Grahams (and some warmed-over Paiges) for the 1928 model year. They were instantly successful, with 73,000 cars sold the first year and 77,000 in 1929, but then the depression came and sales crashed, to just over 20,000 in 1931. The Blue Streak was purposefully created to turn the tide.

While the Grahams were truck guys, they knew that style sold cars, particularly after the success of Harley Earl’s 1927 LaSalle and the high-profile changes it created at GM. Even a firm doing as well as Graham among smaller independent makes did not have the resources to hire an “Art & Colour” section the way GM (and soon, Chrysler) did, so instead they went in two directions. First, they had their engineers run wild with new ideas, and second, they turned to body supplier Murray and their ace designer Amos Northup, for style.

Northup began his career as a furniture and drapery designer in his native Ohio but later went to work for Pierce-Arrow in Buffalo, New York, first designing trucks, then car interiors, then exteriors and advertising design for the company. He parlayed that experience into designing the Wills St. Claire car but soon grew frustrated by C.H. Wills’ conservative style choices. He went to Murray in 1926 or early 1927, but he was frustrated there too.

In the 1920s, designers got no respect. It was engineers who commanded how cars were made. This was probably doubly true for Northup, who was short, unassuming, and nothing like the flamboyant Ray Dietrich (Murray’s lead designer when Northup joined) or Harley Earl.

He was underpaid too, and quit in 1928, and in his time away from Murray he designed the 1930 Hudson, the Willys “Plaidside” Roadster, and the company’s compact 1930 Whippet line. Murray hired him back, with a big raise, in 1929. His next major project was the 1931 REO Royale, a curvaceous design that today looks more like a car of 1932-33 thanks to Northup’s round shapes and streamlining. The Blue Streak was a natural next step.

The Blue Streak would not be radical in the same sense as the L-29. Its mechanical pieces were conventional and it used the typical two- and three-box shapes of the day, but all the details telegraphed the future.

Northup’s “Unified Design” idea was that the entire car should look harmonious as if it were one solid piece. The enclosed fenders were only part of that. Many of the trim pieces, and particularly the low-set headlights, were painted rather than chromed, and the body sat very low, with the curious absence of any real trace of the frame. The undercarriage was entirely hidden even at the rear. The windshield, grille, and hood vents were all angled identically. Optional disc wheels made them look even sleeker.

The lowness, of course, was down to the engineers. Northup’s visuals get the glory, but that frame was what enabled them. Chief engineer Louis Thorns devised new side rails with no forward kick-up, as was normal then, and a “banjo” arrangement through which the rear axle passed, rather than having the frame curve above the axle as was normal. The springs were mounted outboard, rather than under the frame, which necessitated a slightly wider-than-normal track.

This made the Blue Streak a very good handler for its time, but it was also a double-edged sword. The much more rigid frame and huge decrease in body roll relative to other cars, aided by gigantic rubber bushings in the rear, meant much higher cornering limits than drivers were used to. This led to a reputation for snap oversteer among Graham salespeople, but the car was quick, with a 90-horsepower, 245.4-cid (4.0L) alloy-head straight eight and a fully-synchronized three-speed gearbox.

In the depths of the depression, many makes were trying to sell cars on durability and value, and while Graham had those attributes, the styling was the star of the show. Still, sales slid to just under 13,000 cars.

It did, however, send competitors scrambling. Virtually all of Graham’s competitors retooled at least their fenders for 1933 to match, forever hiding away the road dirt that would coat the inner areas of the fenders and taking the first step towards fully enclosed bodies, a streamlining process that would complete itself only after WW2. While everyone else tried to catch up, the ‘Streak got few changes for 1933. In 1934, they bolted on Superchargers.

#1932 Graham Blue Streak

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historicalfirearms · 8 years

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Swiss Model 1906/29 Luger

On November 30th, 1929 the Swiss Army adopted the last of a line of Lugers. The Swiss had been the first nation to adopt the Luger, chambered in 7.65mm Parabellum, in 1900. These new self-loading pistols initially cost approximately 400 Swiss Francs. While this high unit price slowly decreased, reaching 225 Francs by the early 1920s, the Swiss still felt the cost was excessive. In 1924 the Swiss made their first attempts to produce a cheaper Luger, replacing the wooden grips with plastic and simplifying some of the machining.

The changes to create the Ordonnanzpistole 06/24 only shaved 10 Francs off the cost of each pistol. A committee was set up to see how the design could be made more cost effective. The revision committee made a series of suggestions including further simplification of machining processes, the deletion of knurling on the toggle, a simplified straight grip shape, cheaper plastic grips and a longer grip safety. Waffenfabrik Bern managed to reduce the pistols’ cost to approximately 170 Francs.

DWM-made Swiss Modell 1900 Luger (source)

The Swiss military tested twenty-one of the modified Lugers against several other cheaper pistols in the summer of 1929. They found the modified Luger had the best accuracy, and in November the Swiss adopted the pistol for military service. At the same time production of the refined Modell 1882/29 revolver also began, with each revolver costing 120 Francs, these were issued to NCOs, bicycle infantry and support troops. Waffenfabrik Bern produced a total of 27,931 Ordonnanzpistole 1906/29s between 1933 and 1947.

Sources:

Images: 1 2 3

Handguns of the World, E.C. Ezell (1981)

If you enjoy the content please consider supporting Historical Firearms through Patreon!

#History #Military History #Firearms History #Luger #Swiss Model 1906/29 Luger #Luger M1906/29 #Ordonnanzpistole 1906/29 #Waffenfabrik Bern #Modell 1882/29 #Luger Modell 1900 #Luger Modell 1906 #pistol #gunblr #firearms #guns #firearms design #firearms development #Swiss Army #sidearms

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lioninsunheart · 3 years

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( Curator: “A pencil drawing of a broken old man, head in hands looking utterly exhausted, has been identified as a work by Vincent van Gogh. It was drawn in late 1882 when Van Gogh was 29 and two years into his career as an artist. He was drawing as many studies of people as he could, often recruiting models from the Dutch Reformed Old Men’s and Women’s House, paying them a modest fee of perhaps 10 cents and some coffee.He called these models his “orphan men” and “orphan women”. A favourite was the man in the newly discovered drawing, Adrianus Jacobus Zuyderland, the only one of these models whose name is known.

The drawing is similar to a highly regarded one in the museum’s collection called Worn Out. This is an earlier take on the same subject and has been titled ‘Study for Worn Out’. )

‘WHEN A BLIND MAN CRIES’

BY DEEP PURPLE

If you're leaving close the door.

I'm not expecting people anymore.

Hear me grieving, I'm lying on the floor.

Whether I'm drunk or dead I really ain't too sure.

I'm a blind man, I'm a blind man and my world is pale.

When a blind man cries, Lord, you know there ain't no sadder tale.

Had a friend once in a room,

Had a good time but it ended much too soon.

In a cold month in that room

We found a reason for the things we had to do.

I'm a blind man, I'm a blind man, now my room is cold.

When a blind man cries, Lord, you know he feels it from his soul.

Songwriter: DEEP PURPLE-Ian Gillan.

youtube

“Worn Out’ by Vincent Van Gogh

#van gogh #vincent van gogh #deep purple #ian gillan

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annemarieyeretzian · 4 years

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Vincent van Gogh

Vincent Willem van Gogh, a Dutch Post-Impressionist painter, is among the most famous and influential figures in Western art. In only a little over a decade, he created about 2,100 artworks, including around 860 paintings – most of which date from the last two years of his life.

As a child, Vincent was serious, thoughtful, emotional, and he struggled with his identity and direction. He spent his free time wandering nature or drawing. In 1864 he was placed in a boarding school where he felt abandoned. He later wrote that his youth was "austere and sterile."

Vincent immersed himself in religion. He wanted to become a pastor, so his family sent him to live with an uncle who was a respected theologian. Vincent volunteered to move to an impoverished coal mine where he preached and ministered to the sick.

The church committees were not pleased, particularly when Vincent gave his comfortable lodgings to a homeless person and moved to a small hut where he slept on straw. The church authorities stated he was "undermining the dignity of priesthood" and refused to renew his contract.

In 1880, Vincent decided to become an artist in order to bring beauty, comfort, and consolation to people that way. He attended the Academie Royale des Beaux-Arts in Paris where his younger brother Theo supported him financially and the two kept up correspondence by letter.

Vincent rented a room where he lived in poverty and ate poorly, spending the money Theo sent on painting materials and models. He studied color theory and broadened his palette to include carmine, cobalt blue, and emerald green.

In 1882, Vincent painted for the first time in oils which he bought with money borrowed from Theo. In 1885, Theo asked Vincent if he had paintings ready to exhibit, and he responded with The Potato Eaters, a masterwork which references Rembrandt with its use of light and shadow.

While studying in Paris, Vincent met Paul Gaugin, Claude Monet, and Camille Pissarro, and began to both lighten his color palette and paint in the short brushstrokes of the Impressionists’ style. (Pictured: Orchard in Blossom.)

In 1888, Vincent sought refuge in Southern France. His time in Arles became one of his more prolific periods: he completed 200 paintings and 100 drawings. Enchanted by the local countryside and its light, his works from this period are rich in mauve, ultramarine, and yellow. (Pictured: Café Terrace at Night.)

Vincent hoped his friends would join him in Arles and help him found a school of art. Paul Gaugin agreed to visit, work with, and then live with him. Vincent admired Gaugin, but Gaugin was arrogant and domineering and the two fought often. (Pictured: The Bedroom, van Gogh’s room in The Yellow House.)

One night, after a violent altercation, Vincent returned to his room in The Yellow House – which Gaugin had already vacated – heard voices, and cut off part of his ear. He was found unconscious and taken to a hospital; his brother Theo rushed to be by his side.

When Vincent woke, he had no recollection of the event. Vincent recovered and returned to the house, but was forced out two months later by the police after the townspeople petitioned to have the “redheaded madman” removed.

Vincent returned to the hospital, then left Arles and voluntarily admitted himself to an asylum (Saint-Paul-de-Mausole) in 1889. While at Saint-Paul-de-Mausole, Vincent painted 150 canvases over the course of a year. (Pictured: The Courtyard of the Hospital at Arles.)

Vincent Van Gogh painted Starry Night in 1889 from his room at the asylum. He wrote to his sister Willemien “This morning I saw the countryside from my window a long time before sunrise, with nothing but the morning star, which looked very big.” According to a later letter to his brother Theo, he considered Starry Night to be a failure.

One of his best-known works, Almond Blossoms, was painted in response to the news that Theo had become a father (and Vincent an uncle). From one of his letters: "I started right away to make a picture for him… branches of white almond blossom against a blue sky.”

After almost a year of stability and creativity, Vincent suffered a severe relapse. Bored, homesick, lonely, and extremely depressed, Vincent shot himself in the chest on July 27, 1890.

Theo rushed to his brother’s side the following morning and found him in good spirits; but within hours Vincent began to fail, suffering from an untreated infection resulting from the wound. Vincent van Gogh died a day later on July 29, 1890.

Vincent’s last words – as recorded by his brother Theo – were "La tristesse durera toujours." or "The sadness will last forever." Vincent was considered a failure and a madman in his lifetime, and his suicide at age 37 came after years of depression, poverty, and mental illness.

#Vincent van Gogh #Vincent #van Gogh #Dutch Post-Impressionist #Dutch #Post-Impressionist #Post-Impressionism #Post-Impressionist painter #Post-Impressionist artist #painter #artist #mental illness

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david-sankey · 4 years

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Burdett-Coutts sundial and lesbianism and transgender history

https://photos.app.goo.gl/U9etP6rDSdJ1EKBn8

https://photos.app.goo.gl/f47wPs52KbHvHK7Z7

https://historicengland.org.uk/listing/the-list/list-entry/1113250 (History + Details, below)

History

The public gardens around the St Pancras Old Church were opened in 1877,after the churchyard was closed for burials in 1850.The gardens are made up of part of the old churchyard for the church of St Pancras,enlarged in 1800,and a separate burial ground for St Giles-in-the-Fields,added 1803.It was a preferred burial place for Catholics,with an area devoted to French émigrés.The burial ground and churchyard were partially destroyed by the development of the Midland Railway;the company formed a cutting in 1865 for the construction of the railway lines from St Pancras Station.The clearances of tombs and bodies was highly controversial and caused considerable protest;the graves were dug up at night,behind screens,a process overseen by Thomas Hardy,then an apprentice architect,and many years later recorded in a poem,‘The Levelled Churchyard’(1882).The grandest tombs survived,including the tomb to Sir John Soane(d 1837)and his wife(d 1815),but others were moved.The ground was levelled and the headstones were placed in mounds or around the walls.In 1875 the remaining land was acquired by the St Pancras Vestry for use as public space,and the gardens were opened to the public in June 1877;Baroness Burdett-Coutts laid the foundation stone of the monument she had presented,to commemorate the graves disturbed in the construction of the railway.The gardens were laid out in their present form in 1890-1 by the Vestry,in conjunction with the Midlands Railway Company. Angela Georgina Burdett, suo jure Baroness Burdett-Coutts(1814-1906)was a prominent philanthropist who is estimated to have given away between £3 and £4 million.As described by her biographer Edna Healey,in the Oxford Dictionary of National Biography,Burdett-Coutts set a new standard in philanthropy:prompt and practical,her charity was given with style and without condescension.In her time she was an honoured institution and most of her enterprises bore lasting fruit.Even her visionary schemes that did not survive–Columbia market and Columbia Square–served as models for the shopping precincts and housing estates of a later era.In the breadth and sincerity of her sympathies and in the variety of her social and intellectual interests she has had no rival among philanthropists before or since.Her example not only provided an immense stimulus to charitable work among the rich and fashionable but also suggested solutions to many social problems.She was the first woman to be given a peerage,in 1871,and was thus described by Edward VII:‘after my mother the most remarkable woman in the country’.Burdett-Coutts lived with her companion and partner Hannah Brown for 52 years,after whose death,she married her protégé,William Lehman Ashmead Bartlett;it was called the ‘mad marriage’ by Queen Victoria,for Burdett-Coutts was 66,and Bartlett 29. Burdett-Coutts commissioned this memorial to commemorate a diverse group of people whose graves had been destroyed by the development of the railway.Among the names included on the memorial is that of the Chevalier d’Eon,who was a celebrated French spy and diplomat in the eighteenth century.The Chevalier lived the first part of their life as a man and the latter as a woman.Their gender was widely speculated about,and they were written about in many satires and pamphlets.D’Eon used female pronouns in later life,and signed their name as Mademoiselle d’Eon. Numerous other significant historic figures are noted on the memorial, including Sir Edward Walpole, Sir John Soane, and sculptor Thomas Flaxman, whose tomb (q.v.) stands nearby. The burial of Sidly Effendi, the Turkish Ambassador, presumably a Muslim, is quite unusual. In line with Burdett-Coutts’s humanitarian principles, a special dedication is made to the ‘memory of those whose graves are now unseen, or the record of whose names may have become obliterated’.

Details

Memorial sundial,1877-1879.Designed by George Highton of Brixton for Baroness Burdett-Coutts, and manufactured by H Daniel and Co,cemetery masons of Highgate;relief carvings by Signor Facigna.MATERIALS:constructed from Portland stone,with marble and granite dressings and mosaic detail,a red Mansfield stone base and wrought ironwork.DESCRIPTION:the memorial is a tall square shaft in decorated Gothic style,standing on a square plinth and a three-tiered octagonal base.The shaft has angle colonnettes in pink and grey granite,which rise on each side to a trefoil head to a recessed panel with inscriptions in applied lettering.Four tall,richly-moulded gables surround a crocketed spire with corner pinnacles.The SW side faces the entrance to the gardens.The trefoil contains a marble plaque beneath a relief carving of St Pancras with a palm and book,above a marble panel with a two-part inscription:the first is the beatitudes from St Matthew V,3-9 (verses 4 and 5 in reversed order),and the second is a religious poem,the author of which is unknown.In the gable above is an iron sundial,with the words ‘TEMPUS EDAX RERUM’ –time devours all things.The SE and NW sides have relief carvings of Morning,represented by a woman with a cockerel upon her head,and Night,represented by a robed figure with a star and crescent moon. The panels contain lists of names of eminent people once buried in the churchyards.On the NE is St Giles,whose panel has a dedication to those people whose graves were disturbed but whose names were not recorded.The names are listed thus:SE side:‘CHARLES LOUIS VICOR DE BROGLIE 1765/CHEVALIER D’EON,1810/FRENCH MINISTER PLENIPOTINTIARY/JOSEPH FRANCIS XAVIER DE HASLANG,1783/COUNT D’HERVILLY,1795 MARSHAL OF FRANCE/PASCHALIS DE PAOLI,1807 OF CORSICA/COMTE DE PONTCARRE,1810 /MICHAEL JOANNED BAPTISTA,BARON DE WENZEL,1790/OCCULIST TO THE COURT OF HUNGARY/LORD CHARLES DILLON,1741:LADY DILLON, 1751/ARCHIBISHOP DILLON,1806/GENERAL SIR RUFANCE DONKIN,KCB,GCH 1841/MISS FRANCES DOUGHTY,1763/DAUGHTER OF SIR HENRY TICHNORNE/GUY HENRY MARIE DU VAL, MARQUIS BE BONNEEVAL, 1863 /REV.JOSEPH DUNCAN,1797/SIDLY EFFENDI,1811/ TURKISH AMBASSADOR TO THIS COUNTRY/JOHN FLAXMAN,1826 SCULPTOR/SIR JOHN FLEETWOOD,1741/PHILLIPPO NEPUMUCENO FONTANAE,1793/AMBASSADOR FROM THE COURT OF SARDINIA/TO THAT OF SPAIN/FRANCIS PIETRI FOZANO,1838/CLAUDE JOSEPH GABRIEL,CISCOUNT LE VAULX,1809 / MARSHAL OF FRANCE/BONAVENTURA GIFFARD,1734 AND ANDREA GIFFARD,1714 /JOHN ERNEST GRABE D.D.1711/ANTOINE FRANCOISE,COMTE BE GRAMONT,1795/SIR JOHN GURNEY,1845/FORMERLY THE CHIEF BARON OF THE EXCHEQUER/SAMUEL HARRISON,MUSICIAN 1812/THE HON ESME HOWARD OF NORFOLK,1728/YOUNGEST SON OF HENRY,EARL OF ARUNDEL AND SURREY/AND HIS WIFE MARGARET,1716 /COUNT LA MARCHE,1806 BISHOP OF LEON’(33)NW side:‘HIS EXCELLENCY PHILLIP ST MARTIN/COUNT DE FRONT,1812./MORRIS LEIVESLEY,1849,/54 YEARS SECRETARY OF THE FOUNDLING HOSPITAL./ JAMES LEONI,1746, ARCHITECT./COUNT FERDINAND LUCHESSE,1806, ENVOY FROM NAPLES/ANDRES MARSHALL,1813,PHYSICIAN./MAURICE MARGAROT,1815,AND HIS WIFE ELIZABETH,1841 / THOMAS MAZZINGHI,1775,VIOLINIST./FATHER OF JOSPEH MAZZINGHI,THE COMPOSER./THE HON:ISAAC OGDEN,1819./REVD FATHER O’LEARY,1802./DON JOSEPH ALONZO ORTIZ,1813,/CONSUL GENERAL OF SPAIN./STEPHEN PAXTON,1787,MUSICIAN./ PETER PASQUALINO,1766,MUSICIAN./MADELINE ANTOINETTER PULCHERIE,MARQUISE DE TOURVILLE,1837./SENORA DONA MARIA MANUELA RAPAOL,1839,/NATIVE OF CORDOVA./SIMON FRANCIS RAVENET,1764,ENGRAVER./LADY SLINGSBY,1693,AN ACTRESS./SIR JOHN SOANE,R.A.F.R.S. 1837,/ARCHITECT OF THE BANK OF ENGLAND/JEREMIAH LE SOUEF,1837,/FOR 20 YEARS VICE CONSUL OF THE UNITED STATES./SIR CHARLES HENRY TALBOT,1798,/HIS WIFE AND OTHER MEMBERS OF THE TALBOT FAMILY./SIR HENRY TEMPEST,1753./MANOEL VIERA,1783 PORTUGUESE MERCHANT./JOHN WALKER,1807/AUTHOR OF THE PRONOUNCING DICTIONARY./EDWARD WALPOLE,1740./SIR JOHN WEBB,1797,/AND HIS WIFE BARBARA,1740.’(29)NE side,beneath the dedication:‘RT:HON’ MARY DOWAGER LADY ABERGAVENNY,1699./FRANCIS CLAUD AMOS 1800./THE HON:COUNT ARUNDELL,1752 AND HIS WIFE ANN,1778./LOUIS CLAUD BIGOT,1803/MINISTER PLENIPOTENTIARY FOR THE KING OF FRANE IN SWEDEN./LADY BOWYER 1802,RELICT OF SIR WILLIAM BOWYER,BART/WILLIAM BRETT,1828,ARTIST./HENRY BURDETT,1736, GOLDSMITH./MARY BURKE,1846./WIFE OF JOHN BURKE,AUTHOR OF “THE PEERAGE”./THE HON:ELIZABETH BUTLER,1823,/DAUGHTER OF LORD LANGDALE./RT:HON:ELIZABETH,COUNTESS OF CASTLEHAVEN,1743,DAUGHTER OF LORD ARUNDELL./TIBERIUS CAVALLOW,1809, SCIENTIST./THE HON AMEY CONSTABLE,1783,/DAUGHTER OF LORD CLIFFORD OF CHUDLEY./CATHERINE CONSTABLE,1783/WILLIAM CUMMINGS,1833,GENERAL OF H.M.FORCES./JOHN DANBY,1798,MUSICIAN./ALEXANDER CAESAR D’ANTERROCHES,1793,/BISHOP OF CONDORN./JOSEPH CAYETANO DE BERNALES,1825,SPANISH MERCHANT,/ AND HIS WIFE ELIZABETH,1823.’(24)The square plinth has four corner posts linked by foliate ironwork.The Mansfield stone octagonal base has three tiers of troughs,with the outer face of each containing intricate mosaic and relief moulded panels depicting flowers,foliate symbols and the seasons.The troughs are filled with plants.C20 cast-iron railings enclose the monument,and in line with the corners are four stone statues:two of seated dogs,said to have been modelled on Burdett-Coutts’s collie,and two lions.Johann Christian Bach’s plain pauper’s plaque stands on the NW edge of the railings.

Amongst people commemorated is the Chevalier d'Eon (1728 – 1810) , an 18th century French spy, diplomat and freemason whose gender transition was recognised in French and English law.

For 33 years, from 1777, d'Éon dressed as a woman, claiming to have been female at birth. Doctors who examined d'Éon's body after d'Éon's death discovered that d'Éon would have actually been designated male at birth.

Source: Burrows, Simon (October 2006). Blackmail, scandal and revolution London's French libellistes, 1758–92. Manchester, UK: Manchester University Press. 9780719065262.

#Lesbian History #Transgender History #spy #spying #espionage #Burdett-Coutts #Coutts

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smartpeople-capstage · 2 years

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Notes to SMART PEOPLE by Lydia R. Diamond

Notes to Smart People, by Lydia R. Diamond

7-8) Valerie’s lines, from Julius Caesar, II, 1, ll 257 onward: Portia worries about her husband’s health. What she doesn’t know is that Brutus’ worries have to do with the planned conspiracy to kill Caesar.

9) “Orientalism”, the theory popularized in the Academy in late 50’s, and debunked, famously by Edward Said in Orientalism (1978) in which he discusses the West’s presumption of superiority to application of clichéd analytical models for perceiving the “Oriental World”.

10) BRIAN:“These numbers represent real people……” v. ‘scholars’ who argue decimal points

11) “The stereotype-content model predicts….” See Wiki…SCM

15) 1st BlackBerry phones released in 2002—offering cellular phone service, wireless email and internet access. Took business world by storm.

16) ‘cognitive neuroscience’ “is the scientific field that is concerned with the study of the biological processes and aspects that underlie cognition, with a specific focus on the neural connections in the brain which are involved in mental processes.” (See WIKI on ‘cognitive neuroscience for more info.)

Also see Brian’s work with Valerie, Scene 5.

‘neuropsych’—is a branch of psychology. It is concerned with how a person’s cognition and behavior are related to the brain and the rest of the nervous system. Professionals in this branch of psychology often focus on how injuries or illnesses of the brain affect cognitive and behavioral functions.” (See WIKI on “neuropsychology” for more info.)

19) I-Phone released in 2007.

22) As far as I can figure out, Jackson’s fooling with Valerie. Both titles are of/or close to African-American songs. Couldn’t find any ‘play’ entitled either.

29) Brian’s description of what his “study” is all about seems as clear a description of what he does as a neuroscientist as any.

33) “The Harvest,” opened 1975. Upscale restaurant on Harvard Square,

44 Brattle St. to be exact.

36) XR versions of Saxagliptin—drug for diabetes patients.

50) “stucky”- snobbish, arrogant.

52) Mass General – major teaching hospital in Boston

54) Enemy of the People (1882)—first response is that Dr.Stockmann and Dr. Brian White share similar qualities—including being stubborn. (See interesting discussion of this in morgue, review of Smart People, by Tony Adler)

55) Clark’s Study—the 6 dolls (3 White, 3 Black) visual reference to the Clarks’ study of prejudice in kids using dolls. See Brown v. Board & “The Doll Test” in the morgue, if interested. (Brian and Jackson discuss them further in Act II, sc. 1)

57) Rosen and Gardner “predict”—they might but I can’t find reference to them?

62) Mengele—the “angel of death”. Nazi who sent 10’s of thousands of Jews to their deaths in camps, and performed grisly surgeries on many others—famously on twins.

77) A Genius Grant. The MacArthur Fellowship given annually to talented individuals in many fields so they can be independently wealthy for a few years to pursue their art/science/whatever. It’s mega-prestigious.

86) 6 Degrees of Kevin Bacon. More fun than I thought. See Wiki—6 Degrees of KB.

88) “hobbyist”—huge insult to a serious scholar.

97) PDD-NOS -- Pervasive development disorder—not easily specified.

100) Rue McClanahan & Bea Arthur—actors famous for spin-off of “All in the Family” –about a racist/bigot, idiot, “Maude”, etc.

#smartpeople #lydiardiamond #play #playwright #dramaturgy #theatre #capstage

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swedenandbeyond · 6 years

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June 27- June 29 AM

We left our hotel mid-morning because we had to wait for an electronic store to open at 10 a.m. to buy a few more days extension on our cell phone plan which expires on June 29th. If there's one thing negative to say about Scandinavia, it's the business hours and attractions hours. Hardly anything opens before 10 a.m. and most everything closes at 4 p.m. That's a good deal if you're working, but not so good if you are sightseeing breakfast is over normally over by 8:30. Breakfast last longer in most hotels but we usually are finished eating by 8:30 so we have an hour and a half or more to wait to visit anything. The upside is the grocery store stay open longer hours in Scandinavia and any other country been in except Spain. Not a lot of need for us to go to grocery stores but we do like our snacks with cocktails and a good piece of chocolate in the evening. Anyway, we had a long and boring drive through some pretty country, but it's like driving across Montana, Idaho, Kansas etc. The speed limits go up and down through all the little towns and my GPS monitors the speed limits that show up on my dashboard. However, sometimes the GPS doesn't register the increase in speed as you leave a little towns. I'm not sure if it's recording all the times I'm above the legal speed limit or not. Our Swedish friend says that big brother is not that big in Sweden and I can tell you most people do not obey the speed limits unless there's a camera in the vicinity. I'm pretty sure I've mentioned that before, but I was stuck on 70 as my legal speed limit but the real speed limit was 100 kilometers per hour. People don't like to be behind a slow car anywhere in the world. We found a nice hotel in downtown Ostersund. The building was built in 1882, as we have been told, as a theater with a very fine balcony area. In 1992 Best Western turned it into a hotel. The building looks like it did in the 1800's with some updates. There are a lot of Oriental rugs in the lobby of the theater and the boths are covered in velvet with a lot of overstuffed chairs typical of the times. Architecturally it is very nice and Elizabeth is very happy in these surroundings. The staff, as usual, is very helpful and barring any bad weather we will be visiting an outdoor museum depicting life from the late 1700’s through 1956. Then we'll visit a small island in the big lake to see the northernmost runestone in the Sweden. Sometimes you just get lucky. We walked over to the island to see the rune stone and back to the museum this morning. We got a good long walk in about two and a half miles from hotel to rune stone and to the museum. it was supposed to rain today and it started raining at 11:30. I hate it when the weather man is right. We had a wonderful time touring the outdoor museum it's all beautiful sights. We entered the outdoor museum and started wandering around. We ended up at a bus stop near a 1956 Shell service station mock-up. I’ve got to say service station was pretty accurate as far as I was concerned. I went inside the station and they had the old quart oil can spouts that you shoved into the can to put the oil in your car. The garage had authentic antique 56 Volvo and a old motorized bicycle. As I was leaving, a lady drove up in an old Volvo with a shell service station attendant uniform. We got on the bus to take a tour of the museum. While we were waiting, the bus driver gave us tutorial on the bus. He was in costume and by law had to wear certain emblems on his hat and buttons on his jacket. His entire uniform was spelled out in the regulations for bus drivers. The only thing he could change was the color of his tie. The chassis was a 1924 Model T but the body was built in Sweden in 1925. The motor has been converted to a late model Volvo and had an automatic transmission. Everything else was original, even to the manual wiper blade and The flipper turn signals that popped up on the outside of the bus. This bus was used to transport people between towns and it was restricted to 20 km per hour. But it only took 5 hours to traverse the distance between two towns that took two days in a horse and wagon. The museum found the bus being used as a weekend cabin outside Ostersund and there had been a stove installed in the right side of the front windshield. The door was on the left side because until 1967 Sweden drove on the left side of the road. They completely changed over one weekend and according to the bus driver everything went very well. We got off at the first stop to go visit in 1942 logging camp that might have a military officer walking around in the area. I found the logging camp and it was the real deal. There was a bunk along the back wall that had places for 16 people to sleep, I repeat, a bunk it was just a long platform for people to sleep. The two guys in the building we're cooking on the stove in the middle of the building. They were making fry bread in canola oil. They completely acted it out a scenario that they were in 1942 during the war. They could not have bacon because it wasn't available at that time. They were there harvesting timber to provide heat and fuel for the surrounding area because no cold or oil could be shipped into Sweden. A Swedish military officer came in to talk with us. Again he played the role of a 1942 military officer. He asked where we came from and we said Oklahoma. He said my how did you get here in a really inquisitive fashion. We had a long discussion about the military, the war and what Germany had done in Sweden and Norway. I said we will be leaving on July 6th. He said how we get across the Atlantic in 1942? There are wolf packs of German submarines sinking ships. I said I had a secret weapon he said “oh my, are you a spy”. I said I have a time machine and we will be okay. As you can imagine we had a much longer conversation and we got to taste the fry bread that none of the other visitors got to taste. It was a very enlightening visit and we're very impressed that the role players stuck completely to their role. We left and went to the lineman's Cottage which the soldier and his wife owned before he got drafted. It's too much to go into detail here, but he had an actual wife and family there and they even had wedding pictures on the piano in the living room. I mean the Swedes really do the reality show up right. There was also an indoor exhibit of life in Scandinavia going back 8000 years. I didn't take a lot of pictures in the indoor museum, because we seen a lot of that already. We walked back to the hotel in the rain about a mile and a quarter. It was not too bad because it was not windy and not too cold. We decided to have dinner in the hotel restaurant and ordered the Caesar salad with chicken. The salad came out with two chicken breast slices on the top. We were used to having the chicken sliced. When I took my chicken to slice it, I noticed it wasn't quite done. Let's put it this way, it was so uncooked if I threw it on the floor it was spongy enough to bounce back up to me. The waiter and waitress were aghast when they saw the chicken and took it back to be cooked or bring us new chicken. We kept the salad and picked at it because she said it would take 8 minutes for the chicken to be cooked. We weren't in a hurry, but they brought out a whole new salad with cooked chicken that we chowed down on. It was really good and afterwards we spoke to the waitress Jessica and waiter John. Jessica took us to see the stage in the Opera House. She is a dancer and gets to perform on the stage. Looks like a mini Brady house. She got John to turn on the lights so we can take a picture of the original Chandelier from the 1800s. We talked about where we were from and what we are doing. She asked for the name of our blog because she was going to look it up. We do meet the nicest people and we invited them both to visit us in Tulsa if they ever come to America. The sun came out about 5 and it's very windy so we hope the weather will stay dry with a week and a few days to go on our trip. We tried to change our flight to an earlier time again but we were unsuccessful. Not worth the trouble now.

I'm tired of dictating so I'm going to wrap this up and get it on the blog.

June 29 AM We're headed southwest In the direction of Oslo by way of Lillehammer. We have 3 days to get to Oslo and are not sure how will fill those 3 days. One mountain town we wanted to go to that was an old copper mining center is going to have a high temperature of 45 today. We're going to pass on that and try to find a warmer place to spend the night. We hope you enjoy the pictures and I promise some videos soon.

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Dmg Automotive

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Daimler-Motoren-Gesellschaft (DMG)IndustryAutomotiveFateMerged with Benz & CieSuccessorDaimler Benz (in 1926)Founded1890FounderGottlieb DaimlerHeadquartersCannstatt, Stuttgart, GermanyProductsAutomobiles

logo used by DMG since 1901

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Daimler Motoren Gesellschaft Poster for a Mercedes Double Phaeton (1908)

Daimler-Motoren-Gesellschaft (DMG) (Daimler Motors Corporation) was a German engineering company and later automobile manufacturer, in operation from 1890 until 1926. Founded by Gottlieb Daimler and Wilhelm Maybach, it was based first in Cannstatt (today Bad Cannstatt, a city district of Stuttgart). Daimler died in 1900, and their business moved in 1903 to Stuttgart-Untertürkheim after the original factory was destroyed by fire, and again to Berlin in 1922. Other factories were located in Marienfelde (near Berlin) and Sindelfingen (next to Stuttgart).

The enterprise began to produce petrol engines but after the success of a small number of race cars built on contract by Wilhelm Maybach for Emil Jellinek, it began to produce the Mercedes model of 1902. After this automobile production expanded to become DMG's main product, and it built several models.

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Because of the post World War One German economic crisis, DMG merged in 1926 with Benz & Cie., becoming Daimler-Benz and adopting Mercedes-Benz as its automobile trademark. A further merger occurred in 1998 with Chrysler to become DaimlerChrysler. The name was finally changed to just Daimler AG in 2007 when Chrysler was sold.

2Expansion (1902 to 1920)

4Automobiles

6International licences

7Airships and fixed-wing aircraft

Daimler, Maybach, and DMG at Seelberg[edit]

DMG employees in 1890

By 1882 both Daimler and Maybach had left Nikolaus Otto's Deutz AG Gasmotorenfabrik. In 1890 they founded their own engine business, Daimler Motoren Gesellschaft (DMG). Its purpose was the construction of small, high speed engines they had developed based on the same stationary engine technology.

DMG thus grew out of an extension of the independent businesses of Daimler and Maybach, who would revolutionize the world with their inventions for the automobile of a four-stroke petrol engine, carburetor, and so on. They would manufacture small internal combustion engines suitable for use on land, sea, and in the air (the basis for a symbol Daimler devised of a three pointed star, with each point indicating a different way).

On July 5, 1887, Daimler purchased a property in Seelberg Hill (Cannstatt) previously owned by Zeitler & Missel who had used it as a precious metal foundry. The site covered 2,903 square meters, cost 30,200 Goldmark, and from it they produced engines for their successful Neckar motorboat. They also sold licences for others to make their engine products and Seelberg became a centre of the rapidly growing automobile industry.

Daimler ran into financial problems because sales were not high enough and the licences didn't yield significant profit. An agreement was reached with the financiers Max Von Duttenhofer and William Lorenz, both of whom were also munitions manufacturers, along with the influential banker Kilian von Steiner, who owned an investment bank, to convert the private business to a public corporation in 1890. (This agreement is regarded by some historians as a 'devil's pact',[1] as the inventors never got along with the new status.)

Not really believing in automobile production the financiers expanded the stationary engine business, as they were selling well, and even considered a merger with Otto's Deutz-AG. (During 1882, Gottflieb Daimler had serious personal problems with Nicholas Otto, when Daimler and Maybach worked for Otto.) Daimler and Maybach continued to advocate car manufacturing and as a result even left DMG for a short period. Daimler's friend, Frederick Simms, persuaded the financiers to take Gottflieb Daimler and Wilhelm Maybach back into faltering DMG in early 1896. Their business was re-merged with DMG's. Daimler was appointed General Inspector, Maybach chief Technical Director and Simms a director of DMG.[2]

In 1892, Maybach designed the Phönix, an inline two-cylinder engine fitted with a new carburetor.[3] Following the withdrawal of Gottlieb Daimler and Maybach to their own business to concentrate on cars,[2] the enterprise had been close to a crisis but stabilised itself, selling mobile and stationary engines through a number of retailers around the world, from New York City to Moscow.

The first Daimler car, a singularly inelegant model, appeared in 1892,[4] followed in 1895 by a two-cylinder vis á vis and, in 1897, DMG's first front-engined model, a Phönix-engined four-seat open tourer.[5]

In 1900, Gottlieb Daimler died. Later DMG's successful Mercedes models based upon race cars designed by Wilhelm Maybach to the specifications of Emil Jellinek (who wanted a more modern and safer car, following the death of Willhelm Bauer in a Daimler racer)[6] changed the board's outlook in favour of the automobile. Maybach continued as designer for a while, but quit in 1909 and was replaced by Gottlieb's son, Paul.

Expansion (1902 to 1920)[edit]

DMG's automobile sales took off, particularly with the first Daimler-Mercedes engine designed by Maybach placed into several race cars of 1900 built for Emil Jellinek. That race car was later referred to as the Mercedes 35 hp. Production capacity was extended to Untertürkheim. In 1902, DMG produce the first Mercedes models, led by the 60, the most famous early model, and officially adopted Mercedes as its automobile trademark; capable of 120 km/h (75 mph), the 60 combined touring and racing capacity, and was the top-status car to own (or for other makers, among them Berliet, Rochet-Schneier, Martini, Ariel, Star and FIAT, to copy; in the U.S., Daimler Manufacturing Company {Long Island, New York} may have built one under licence in association with Steinway).[7] In part due to the model 60's success, the number of DMG employees went from 821 (1903) to 2,200 (1904).

1906 to 1913 were further expansion years, with the creation of new capacity reducing the number of external suppliers. Increased mechanization took the annual productivity from 0.7 cars per worker, to 10. In 1911, shares of DMG were listed on the Stuttgart stock exchange.

Berlin-Marienfelde[edit]

On October 2, 1902, DMG opened a new works in the mountainous region to the south of Berlin. Its scope was initially limited to motorboat and marine engines. Later, it expanded into making trucks (1905) and fire trucks (1907). The region became a centre of the automobile industry, and other businesses moved in.

Untertürkheim[edit]

Untertürkheim was an ideal location to site a large factory as it was close to both the Neckar river and the Stuttgart–Ulm railway. The local Mayor Eduard Fiechtner sold the land (185,000 square meters) at a low price and also arranged for a railroad extension with its own station and energy from the Neckar's hydro-electric plant which had been built in 1900.

DMG had planned to open the facility in 1905 but the total destruction of Cannstatt's factory by fire in 1903 hastened the work and the new Art-Nouveau building, with a jagged-roof, was brought forward to start production in December 1903. The work force continued to grow.

On May 17, 1904, Unterturkheim became DMG's headquarters with the rest of the administration staff moving in on 29 May. In 1913, an additional 220,000 square meters were acquired and between 1915 and 1918 it was extended further. By the 1920s, Untertürkheim had almost all the production processes on one site from foundries to final car assembly. In 1925 the DMG design department also moved in.

The Cannstatt Fire (1903)[edit]

On the night of June 10, 1903, the original Seelberg-Cannstatt plant suffered a great fire. All the machinery and 93 finished Mercedes cars, a quarter of the annual production, were destroyed, together with a small museum with historical items like Daimler-Maybach's first ever motorcycle, the Reitwagen.

The displaced workers received haven-salaries and additional bread rations. Neighboring businesses lent workshops, allowing production to continue. DMG created a Relief Fund (one of the first worker insurance schemes) and began building separator blocks in all its plants.

The following year, 1904, the whole operation moved to Untertürkheim. The last unit produced in Seelberg rolled out in the first weeks of 1905.

Sindelfingen[edit]

At the outbreak of the First World War, in 1914, there was a rush to produce war supplies. In the autumn of 1915, DMG opened the Sindelfingen factory for military vehicles, aircraft engines, and even entire aircraft. After the war, limited by the Versailles Treaty, it produced only automobile bodies.

Motorboats[edit]

The production of motorboats by Daimler and Maybach began early, in 1886, with the Neckar (4.5 meters long with a speed of 11 km/h (6 knots)), the first in the world, and tested on the local Neckar river. That boat became DMG's first commercial hit, helped by the poor state of Germany's roads. Once the public corporation was formed, motorboat production became one of the new financiers' main interests and lead in 1902 to the building of the Berlin-Marienfelde factory specifically for their manufacture.

Automobiles[edit]

DMG truck (1898) with Phoenix engine

1912 Mercedes Knight 4.0 50Hp at Technikmuseum Sinsheim

Daimler had sold automobile-engine licences all over the world including to France, Austria, the UK, and the United States through an agreement with the piano-maker Steinway, in New York.

The first DMG automobile sale took place in August 1892 (its registration still survives) to the Sultan of Morocco.

Commercial vehicles had also been made mainly using a Phoenix engine, but up to 1900, when Daimler died, the bodies had not been standardised.

In 1902, the Mercedes car was built, compact and modern, with many improved features, a move which sparked the board's interest in automobile production. Mercedes then became DMG's main car brand name. There were some small exceptions: the Mercedes Simplex of 1902–1909, (the name indicating it being 'easy to drive') and the Mercedes Knight of 1910–1924, featuring Coventry Daimler's development of Charles Yale Knight's sleeve-valve engine. All models were priced by their hp-rating.

The first truck, of 1.5 tons payload, was sold to London's British Motor Syndicate Ltd on October 1, 1896. Its rear-mounted Phoenix engine produced 4 hp (3 kW) at 700 rpm.

In 1897, the production of light commercial vehicles began. At that time they were popularly called business vehicles, and were very successful in the United Kingdom.

At the first Paris Motor Show, in 1898, a 5-ton truck was displayed, with a front-mounted engine.

Phoenix (1894)[edit]

In 1894, while working from temporary premises in the unused Hermann Hotel in Cannstatt, Gottlieb Daimler, his son Paul, and Wilhelm Maybach designed the Phoenix engine. It amazed the automobile world with:

four cylinders placed vertical and parallel (a first for an automobile engine)

camshaft-operated exhaust valves

spray-nozzlecarburetor (patented by Maybach in 1893)

improvements in the belt-drive system.

Production of this engine which was put into cars, trucks, and boats became DMG's main product until the Mercedes car of 1902.

Mercedes (1900)[edit]

In 1902 an automobile that would later be called the Mercedes 35 hp was created by Maybach to the order of the successful Austrian merchant Emil Jellinek who became fascinated by both the Phoenix engine and race cars. The name was derived from an engine Maybach built to the specifications of Jellinek in 1900 that could achieve 35 hp (26 kW). Jellinek had stipulated that the engine be called Daimler-Mercedes and when it was successful, he stipulated a new model in an edition of vehicles that he would market and use personally. Later this was referred to as the Mercedes 35 hp (26 kW) model. It was never marketed by DMG until its success was seen to be substantial.

Jellinek competed as a driver, painting 'Mercedes' (Spanish for godsend), on the automobiles he raced after his 10-year-old daughter. Jellinek's pursuit of higher speed brought him to Stuttgart personally, to Wilhelm Maybach's office where he also met with Paul Daimler, son of Gottlieb. Together they designed a new kind of automobile that would be 'larger, wider, and with a lower center of gravity'. A small number would be produced for Jellinek under contract. This was the first true automobile designed by DMG, as opposed to a coach with an engine fitted into it.

Blending the technical refinements of Maybach's new 4-cylinder engine, with a new chassis the automobile stunned the motorsport world of 1901. Jellinek had promised to purchase a large number of the race cars, (36 units for 550,000 Goldmark), if he could also be the sole concessionaire in Austria-Hungary, France, Belgium, and the USA, using the name Daimler-Mercedes for the engine, and also become a member of the Board of Management.

In June 1902, after DMG realized that they had already conceded their Daimler trademark to Panhard & Levassor for the whole of France, they decided to name all their cars Mercedes after the engine and began to produce the Mercedes series. The great demand for the car soon had DMG operating at full-capacity.

Racing[edit]

In these early years, car races were used as advertising for their makers. Therefore, both DMG and Benz & Cie., their great rival, put the best of their cars on the track. Daimler cars were able to beat Benz until 1908, when a Benz achieved the land speed record, but in the following years, both brands were equal.

First automobile multinational[edit]

DMG expanded with a subsidiary company in Austria

Austro Daimler 's Imperial trademark

International licences[edit]

French licences[edit]

Edouard Sarazin began early negotiations to license Gottlieb Daimler's engines in France. After his death, his wife finally succeeded, helped by Émile Levassor and René Panhard (then a timber-machinery manufacturers) selling their first engine in 1887.

Armand Peugeot, one of their clients, began fitting vehicles with Panhard & Levassor engines, and acquired Daimler's licence from them. Peugeot focused, successfully, on the German market.

Panhard & Levassor designed a complete automobile. Levassor mounted an engine (Daimler's) over the front axle, giving better balance and turning. Marketed in October 1891, it featured rear wheel drive by two side chains, pedal clutch, front radiator, and steering by lever.

Historians consider that the automobile was 'a German invention, while France expanded it commercially', mainly by publicity from car-racing since in January 1886 Karl Benz was granted the first patent for an automobile he designed and built in 1885.

American licences[edit]

In 1888, Gottlieb Daimler established a cooperation with the German-born piano maker William Steinway in Astoria, Queens, later New York City, to build stationary and marine engines for gas and petroleum, and later on, 1892, also to build cars as full copies of the German design. The engines and cars were produced in Steinway's premises of the 'Rikers plant' opposite of Rikers Island which is in use for piano production until nowadays. This business was sold after William Steinway died in 1896.

British licences, The Daimler Motor Company Limited[edit]

A Coventry Daimler: The DS420

Daimler Double-Six 50 alloy V12 150 bhp (110 kW) Corsica drophead coupé body designed by Reid Railton (1931)

In 1890 Hamburg-born Frederick Simms, a consulting engineer and a good personal friend of Gottlieb Daimler returned to the United Kingdom with the Phoenix engine for launches (though expressing thoughts for cars) having obtained from him British (and British Empire) rights to the Daimler patents. In 1893 Simms formed The Daimler Motor Syndicate Limited (DMS).[2]

At the end of 1895 Simms received an offer from a London company promoter called Lawson of, at first, £35,000 to purchase all the Daimler rights. As part of the necessary arrangements, Maybach and Daimler having parted from DMG, Simms arranged to pay the now drifting DMG £17,100 on the condition that DMG took back Gottlieb Daimler. A 'contract of reassociation' was signed on November 1, 1895. The result was the divided Daimler-Maybach and DMG businesses then merged and were rejuvenated. In early 1896, having agreed with Daimler Motor Syndicate it would buy the Daimler rights, Lawson floated The Daimler Motor Company Limited (DMC) in London (with Gottlieb Daimler a director), the works to be in a disused cotton mill in Coventry. Simms became a director of DMG (Cannstatt) but not DMC (London).[2]

In 1910 Daimler Motor Company while retaining a separate identity, merged ownership with that of BSA (munitions), and began producing military vehicles. It also dropped the word motor from its name.[2]

For over 65 years, The Daimler Company Limited produced a wide variety of premium quality vehicles including very many buses, ambulances, fire engines and some trucks but in particular medium-sized and large cars which were often very expensive. Their vehicles were distinguished by their finned exposed radiators, later by scalloped radiator shells.[citation needed] Until the early 1950s it was often said 'the aristocracy buy Daimlers, the nouveau riche buy Rolls-Royce'.[2]

In 1960, the business was sold to Jaguar, which soon engaged in badge-engineering and often Jaguar and Daimler cars could only be distinguished by the grille and name badge. In 2005 the only Daimler models being produced were luxury models, such as the Daimler Super Eight.

The Daimler name moved with Jaguar into British Leyland, back to an independent Jaguar, and then into Ford.[citation needed][8] In July 2008 Tata Group, the current owners of Jaguar and Daimler, announced they were considering transforming Daimler into 'a super-luxury marque to compete directly with Bentley and Rolls-Royce'.[9]

Airships and fixed-wing aircraft[edit]

Daimler built the engine for the first airship fuelled by petrol in 1888. From 1899 to 1907 DMG provided Maybach designed engines to Zeppelin. Wilhelm Maybach quit DMG in 1909. After 1909 Maybach and his son Karl founded their own enterprise in Württemberg and took over supplying the engines.

During the First World War, from 1915 the Sindelfingen factory produced large numbers of winged aircraft and aircraft engines. Production was prohibited after the conflict under conditions laid down by the Treaty of Versailles.

Aircraft[edit]

Three-pointed star: land, water and air[edit]

In the 1870s, while working for Otto at Deutz AG Gasmotorenfabrik in Cologne, Daimler sent his wife Emma Kunz a postcard, marking his residence with a three-pointed star and writing: 'one day this star will shine over our triumphant factories'. Since then, this line has inspired both Daimler and Maybach when developing light and powerful engines for 'land, water, and air'.

In the 1900s, after the Mercedes' success, DMG was still lacking a trademark. Paul and Adolf Daimler, the sons of Gottlieb (who had died in early March 1900), suggested using that symbol. Daimler Motoren Gesellschaft's board accepted the proposal in June 1909, also registering a four-pointed one. The four-pointed star became the emblem of Deutsche Aerospace AG (DASA) in the 1980s and then the logo of the European Aeronautic Defence and Space Company (EADS).

The three-pointed star debuted in 1910. In 1916, it was surrounded by a circle with four additional stars, with either the name Mercedes or of the respective factory (Untertürkheim or Berlin-Marienfelde). In 1937, the familiar symbol was registered by Daimler-Benz, a three-dimensional three-pointed star, contained in a circle.

German crisis (1920s)[edit]

DMG was one of the most important German businesses at the time of the German crisis; tripling its capital to 100 million shares in 1920, and moving its headquarters to Berlin in 1922.

After the war the German automobile industry stagnated because of insufficient demand and because automobiles were taxed by the government as luxury items. The country also was hit by a petrol shortage.

In 1923, DMG production fell to 1,020 units, compared to Benz & Cie. making 1,382 in Mannheim. The average cost of a car was 25 million marks. Strike action and inflation pushed DMG to the limit. To survive DMG produced Mercedes bicycles and typewriters, and it even issued its own emergency money.

Daimler-Benz and the Mercedes-Benz brand (1926)[edit]

For the two separate businesses to survive the financial problems of the day, in 1919, Benz & Cie. proposed a merger, but DMG formally rejected it in December. Then, as the German crisis worsened, the struggling firms met again in 1924 and signed an Agreement of Mutual Interest, valid until the year 2000. They standardized design, production, purchasing, sales, and advertising—marketing their car models jointly—although keeping their respective brands.

On June 28, 1926, DMG and Benz & Cie. merged into Daimler-Benz AG, establishing its headquarters in the Untertürkheim factory.

Their automobiles were named Mercedes Benz, in honour of DMG's most important car model and the last name of Karl Benz. Its new trademark consisted of a three-pointed star surrounded by the traditional laurels of Karl Benz's logo and labelled Mercedes Benz. The next year, 1927, the number of units sold tripled to 7,918, and diesel truck production was launched.

Trivia[edit]

In 1890, DMG was delivering stationary and marine engines to Russia. In 1910, it opened its first dealership in Moscow. From 1912, it was a purveyor to the Russian Royal Court. Even after the war and the socialist revolution, the Mercedes won most of the great show competitions it entered in Russia.

In 1892, DMG designated Otto Speidel as its Munich representative.

In 1896, Bavarian Engine & Automobile also began to sell their products, naming Karl Moll as representative in 1898.

In 1910, it opened a shop for trucks, buses and motorboats in Hiltenspergerstrasse 21.

In 1914, in Paris, one of the greatest races in history took place, with 37 cars of six manufacturers from six countries. To beat the favorite Peugeot team, DMG used an aircraft engine designed by Paul Daimler and Fritz Nallinger. It was built by the automobile department but tested by the airship department. The cars produced 105 hp (78 kW) at 3100 rpm (no Mercedes had exceeded 1500 rpm before then). It had four steel cylinders (M93654), and sixteen valves, an aluminum crankcase, crankshafts of special Austrian steel, a single camshaft, and displaced 4483 cc.

In 1921, DMG presented the superchargedMercedes Kompressormotor, successful in both the private market and on the race track.

See also[edit]

References[edit]

Wikimedia Commons has media related to Daimler-Motoren-Gesellschaft.

^'Archived copy'. Archived from the original on January 4, 2017. Retrieved February 1, 2006.CS1 maint: archived copy as title (link)

^ abcdefLord Montagu and David Burgess-Wise Daimler Century ; Stephens 1995 ISBN1-85260-494-8

^Wise, David Burgess. 'Daimler: Founder of the Four-Wheeler', in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974), Volume 5, p.483.

^Wise, p.483.

^Wise, p.482 caption.

^Georgano, G.N.Cars: Early and Vintage, 1886–1930 (London: Grange-Universal, 1990), p.39.

^Georgano, G.N., p.41.

^Reed, John (August 2007). 'Daimler agrees to name change with Ford'. Financial Times – via LexisNexis Academic.

^The Times July 28, 2008

Eric's Auto Service

Wise, David Burgess. 'Daimler: Founder of the Four-Wheeler', in Northey, Tom, ed. World of Automobiles, Volume 5, pp. 481–483. London: Orbis, 1974.

DMG road cars, 1886–1926s — next »Daimler (1886–1899)Motorized Carriage · Steel-wheel car · Belt-driven car · Motorized taxi · Phoenix · Phoenix racing carMercedes (1900–1926)35PS · 8/11 PS · 12/16 PS · 15/20 PS · 14/30 PS · Simplex · 38PS · 39PS · 55PS · 8PS · 28PS · Knight · 22PS · 35PS (1905) · 37PS · 12/32 PS · 28/95 PS · 6/25/40 PS · 10/40/65 PS · 15/70/100 PS · 24/100/140 PS

Dmg Automotive Repairs

Retrieved from 'https://en.wikipedia.org/w/index.php?title=Daimler_Motoren_Gesellschaft&oldid=920439312'

0 notes

gladwinjosephsolomonb · 4 years

Text

Machine Learning for Data Analysis - Week 4(Assignment)

A k-means cluster analysis was conducted to identify underlying subgroups of countries based on their similarity of responses on 7 variables that represent characteristics that could have an impact on internet use rates. Clustering variables included quantitative variables measuring income per person, employment rate, female employment rate, polity score, alcohol consumption, life expectancy, and urban rate. All clustering variables were standardized to have a mean of 0 and a standard deviation of 1.

Because the GapMinder dataset which I am using is relatively small (N < 250), I have not split the data into test and training sets. A series of k-means cluster analyses were conducted on the training data specifying k=1-9 clusters, using Euclidean distance. The variance in the clustering variables that was accounted for by the clusters (r-square) was plotted for each of the nine cluster solutions in an elbow curve to provide guidance for choosing the number of clusters to interpret.

Load the data, set the variables to numeric, and clean the data of NA values

In [1]:

''' Code for Peer-graded Assignments: Running a k-means Cluster Analysis Course: Data Management and Visualization Specialization: Data Analysis and Interpretation ''' import pandas as pd import numpy as np import matplotlib.pyplot as plt import statsmodels.formula.api as smf import statsmodels.stats.multicomp as multi from sklearn.cross_validation import train_test_split from sklearn import preprocessing from sklearn.cluster import KMeans data = pd.read_csv('c:/users/greg/desktop/gapminder.csv', low_memory=False) data['internetuserate'] = pd.to_numeric(data['internetuserate'], errors='coerce') data['incomeperperson'] = pd.to_numeric(data['incomeperperson'], errors='coerce') data['employrate'] = pd.to_numeric(data['employrate'], errors='coerce') data['femaleemployrate'] = pd.to_numeric(data['femaleemployrate'], errors='coerce') data['polityscore'] = pd.to_numeric(data['polityscore'], errors='coerce') data['alcconsumption'] = pd.to_numeric(data['alcconsumption'], errors='coerce') data['lifeexpectancy'] = pd.to_numeric(data['lifeexpectancy'], errors='coerce') data['urbanrate'] = pd.to_numeric(data['urbanrate'], errors='coerce') sub1 = data.copy() data_clean = sub1.dropna()

Subset the clustering variables

In [2]:

cluster = data_clean[['incomeperperson','employrate','femaleemployrate','polityscore', 'alcconsumption', 'lifeexpectancy', 'urbanrate']] cluster.describe()

Out[2]:incomeperpersonemployratefemaleemployratepolityscorealcconsumptionlifeexpectancyurbanrate

count150.000000150.000000150.000000150.000000150.000000150.000000150.000000

mean6790.69585859.26133348.1006673.8933336.82173368.98198755.073200

std9861.86832710.38046514.7809996.2489165.1219119.90879622.558074

min103.77585734.90000212.400000-10.0000000.05000048.13200010.400000

25%592.26959252.19999939.599998-1.7500002.56250062.46750036.415000

50%2231.33485558.90000248.5499997.0000006.00000072.55850057.230000

75%7222.63772165.00000055.7250009.00000010.05750076.06975071.565000

max39972.35276883.19999783.30000310.00000023.01000083.394000100.000000

Standardize the clustering variables to have mean = 0 and standard deviation = 1

In [3]:

clustervar=cluster.copy() clustervar['incomeperperson']=preprocessing.scale(clustervar['incomeperperson'].astype('float64')) clustervar['employrate']=preprocessing.scale(clustervar['employrate'].astype('float64')) clustervar['femaleemployrate']=preprocessing.scale(clustervar['femaleemployrate'].astype('float64')) clustervar['polityscore']=preprocessing.scale(clustervar['polityscore'].astype('float64')) clustervar['alcconsumption']=preprocessing.scale(clustervar['alcconsumption'].astype('float64')) clustervar['lifeexpectancy']=preprocessing.scale(clustervar['lifeexpectancy'].astype('float64')) clustervar['urbanrate']=preprocessing.scale(clustervar['urbanrate'].astype('float64'))

Split the data into train and test sets

In [4]:

clus_train, clus_test = train_test_split(clustervar, test_size=.3, random_state=123)

Perform k-means cluster analysis for 1-9 clusters

In [5]:

from scipy.spatial.distance import cdist clusters = range(1,10) meandist = [] for k in clusters: model = KMeans(n_clusters = k) model.fit(clus_train) clusassign = model.predict(clus_train) meandist.append(sum(np.min(cdist(clus_train, model.cluster_centers_, 'euclidean'), axis=1)) / clus_train.shape[0])

Plot average distance from observations from the cluster centroid to use the Elbow Method to identify number of clusters to choose

In [6]:

plt.plot(clusters, meandist) plt.xlabel('Number of clusters') plt.ylabel('Average distance') plt.title('Selecting k with the Elbow Method') plt.show()

Interpret 3 cluster solution

In [7]:

model3 = KMeans(n_clusters=4) model3.fit(clus_train) clusassign = model3.predict(clus_train)

Plot the clusters

In [8]:

from sklearn.decomposition import PCA pca_2 = PCA(2) plt.figure() plot_columns = pca_2.fit_transform(clus_train) plt.scatter(x=plot_columns[:,0], y=plot_columns[:,1], c=model3.labels_,) plt.xlabel('Canonical variable 1') plt.ylabel('Canonical variable 2') plt.title('Scatterplot of Canonical Variables for 4 Clusters') plt.show()

Begin multiple steps to merge cluster assignment with clustering variables to examine cluster variable means by cluster.

Create a unique identifier variable from the index for the cluster training data to merge with the cluster assignment variable.

In [9]:

clus_train.reset_index(level=0, inplace=True)

Create a list that has the new index variable

In [10]:

cluslist = list(clus_train['index'])

Create a list of cluster assignments

In [11]:

labels = list(model3.labels_)

Combine index variable list with cluster assignment list into a dictionary

In [12]:

newlist = dict(zip(cluslist, labels)) print (newlist)

{2: 1, 4: 2, 6: 0, 10: 0, 11: 3, 14: 2, 16: 3, 17: 0, 19: 2, 22: 2, 24: 3, 27: 3, 28: 2, 29: 2, 31: 2, 32: 0, 35: 2, 37: 3, 38: 2, 39: 3, 42: 2, 45: 2, 47: 1, 53: 3, 54: 3, 55: 1, 56: 3, 58: 2, 59: 3, 63: 0, 64: 0, 66: 3, 67: 2, 68: 3, 69: 0, 70: 2, 72: 3, 77: 3, 78: 2, 79: 2, 80: 3, 84: 3, 88: 1, 89: 1, 90: 0, 91: 0, 92: 0, 93: 3, 94: 0, 95: 1, 97: 2, 100: 0, 102: 2, 103: 2, 104: 3, 105: 1, 106: 2, 107: 2, 108: 1, 113: 3, 114: 2, 115: 2, 116: 3, 123: 3, 126: 3, 128: 3, 131: 2, 133: 3, 135: 2, 136: 0, 139: 0, 140: 3, 141: 2, 142: 3, 144: 0, 145: 1, 148: 3, 149: 2, 150: 3, 151: 3, 152: 3, 153: 3, 154: 3, 158: 3, 159: 3, 160: 2, 173: 0, 175: 3, 178: 3, 179: 0, 180: 3, 183: 2, 184: 0, 186: 1, 188: 2, 194: 3, 196: 1, 197: 2, 200: 3, 201: 1, 205: 2, 208: 2, 210: 1, 211: 2, 212: 2}

Convert newlist dictionary to a dataframe

In [13]:

newclus = pd.DataFrame.from_dict(newlist, orient='index') newclus

Out[13]:0

100

113

142

163

170

192

222

243

273

282

292

312

320

352

373

382

393

422

452

471

533

543

551

563

582

593

630

......

1451

1483

1492

1503

1513

1523

1533

1543

1583

1593

1602

1730

1753

1783

1790

1803

1832

1840

1861

1882

1943

1961

1972

2003

2011

2052

2082

2101

2112

2122

105 rows × 1 columns

Rename the cluster assignment column

In [14]:

newclus.columns = ['cluster']

Repeat previous steps for the cluster assignment variable

Create a unique identifier variable from the index for the cluster assignment dataframe to merge with cluster training data

In [15]:

newclus.reset_index(level=0, inplace=True)

Merge the cluster assignment dataframe with the cluster training variable dataframe by the index variable

In [16]:

merged_train = pd.merge(clus_train, newclus, on='index') merged_train.head(n=100)

Out[16]:indexincomeperpersonemployratefemaleemployratepolityscorealcconsumptionlifeexpectancyurbanratecluster

0159-0.393486-0.0445910.3868770.0171271.843020-0.0160990.7902413

1196-0.146720-1.591112-1.7785290.498818-0.7447360.5059900.6052111

270-0.6543650.5643511.0860520.659382-0.727105-0.481382-0.2247592

329-0.6791572.3138522.3893690.3382550.554040-1.880471-1.9869992

453-0.278924-0.634202-0.5159410.659382-0.1061220.4469570.6203333

5153-0.021869-1.020832-0.4073320.9805101.4904110.7233920.2778493

635-0.6665191.1636281.004595-0.785693-0.715352-2.084304-0.7335932

714-0.6341100.8543230.3733010.177691-1.303033-0.003846-1.2424282

8116-0.1633940.119726-0.3394510.338255-1.1659070.5304950.6799343

9126-0.630263-1.446126-0.3055100.6593823.1711790.033923-0.5921523

10123-0.163655-0.460219-0.8010420.980510-0.6448300.444628-0.5601273

11106-0.640452-0.2862350.1153530.659382-0.247166-2.104758-1.3171522

12142-0.635480-0.808186-0.7874660.0171271.155433-1.731823-0.2985933

1389-0.615980-2.113062-2.423400-0.625129-1.2442650.0060770.5126951

14160-0.6564731.9852172.199302-1.1068200.620643-1.371039-1.6338392

1556-0.430694-0.102586-0.2240530.659382-0.5547190.3254460.2502723

16180-0.559059-0.402224-0.6041870.338255-1.1776610.603401-1.7779493

17133-0.419521-1.668438-0.7331610.3382551.032020-0.659900-0.8109863

1831-0.618282-0.0155940.061048-1.2673840.211226-1.7590620.0750262

19171.801349-1.030498-0.4344840.6593820.7029191.1165791.8808550

201450.447771-0.827517-1.731013-1.909640-1.1561120.4042250.7359771

211000.974856-0.034925-0.0068330.6593822.4150301.1806761.1736460

22178-0.309804-1.755430-0.9368040.8199460.653945-1.6388680.2520513

231732.6193200.3033760.217174-0.946256-1.0346581.2296851.9982780

2459-0.056177-0.2669040.2714790.8199462.0408730.5916550.6399043

2568-0.562821-0.3538960.0271070.338255-0.0316830.481486-0.1037773

261080.111383-1.030498-1.690284-1.749076-1.3167450.5879080.9992901

27212-0.6582520.7286690.678765-0.464565-0.364702-1.781946-0.7887472

2819-0.6525281.1926250.6855540.498818-0.928876-1.306335-0.6170602

29188-0.662484-0.4505530.135717-1.106820-0.672255-0.147127-1.2726732

..............................

70140-0.594402-0.044591-0.8214060.819946-0.3157280.5125720.0741373

71148-0.0905570.052066-0.3190860.8199460.0936890.7235950.8062543

7211-0.4523170.1583900.549792-1.7490761.2768870.177913-0.1402503

73641.636776-0.779188-0.1697480.8199461.1084191.2715050.9912840

7484-0.117682-1.156153-0.5295180.9805101.8214720.5500380.5527263

751750.604211-0.3248980.0882000.9805101.5903171.048938-0.2879183

76197-0.481087-0.0735890.393665-2.070203-0.356866-0.404628-0.2870292

77183-0.506714-0.808186-0.067926-2.070203-0.347071-2.051902-1.3402812

78210-0.628790-1.958410-1.887139-0.946256-1.297156-0.353290-1.0867531

7954-0.5150780.042400-0.1765360.1776910.5109430.6733710.4673273

80114-0.6661982.2945212.111056-0.625129-1.077755-0.229248-1.1365692

814-0.5503841.5889211.445822-0.946256-0.245207-1.8114130.0723582

82911.575455-0.769523-0.1154430.980510-0.8426821.2795041.6273270

8377-0.5015740.332373-0.2783580.6593820.0545110.221758-0.2888083

8466-0.265535-0.0252600.305419-0.1434370.516820-0.6358011.3328793

85921.240375-1.243145-0.8349830.9805100.5677521.3035020.5785230

862011.4545511.540592-0.733161-1.909640-1.2344700.7659211.0144131

87105-0.004485-1.281808-1.7513770.498818-0.8857790.3704051.4182781

88205-0.593947-0.1702460.305419-2.070203-0.629158-0.070373-0.8118762

891540.504036-0.1605810.1696570.9805101.3846291.0649370.1951183

9045-0.6307520.061732-0.678856-0.625129-0.068902-1.377621-0.2799122

9197-0.6432031.3472771.2557550.498818-0.576267-1.199710-1.4888392

92632.067368-0.1992430.3597250.9805101.2298731.1133390.3659160

93211-0.6469130.1680550.3665130.498818-0.638953-2.020815-0.8741462

94158-0.422620-0.943506-0.2919340.8199461.8273490.505990-0.0370603

95135-0.6635950.2453810.4411820.338255-0.862272-0.018934-1.6827652

9679-0.6744750.6416770.1221410.338255-0.572349-2.111239-1.1223362

971790.882197-0.653534-0.4344840.9805100.9810881.2578350.9806090

98149-0.6151691.0766361.4118810.017127-0.623282-0.626890-1.8918142

99113-0.464904-2.354706-1.4459120.8199460.4149550.5938830.5260393

100 rows × 9 columns

Cluster frequencies

In [17]:

merged_train.cluster.value_counts()

Out[17]:

3 39 2 35 0 18 1 13 Name: cluster, dtype: int64

Calculate clustering variable means by cluster

In [18]:

clustergrp = merged_train.groupby('cluster').mean() print ("Clustering variable means by cluster") clustergrp

Clustering variable means by cluster

Out[18]:indexincomeperpersonemployratefemaleemployratepolityscorealcconsumptionlifeexpectancyurbanrate

cluster

093.5000001.846611-0.1960210.1010220.8110260.6785411.1956961.078462

1117.461538-0.154556-1.117490-1.645378-1.069767-1.0827280.4395570.508658

2100.657143-0.6282270.8551520.873487-0.583841-0.506473-1.034933-0.896385

3107.512821-0.284648-0.424778-0.2000330.5317550.6146160.2302010.164805

Validate clusters in training data by examining cluster differences in internetuserate using ANOVA. First, merge internetuserate with clustering variables and cluster assignment data

In [19]:

internetuserate_data = data_clean['internetuserate']

Split internetuserate data into train and test sets

In [20]:

internetuserate_train, internetuserate_test = train_test_split(internetuserate_data, test_size=.3, random_state=123) internetuserate_train1=pd.DataFrame(internetuserate_train) internetuserate_train1.reset_index(level=0, inplace=True) merged_train_all=pd.merge(internetuserate_train1, merged_train, on='index') sub5 = merged_train_all[['internetuserate', 'cluster']].dropna()

In [21]:

internetuserate_mod = smf.ols(formula='internetuserate ~ C(cluster)', data=sub5).fit() internetuserate_mod.summary()

Out[21]:Dep. Variable:internetuserateR-squared:0.679

Model:OLSAdj. R-squared:0.669

Method:Least SquaresF-statistic:71.17

Date:Thu, 12 Jan 2017Prob (F-statistic):8.18e-25

Time:20:59:17Log-Likelihood:-436.84

No. Observations:105AIC:881.7

Df Residuals:101BIC:892.3

Df Model:3

Covariance Type:nonrobust

coefstd errtP>|t|[95.0% Conf. Int.]

Intercept75.20683.72720.1770.00067.813 82.601

C(cluster)[T.1]-46.95175.756-8.1570.000-58.370 -35.534

C(cluster)[T.2]-66.56684.587-14.5130.000-75.666 -57.468

C(cluster)[T.3]-39.48604.506-8.7630.000-48.425 -30.547

Omnibus:5.290Durbin-Watson:1.727

Prob(Omnibus):0.071Jarque-Bera (JB):4.908

Skew:0.387Prob(JB):0.0859

Kurtosis:3.722Cond. No.5.90

Means for internetuserate by cluster

In [22]:

m1= sub5.groupby('cluster').mean() m1

Out[22]:internetuserate

cluster

075.206753

128.255018

28.639961

335.720760

Standard deviations for internetuserate by cluster

In [23]:

m2= sub5.groupby('cluster').std() m2

Out[23]:internetuserate

cluster

014.093018

121.757752

28.399554

319.057835

In [24]:

mc1 = multi.MultiComparison(sub5['internetuserate'], sub5['cluster']) res1 = mc1.tukeyhsd() res1.summary()

Out[24]:group1group2meandifflowerupperreject

01-46.9517-61.9887-31.9148True

02-66.5668-78.5495-54.5841True

03-39.486-51.2581-27.7139True

12-19.6151-33.0335-6.1966True

137.4657-5.76520.6965False

2327.080817.461736.6999True

The elbow curve was inconclusive, suggesting that the 2, 4, 6, and 8-cluster solutions might be interpreted. The results above are for an interpretation of the 4-cluster solution.

In order to externally validate the clusters, an Analysis of Variance (ANOVA) was conducting to test for significant differences between the clusters on internet use rate. A tukey test was used for post hoc comparisons between the clusters. Results indicated significant differences between the clusters on internet use rate (F=71.17, p<.0001). The tukey post hoc comparisons showed significant differences between clusters on internet use rate, with the exception that clusters 0 and 2 were not significantly different from each other. Countries in cluster 1 had the highest internet use rate (mean=75.2, sd=14.1), and cluster 3 had the lowest internet use rate (mean=8.64, sd=8.40).

0 notes

rabbitcruiser · 5 years

Photo

Horseshoe Falls (No. 3)

Niagara Falls have long been a source of inspiration for explorers, travelers, artists, authors, filmmakers, residents and visitors, few of whom realize the falls were nearly devoted solely to industrial and commercial use. In the 1870s, sightseers had limited access to Niagara Falls and often had to pay for a glimpse, and industrialization threatened to carve up Goat Island to further expand commercial development. Other industrial encroachments and lack of public access led to a conservation movement in the U.S. known as Free Niagara, led by such notables as Hudson River School artist Frederic Edwin Church, landscape designer Frederick Law Olmsted, and architect Henry Hobson Richardson. Church approached Lord Dufferin, governor-general of Canada, with a proposal for international discussions on the establishment of a public park.

Goat Island was one of the inspirations for the American side of the effort. William Dorsheimer, moved by the scene from the island, brought Olmsted to Buffalo in 1868 to design a city park system and helped promote Olmsted's career. In 1879, the New York state legislature commissioned Olmsted and James T. Gardner to survey the falls and to create the single most important document in the Niagara preservation movement, a Special Report on the preservation of Niagara Falls. The report advocated for State purchase, restoration and preservation through public ownership of the scenic lands surrounding Niagara Falls. Restoring the former beauty of the falls was described in the report as a "sacred obligation to mankind." In 1883, New York Governor Grover Cleveland drafted legislation authorizing acquisition of lands for a state reservation at Niagara, and the Niagara Falls Association, a private citizens group founded in 1882, mounted a great letter-writing campaign and petition drive in support of the park. Professor Charles Eliot Norton and Olmsted were among the leaders of the public campaign, while New York Governor Alonzo Cornell opposed.

Preservationists' efforts were rewarded on April 30, 1885, when Governor David B. Hill signed legislation creating the Niagara Reservation, New York's first state park. New York State began to purchase land from developers, under the charter of the Niagara Reservation State Park. In the same year, the province of Ontario established the Queen Victoria Niagara Falls Park for the same purpose. On the Canadian side, the Niagara Parks Commission governs land usage along the entire course of the Niagara River, from Lake Erie to Lake Ontario.

In 1887, Olmsted and Calvert Vaux issued a supplemental report detailing plans to restore the falls. Their intent was "to restore and conserve the natural surroundings of the Falls of Niagara, rather than to attempt to add anything thereto," and the report anticipated fundamental questions. How would preservationists provide access without destroying the beauty of the falls? How would they restore natural landscapes damaged by man? They planned a park with scenic roadways, paths and a few shelters designed to protect the landscape while allowing large numbers of visitors to enjoy the falls. Commemorative statues, shops, restaurants, and a 1959 glass and metal observation tower were added later. Preservationists continue to strive to strike a balance between Olmsted's idyllic vision and the realities of administering a popular scenic attraction.

Preservation efforts continued well into the 20th century. J. Horace McFarland, the Sierra Club, and the Appalachian Mountain Club persuaded the United States Congress in 1906 to enact legislation to preserve the falls by regulating the waters of the Niagara River. The act sought, in cooperation with the Canadian government, to restrict diversion of water, and a treaty resulted in 1909 that limited the total amount of water diverted from the falls by both nations to approximately 56,000 cubic feet (1,600 m3) per second. That limitation remained in effect until 1950.

Erosion control efforts have always been of extreme importance. Underwater weirs redirect the most damaging currents, and the top of the falls has also been strengthened. In June 1969, the Niagara River was completely diverted from the American Falls for several months through construction of a temporary rock and earth dam (clearly visible in the photo at right). During this time, two bodies were removed from under the falls, including a man who had been seen jumping over the falls, and the body of a woman, which was discovered once the falls dried.[55][56]

While the Horseshoe Falls absorbed the extra flow, the U.S. Army Corps of Engineers studied the riverbed and mechanically bolted and strengthened any faults they found; faults that would, if left untreated, have hastened the retreat of the American Falls. A plan to remove the huge mound of talus deposited in 1954 was abandoned owing to cost, and in November 1969, the temporary dam was dynamited, restoring flow to the American Falls. Even after these undertakings, Luna Island, the small piece of land between the main waterfall and the Bridal Veil, remained off limits to the public for years owing to fears that it was unstable and could collapse into the gorge.

Commercial interests have continued to encroach on the land surrounding the state park, including the construction of several tall buildings (most of them hotels) on the Canadian side. The result is a significant alteration and urbanisation of the landscape. One study indicated it has caused the airflow near the falls to change direction. Students at the University of Guelph demonstrated, using scale models, that as air passes over the top of the new hotels it causes a breeze to roll down the south sides of the buildings and spill into the gorge below the falls, where it feeds into a whirlpool of moisture and air. The inference was that a documented rise in the number of "mist days" was a result of these breezes, where mist days refers to the mist plume of the falls reaching landside. In 1996 there were 29 mist days recorded, but by 2003 that number had risen to 68. Another study has discounted this opinion and linked mist production to the difference in air and water temperature at the falls. However, this study does not offer opinion as to why mist days have been increasing, just that the hotel breezes are an unlikely cause.

In 2013, New York State began an effort to renovate The Sisters Islands located on Goat Island. New York State used funds from the re-licensing of the New York Power Authority hydroelectric plant downriver in Lewiston, New York, to rebuild walking paths on the Three Sisters Islands and to plant native vegetation on the islands. The state also renovated the area around Prospect Point at the brink of the American Falls in the state park.

Source: Wikipedia

0 notes

historicalfirearms · 8 years

Photo

Swiss Modell 1882 Ordnance Revolver

The Swiss Ordnance Commision began developing revolvers in the early 1870s, first with the Modell 1872, chambered in 10.4mm rimfire before transitioning to a centrefire cartridge in the Modell 1878.

In 1882, Colonel Rudolf Schmidt developed a new revolver chambered in a 7.5mm cartridge, with a cylinder that held six rounds. The design is often mistaken for a variation of Emile Nagant’s revolver, however, the Modell 1882 has more in common with the French Chamelot-Delvigne M1873. It is a double action design with a rebounding hammer and a hinged side plate allowing easy access to the revolver’s lockwork. The Modell 1882 was light, weighing 28oz (0.79kg) and was just over 9 inches (23 cm) in overall length.

The pistols loaded and unloaded through a loading gate on the right of the frame. The revolver used Ismael Isaac Abadie’s system where once the gate was open the the cylinder can only be turned by pulling the trigger, the hammer remains stationary while the indexing pawl rotates the cylinder. The user ejected spent casings by manually cycling the ejection rod fixed below the barrel.

By 1886, the Swiss Army had equipped all its infantry officers with the Modell 1882. The revolvers was slowly rolled out throughout the Swiss Army for use by cavalry and NCOs, slowly replacing the older 10.4mm revolvers. The pistols were extremely well made by Waffenfabrik Bern. With the first 20,000 revolvers having rubber grips (see images #1 & #2) with a second batch of 17,252 pistols having wooden grips (see image #3 & #4).

Bern and SIG also manufactured the pistols for private purchase, the Bern revolvers had a ‘p’ prefix to their serial numbers. In 1901, the Swiss adopted the Luger semi-automatic pistol, however, production of the Modell 1882 continued into the 1930s with a further 18,000 slightly improved Modell 1882/29 made. As the Luger came into frontline service the Swiss continued to issue revolvers to garrison and supply troops, cavalry NCOs and bicycle troops. The Luger initially cost approximately 400 Swiss Francs to manufacture, this was later reduced to 225 Francs, while the revolver was significantly cheaper, costing 120 Swiss Francs. As a result the Modell 1882 remained in service for many years after the Second World War with some sources suggesting the last pistols left service in the 1960s.

Sources:

Images: 1 2 3 4

Handguns of the World, E.C. Ezell (1981)

Swiss Handguns 1872-Present, Swissrifles.com, (source)

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#History #Military History #Firearms History #Swiss Army #Swiss Modell 1882 #Swiss Modell 1882 Ordnance Revolver #Revolver #Pistol #Gunblr #Sidearm #Rudolf Schmidt #Firearms #Luger #Modell 1882/29 #Revolvers #Waffenfabrik Bern

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Army War College - should I HAWKINS VERSUS ARMY WAR COLLEGE Japan Image result for Army War College (Japan) DescriptionThe Army War College; Short form: Rikudai of the Empire of Japan was founded in 1882 in Minato, Tokyo to modernize and Westernize the Imperial Japanese Army. Much of the empire’s elite including prime ministers during the period of Japanese militarism were graduates of the college. Wikipedia Founded: 1882

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September 2020 Calendar PDF

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Work Day is an organization occasion celebrated on the basic Monday of September reliably. From the outset, it was a day shaped to praise different work affiliations' duties to the United States economy. It is the Monday of the taxing week's end known as Labor Day Weekend and it is considered commonly the easygoing finish of summer.

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September 24, 1789 – The United States Post Office Department is set up.

September 28, 1928 – Alexander Fleming finds Penicillin.

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September 11, 2001 – 9/11 Attacks on the World Trade Center and Pentagon. The most exceedingly repulsive mental oppressor snare in U.S. history.

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