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Notes from Michael Ferner:
It should be noted, however, that the "Jay-Eye-See Special" had nothing to do with the J. I. Case Threshing Machine Co. It was a Fiat, rebuilt by Louis Disbrow who subsequently joined the Case team and renamed the car to please his new employer.
Nice picture of the "White Streak", by the way. This is one of the 1911 cars, rebodied and rechassied. I can't be 100 % sure, but I believe it's the one raced by Jagersberger at Indy.
Ah, that's why I didn't recognize the driver! I haven't seen that many pics of Jagersberger that I remembered, and since it's the rebuilt version of the car I only checked with 1912 pictures.
"Won many dirt track races" is perhaps a bit of embellishment, but Jagersberger did win one big meeting at the Hawthorne track in Cicero/Chicago back in June, with the car still in its Indy specification, against a field containing Hughie Hughes in the Mercer, Bob Burman (Benz) , Ralph de Palma (Simplex) and Eddie Hearne (Fiat). The cars were rebuilt during the summer months, and Jagersberger crashed at a dirt track meeting in Columbis/SC early in November, putting an end to his promising career. He was then driving a sister car, called the "Eagle" which was later renamed as the "Bullet" and run until the late teens with many famous drivers at the wheel, including Hearne, Bill Endicott and Fred Horey. I believe that the "Bullet" was originally Will Jones's Indy ride.
Excerpt from something I wrote on the Case, "Jay-Eye-See" etc. on another forum:
The J. I. Case Threshing Machine Company (one of the best ever names for a racing team ) of Racine in Wisconsin made automobile racing history by filing the first ever entry for an Indianapolis 500 Mile race on October 27 in 1910. Though the brand name still exists, it is no longer connected to the car manufacturing business (which went under in 1927), and the total output of racing cars never even reached double digits, but its importance in racing is still enormous since it formed the nucleus of the very first, and possibly biggest ever team of "historic" racing cars in the world - the team of John Alexander "Alex" Sloan, and his travelling circus show under the banner of the International Motor Contest Association, or IMCA for short.
In October of 1910, when that first Indianapolis entry had been filed, Case had only just begun manufacturing cars, and the racing car that was going to be raced at the Brickyard was no more than an idea in the mind of Lewis Strang, a young racing driver from New York. Although young in years, Strang had already acquired extensive experience in racing, having driven Isotta-Fraschini, Thomas, Renault, Buick, Fiat, Allen-Kingston, SPO and Jackson cars in competition during the last three years, mostly very successful, too.
It was hoped to test the Case as early as February 27, during the Mardi Gras Carnival races at New Orleans (LA), but the car could not be finished in time. Luckily, though, Strang got another chance on the last of March, putting the new Case through 300 miles of a beach race at Jacksonville (FL) - actually, he completed only 270 miles, finishing 6 laps down and in last place, but at least the reliability was there. With its small 4649 cc engine, the Case was not going to win anyway, but to go through such an arduous grind without much trouble was exactly the publicity that the Racine company was looking for. The winning Pope (6389 cc) and National (7320 cc) cars were running in a different league, but the third placed Mercer (4927 cc) finished only 12½ minutes ahead, so the speed of the little Case was competitive, too.
On Memorial Day, the three Case cars lined up in the hopeful expectation of giving a good account of themselves: On Memorial Day, the three Case cars lined up in the hopeful expectation of giving a good account of themselves:
1911 Case #1, Lewis Strang, relief driver Elmer Ray
1911 Case #8, Joe Jagersberger, relief driver Louis Larsonneur
1911 Case #9, Will Jones, relief driver Russell Smith
All three cars now sported the flashy look of the #9 car, but none of them managed to stay in the race for more than 300 miles - the steering gear proved to be the weak point on the rough bricks of the Indianapolis Motor Speedway. Undeterred, the team commenced an exhaustive schedule of racing over the following weeks: the Algonquin Hill Climb on June 8, the Hawthorne Track race on the 11th, Kenosha Driving Park on June 18, and Wisconsin State Fair Park on the 21st. With fair success, as Jagersberger even won the main event at Hawthorne, but Strang was injured the following week in Kenosha (WI), just a few miles south of home base, breaking an arm and an ankle. Worse was to come, as within a month he was dead, crashing fatally during a reliability tour through Wisconsin - at zero mph!!! Strang had stopped his Case touring car at a newly built bridge, in order to let a horse-drawn carriage through, only to find the fresh road shoulder giving way, and tumbling down the steep embankment - he was pinned under the car, and killed instantly.
Bereft of its leading light, the team soldiered on, now headed by Jagersberger, an Austrian-born racing veteran, and a promising young Californian named Jay McNay, but incredibly, within little more than a fortnight two more careers ended in Case racing cars during November, with Jagersberger suffering very serious injuries at the South Carolina State Fair races in Columbia, and McNay perishing in a practice shunt at the Vanderbilt Cup and Grand Prize meeting in Savannah (GA)! That was the nadir of a debutant year that could perhaps be best described as "character building", but thankfully, fortunes improved from here on. Two factors or, to be more precise, two persons were chiefly responsible for that reversal of fortunes, and one of them had already joined the team previous to that disastrous month of November: Alex Sloan. A former member of the management team of the already legendary Barney Oldfield, Sloan was a master manipulator, educated and entrepreneurial, with a vast experience of sports in general, and racing in particular. It was probably he who contacted Louis Disbrow, the second piece of the jigsaw puzzle, and one of the leading drivers in the country, who had only just announced that he was leaving the Pope-Hartford factory team to branch out on his own, with a "new" car he had just purchased, of which more anon.
Disbrow was present at Savannah to race the potent Pope "Hummer", merely fulfilling his last contractual obligations for the team that was about to close its storied racing department, and consented to drive Jagersberger's Case in one of the supporting races. It was an inauspicious debut for the driver, but Disbrow still joined the Case team over the winter, apparently liking the itinerary set out by Sloan: dirt track racing, dirt track racing, and more dirt track racing - every day of the week, if at all possible! That was right up Disbrow's alley, who really didn't care that much about road racing, having been reared on America's dusty fairground ovals - he and Alex Sloan would be partners for the rest of his career, well into the twenties! The setup is now complete for our journey, the "magical mystery tour" with Alex Sloan and his travelling circus show: within a few short years, the "old" Case racing team will be totally revamped, expanded and disguised, and it's so easy to lose orientation. So let's start right here with our inventory:
Three Case cars had been built for the Indy 500, all three basically identical, with 4-cylinder T-head engines built by the Wisconsin Engine Co., 4 1/4 * 5 inches (283.7 CID/4649 cc). It does not really look plausible to assume that there were more cars, but we should investigate: what about Strang's car at Jacksonville (March 31)? Occam's razor leads us to suggest that it was the same car he raced at Indy, and indeed, looking at the pictures of the two unpainted cars, Strang's looks slightly "used", while Jagersberger's has a fresh finish. Did the team ever enter more than three cars? Not to the best of my knowledge. And the accidents? No "terminal" damage? The most difficult question, as only very few pictures exist to help us out. But we mustn't forget that in those times, almost anything was repaired, over and over again - even the engines were likely special developments, and any damage, even major engine failures would be put back into action after suitable time in the workshop, as there would be no complete spare units, only parts. Yet we should be prepared for "transformations", i.e. cars being rebuilt with more or less major changes in appearance, and maybe even specification - this should become more clear in the process of our survey.
A little help may be provided by the nicknames the cars acquired during the year, presumably under the influence of Sloan's management. The first occurence of these nicknames that I can detect is from the September 13, 1911 meeting at Comstock Park in Grand Rapids (MI). McNay was there with his Cutting, presumably as part of the Ernie Moross équipe with Bob Burman, Lee Oldfield (not Barney!) and Juddy Kilpatrick, complete with a team of cars including the Blitzen-Benz. Ray Harroun was also there, giving various "exhibitions" with the Marmon "Wasp", including a wheel-change race - if ever somebody tries to tell you, that both car and driver retired upon winning the inaugural Indy 500, don't listen! Sloan arrived with only two cars, both carrying names much in the same fashion as the "Wasp" or the "Blitzen": Jagersberger was to drive the "White Streak", while the former Marmon chauffeur Lou Heinemann was down to drive the "Little Case Giant", or "Little Giant" for short. Interestingly, a few weeks later at Springfield (IL), the "Little Giant" was entered by one A. McFadden, as opposed to the Case factory (or Alex Sloan) for the other cars, as usual - anomalies like that will happen from time to time, and though I can't be sure if it has any meaning, it's perhaps best to take note just in case. This Mr. McFadden also appears to have gotten some seat time in the car during the afternoon, and this will also become a recurring theme: the swapping around amongst the drivers. Other than that, one Austin A. McFadden appears as the promoter of two race meetings at Grand Rapids and Kalamazoo (MI) the next July, both (naturally) attended by Sloan and his team. Racing is a small world indeed, even in America...
More on the "Jay-Eye-See":
Before the Case team started its 1912 campaign in California, Sloan saw to it that the press knew what to expect: for one thing, joining the team now as a full-time member was Louis Disbrow, as has been mentioned. The other big news item was the cars he was bringing to the team: early in November of 1911, it had been reported that Disbrow had bought the "200 hp Fiat" of E. W. C. Arnold, allegedly the car Felice Nazzaro had raced at Brooklands in 1908, (in)famous for its alleged lap record of over 121 mph - actually, it appears to have been an identical "twin" of that particular car, an 18,146 cc (190 * 160) OHV monster with an actual output of 175 hp, according to the most reliable sources. It had been driven for Arnold by Lewis Strang and Ralph de Palma in exhibitions at the Atlanta Motordrome, Indianapolis Motor Speedway and the Los Angeles Motordrome at Playa del Rey. Its only race appearance, as far as I can determine, happened in a 50-miler at Indianapolis on Labor Day of 1910, where de Palma finished 4th behind Eddie Hearne (Benz), Ray Harroun (Marmon) and Al Livingston (National) - not quite the performance of a champion!
Shortly after the purchase of the big Fiat, Disbrow announced plans to convert the car over the winter into the fastest dirt track racer in the world, but consented to a public tryout during a motorcycle meet at the Guttenberg track in New Jersey, during which the Fiat caught fire and inflicted painful burns on the driver. Both he and the car were restored to health by March 31 for their first competitive event at the Lakeside Inn Speedway near San Diego (CA), where the big Fiat sported the now well known upside-down boat body as well as the name "Jay-Eye-See Special", and was reportedly powered by a 290 hp engine of 1,760 CID - first indications of the Sloan flair for embellishment that would become a virtual trademark for IMCA later on! Somehow, Sloan seems to have become "confused", and quoted the specifications of the new Fiat S76 record car instead (apart from adding another 30 CID for good measure) - oh, well... The quoted weight of 3,150 lbs (1,429 kg) was likely more accurate, and indicative of some actual gains in that department - not really surprising, either, as the car had been devoid of any ornamental features such as bodywork, originally!
WSDOT has marked a major milestone in its effort to replace the aging and vulnerable State Route 520 floating bridge. After 13 years of thorough analysis and input from thousands of people, the state has announced a preferred alternative for the I-5 to Medina: Bridge Replacement and HOV Project.
Major safety, transit and environmental improvements are in store for the SR 520 corridor from I-5 in Seattle across Lake Washington to Medina. The SR 520 preferred alternative takes key steps to get ready for future light rail, help manage traffic in the Arboretum and transform the future highway with a landscaped lid and median for a parkway experience.
The new floating bridge and highway will have six lanes, including two general-purpose lanes and a new transit/HOV lane in each direction. Adding transit/HOV lanes makes travel in the corridor faster and more reliable for buses and carpools and supports regional plans for completing the HOV system to reduce the number of single-occupancy vehicles.
Details are on our website, including images of what a new, larger landscaped lid at Montlake Boulevard would look like. The preferred SR 520 alternative directly responds to input we received from the public, the City of Seattle, the University of Washington and environmental regulatory agencies. Work continues on design refinements for the Montlake area with those groups as well as transit agencies.
Highlights include:
Room for future light rail: The bridge deck will accommodate future light rail trains and the west end of the floating bridge will have room for trains to leave the corridor and head to the University of Washington area. Pontoons could be added to the floating bridge in the future to carry the weight of the trains.
Less traffic in the Arboretum: The project removes the ramps that currently carry traffic directly to Lake Washington Boulevard and the Washington Park Arboretum. Westbound off-ramps instead will carry buses and general purpose traffic to 24th Avenue E. and continue on to Montlake Boulevard.
Buses and a lid at Montlake: New direct-access ramps will carry buses to a new landscaped park lid at the Montlake Boulevard interchange. The open space will extend from Montlake Boulevard into the Arboretum.
Parkway on Portage Bay: A slimmed-down Portage Bay Bridge will be built as a 45-mph landscaped parkway with a 6-foot-wide planted median. The 105-foot-wide bridge is narrower than the 154 feet previously planned in the 2006 draft environmental impact statement.
Identifying a preferred design keeps us on track for opening a new bridge to traffic in 2014.
www.wsdot.wa.gov/Communications/ExpressLane/2010/05_07.htm
www.wsdot.wa.gov/Projects/SR520Bridge/I5ToMedina/Default....
SR 520 - I-5 to Medina: Bridge Replacement and HOV Project
Status
February 2011
ESSB 6392 reports now available
We've sent two final reports to the governor and state legislators (High Capacity Transit Planning and Financing and the Washington Park Arboretum Mitigation Plan). This completes the requirements of Senate Bill 6392.
Floating bridge construction
Three teams have until spring to submit their bids and proposals for the new SR 520 floating bridge. Construction starts in 2012 and the bridge opens in 2014.
Overview
The I-5 to Medina: Bridge Replacement and HOV Project will replace the interchanges and roadway between I-5 in Seattle and the eastern end of the floating bridge.
Why is WSDOT pursuing this project?
About 115,000 vehicles and more than 190,000 people cross Lake Washington every day on the SR 520 floating bridge. It’s a key regional route for commuters and freight.
After floating for nearly 50 years, the four-lane bridge is often clogged by traffic and is showing its age.
The floating bridge pontoons are vulnerable to windstorms, and bridge support columns are vulnerable to earthquakes.
The End Result
The I-5 to Medina Bridge Replacement and HOV Project includes a new floating bridge and highway with six lanes, including two general-purpose lanes and one new transit/HOV lane in each direction.
The project also takes key steps to get ready for future light rail, help manage traffic in the Arboretum and transform the future corridor from Montlake to I-5 into a city parkway with landscaped lids and medians.
Project Benefits
The new SR 520 corridor through Seattle will:
Provide transit connections and priority.
Create a pedestrian-friendly urban interchange at Montlake Boulevard.
Restore park area and connections next to the Washington Park Arboretum.
Reduce noise levels from the Portage Bay Bridge.
Be ready for light rail if the region chooses to fund it in the future.
What is the project timeline?
Spring 2011: Publish final environmental impact statement
Mid-2011: Select contractor team for new SR 520 floating bridge
2012: Begin construction of floating bridge
2014: Open new floating bridge to drivers
The schedule for constructing the segments of the corridor west of Lake Washington is pending additional funding.
Financial Information
We are moving forward with construction on a new SR 520 floating bridge, which is fully funded by a variety of state and federal sources, including SR 520 tolling that is set to begin in spring 2011.
We are continuining to work with the Legislature to fund the elements of the project from I-5 to the floating bridge.
Visit the SR 520 Costs, Funding and Tolling page for additional information.
How can I get more information?
Contact:
E-mail: SR520bridge@wsdot.wa.gov
Phone: 206-770-3500
Infoline: 1-888-520-NEWS (6397)
Mail: I-5 to Medina: Bridge Replacement and HOV Project
SR 520 Bridge Replacement and HOV Program
600 Stewart Street, Suite 520
Seattle, WA 98101
I.ROSE.M. # through the windshield on the SF Bay Bridge (icolor added; check out the original photo in my album called "San Francisco City by the Bay").
Re-enactor producing vegetable dyes for wool in the encampment of the English Civil War Society event marking the events of 1643 when Civil War raged across Wiltshire and the West Country.
約莫過了晚上九點，頭頂上的薄霧終於開了。chiming兄跟李大哥他們都是星空迷，這時候開始活絡了起來，底片雙機流、四機流全梭了，沒有一台是閒著的。聽到他們在喊北斗七星，我本來想要繼續曝我的雲流，結果還是忍不住移過來拍。
Abby checks out Meg as she strides by. Meg will get up and finish, and then head for the trainer to get her skinned knees taken care of.
As the nights begin to get darker sooner the thoughts of light painting begin to bug me again.
Just like a little devil sitting on my shoulder saying to me "go on take some lights & paint a picture after work at 2.15 in the morning in the rain!, you know you wanna"!!! LOL :-)
These old gates & pathway lead up to the entrance to the green behind Durham Cathedral, a nice quiet spot to paint :-))
2x Lenser V24's, green & white key lights & a lenser T7 for the silhouette with Lee gels added for the colours :-))
Along Hwy 26 in central Oregon. People just stop an throw their old shoes at the tree and have been doing so for years.
For some, privacy is tantamount. But for others, letting a little light through the fence adds to the decorative nature of the surrounding landscaping.
So a small comprise here . there is a rain gutter on the real bus. I have take this detail and turned it into a staircase stringer to give the fragile stairs some strength.
Well... After a thinking it over a little, I decided to go ahead and add two additional features to the unit. I have now added an Intervalometer and a Lightning Detector to it's capabilities! :-)
The Intervalometer is a bit more capable than the standard ones out there and certainly the one I have built into my camera. It has the ability to set intervals down to the milliseconds! The ones have used in the past only allowed me to set intervals in seconds and not fractions of a second. I am sure there are other uses for it but I know for sure it would have been handy in doing some time lapses while doing higher speeds in a vehicle. The Lightning detection circuit is about as simple as it can get and will work with any camera having a shutter lag of less than 90 milliseconds (just to be on the safe side).
I also spent a lot of time re-writing the code for the update routines to make it easier to navigate through the system parameters, make changes to them, and then added the ability to save them to non-volatile memory so that the saved parameters will be reloaded on power up of the system. All in all, I think this unit will work very nicely in what I want it to do! :-)
All of this has taken up pretty much every moment of the last two days, but most of that time was spent fighting a bug that I ran across in the Arduino compiler in dealing with complex OR comparisons. That was bit frustrating to figure out, but I finally worked my way around it. :-)
So... now I can get back to work on finishing the tutorial and getting the wiring diagram drawn up!