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Cooper Orange
The much anticipated revival of the new MINI Cooper about 6 years ago did not disappoint the automotive industry as the car had won many design awards and earned favorable consumer reviews on a global scale.
The Cooper was designed by an American by the name of Frank Stephenson, manufactured by BMW and assembled in Oxford, UK. Stephenson has since moved on to Ferrari-Maserati and currently to Fiat-Lancia.
I ordered the orange version, exclusive to the convertible, in mid April 2005 and did not receive the car until about 2 ½ months later. It was a long wait where the MINI traveled by ship from Oxford to Halifax, Nova Scotia, Canada and then by train to Vancouver, BC.
Complicated with some sunny weather, the last few weeks of the wait was unbearable, where I constantly phoned the local MINI Richmond, BC dealership probing where my car was. In fact, the dealership informed me that they had been asked by some eager customers if they knew map coordinates of their orders so that it can be tracked on their GPS system, which the dealership had no knowledge of such coordinates. Then the last days saw my MINI stranded in a rail car at a nearby train yard with other deliveries. How’s that for a tattoo of the MINI Cooper brand in the psyche of the consumer?
Especially with the top down, the Cooper drive is exhilarating— even provides great views of SUVs' under carriages. It’s slightly over 2,500lbs weight make the car a solid, stable drive at 90mph (have not reached the century mark yet). The ragtop can automatically open in 15 seconds, and is currently the only mass- production convertible in the market with a sunroof—the ragtop can have about a 16” opening prior to fully being opened.
The 170+hp, hardtop Cooper S edition is faster than my 115hp ragtop; however, they are both the same price and I chose sun over speed. There is also a John Cooper Works edition at around 210+hp, but would add about a $10k price tag.
The advertising campaign in Canada was created by Taxi, where the agency created award-winning executions, including print headlines such as “Parks Faster Than A Ferrari” and “Screw Point B”.
The Cooper not only stands out in traffic, but it also comes with a unique subculture with a wide target market—catering to elders who once owned the original Coopers and of course the younger demographics, and others in between.
(Dec.06)
Bad Cooper. By this photo we can tell that he crossed a very busy arterial! Taken with Cooper's new collar camera.
Cooper's official blog: www.PhotographerCat.com | Cooper on Facebook
Buy Cooper's photo book, framed photos and more at Cooper's gallery store.
Inside the Cooper bag I made my sister. For more pics check out my blog at craftrambler.blogspot.com/2013/12/cooper-christmas.html
The Cooper Union is a privately-funded college in Manhattan that adopts a radical model to higher education by admitting all students wholly on merit, with full tuition scholarships, reflecting the Peter Cooper's belief that high quality education should be free to all, regardless of race, religion or social class.
The New Academic Building, completed in 2009 by Thom Mayne / Morphosis Architecture, is the first academic/lab building in New York City to meet LEED Platinum. The first 8 stories house classrooms, labs, faculty offices and student lounge space, the top floor (9th) houses a studio for the School of Art.
Legendary rock icon Alice Cooper visited Oklahoma City for his "Spend a Night with Alice Cooper Tour" in 2016.
Photo by Nathan Poppe
Bergger 400 in D23 on Schneider SA 75mm 4x5. Cooper WV. To get a good shot from Winston Link's spot some spindly trees need to be cut. As I shot this a train was rolling overhead!
The beautiful Strahm family. :-) My very first portraits! At Heritage Park in Overland Park, KS. (A selection of my favorite keepers and bloopers.)
Pentax K-S2, Auto Sears 55/1.4 (m42)
Cooper Nuclear Station. The nuclear power plant is located near Brownville, NE (23 MI S of Nebraska City, NE) in NRC Region IV. For information, go to www.nrc.gov/reactors/power.html. Photo courtesy of ©Nebraska Public Power District.
More information on the NRC operating reactor facility page link at www.nrc.gov/info-finder/reactor/cns.html
Visit the Nuclear Regulatory Commission's website at www.nrc.gov/.
Photo Usage Guidelines: www.flickr.com/people/nrcgov/
Privacy Policy: www.nrc.gov/site-help/privacy.html
The Cooper Car Company is a car manufacturer founded in December 1947[1] by Charles Cooper and his son John Cooper. Together with John's boyhood friend, Eric Brandon, they began by building racing cars in Charles's small garage in Surbiton, Surrey, England, in 1946. Through the 1950s and early 1960s they reached motor racing's highest levels as their rear-engined, single-seat cars altered the face of Formula One and the Indianapolis 500, and their Mini Cooper dominated rally racing. Due in part to Cooper's legacy, Great Britain remains the home of a thriving racing industry, and the Cooper name lives on in the Cooper versions of the Mini production cars that are still built in England, but are now owned and marketed by BMW.
The first cars built by the Coopers were single-seat 500-cc Formula Three racing cars driven by John Cooper and Eric Brandon, and powered by a JAP motorcycle engine. Since materials were in short supply immediately after World War II, the prototypes were constructed by joining two old Fiat Topolino front-ends together. According to John Cooper, the stroke of genius that would make the Coopers an automotive legend—the location of the engine behind the driver—was merely a practical matter at the time. Because the car was powered by a motorcycle engine, they believed it was more convenient to have the engine in the back, driving a chain. In fact there was nothing new about 'mid' engined racing cars but there is no doubt Coopers led the way in popularizing what was to become the dominant arrangement for racing cars.
Called the Cooper 500, this car's success in hillclimbs and on track, including Eric winning the 500 race at one of the first postwar meetings at Gransden Lodge Airfield, quickly created demand from other drivers (including, over the years, Stirling Moss, Peter Collins, Jim Russell, Ivor Bueb, Ken Tyrrell, and Bernie Ecclestone) and led to the establishment of the Cooper Car Company to build more. The business grew by providing an inexpensive entry to motorsport for seemingly every aspiring young British driver, and the company became the world's first and largest postwar, specialist manufacturer of racing cars for sale to privateers.
Cooper built up to 300 single-and twin-cylinder cars during the 1940s and 1950s,[2] and dominated the F3 category, winning 64 of 78 major races between 1951 and 1954. This volume of construction was unique and enabled the company to grow into the senior categories; With a modified Cooper 500 chassis, a T12 model, Cooper had its first taste of top-tier racing when Harry Schell qualified for the 1950 Monaco Grand Prix. Though Schell retired in the first lap, this marked the first appearance of a rear-engined racer at a Grand Prix event since the end of WWII.
The front-engined Formula Two Cooper Bristol model was introduced in 1952. Various iterations of this design were driven by a number of legendary drivers – among them Juan Manuel Fangio and Mike Hawthorn – and furthered the company's growing reputation by appearing in Grand Prix races, which at the time were run to F2 regulations. Until the company began building rear-engined sports cars in 1955, they really had not become aware of the benefits of having the engine behind the driver. Based on the 500-cc cars and powered by a modified Coventry Climax fire-pump engine, these cars were called "Bobtails". With the center of gravity closer to the middle of the car, they found it was less liable to spins and much more effective at putting the power down to the road, so they decided to build a single-seater version and began entering it in Formula 2 races.
Rear-engined revolution[edit]
Cooper T39/Climax cars Goodwood 30 May 1955, Equipe Endeavour Chief Mechanic John Crosthwaite facing cars
1956 Silverstone GP Formula 2 race winner Roy Salvadori with foot on tyre of Cooper T41
Jack Brabham raised some eyebrows when he took sixth place at the 1957 Monaco Grand Prix in a rear-engined Formula 1 Cooper. When Stirling Moss won the 1958 Argentine Grand Prix in Rob Walker's privately entered Cooper and Maurice Trintignant duplicated the feat in the next race at Monaco, the racing world was stunned and a rear-engined revolution had begun. The next year, 1959, Brabham and the Cooper works team became the first to win the Formula One World Championship in a rear-engined car. Both team and driver repeated the feat in 1960, and every World Champion since has been sitting in front of his engine.
The little-known designer behind the car was Owen Maddock, who was employed by Cooper Car Company.[3] Maddock was known as 'The Beard' by his workmates, and 'Whiskers' to Charles Cooper. Maddock was a familiar figure in the drivers' paddock of the 1950s in open-neck shirt and woolly jumper and a prime force behind the rise of British racing cars to their dominant position in the 1960s. Describing how the revolutionary rear-engined Cooper chassis came to be, Maddock explained, "I'd done various schemes for the new car which I'd shown to Charlie Cooper. He kept saying 'Nah, Whiskers, that's not it, try again.' Finally, I got so fed up I sketched a frame in which every tube was bent, meant just as a joke. I showed it to Charlie and to my astonishment he grabbed it and said: 'That's it!' " Maddock later pioneered one of the first designs for a honeycomb monocoque stressed skin composite chassis, and helped develop Cooper's C5S racing gearbox.
Brabham took one of the championship-winning Cooper T53 "Lowlines" to Indianapolis Motor Speedway for a test in 1960, then entered the famous 500-mile race in a larger, longer, and offset car based on the 1960 F1 design, the unique Type T54. Arriving at the Speedway 5 May 1961, the "funny" little car from Europe was mocked by the other teams, but it ran as high as third and finished ninth. It took a few years, but the Indianapolis establishment gradually realized the writing was on the wall and the days of their front-engined roadsters were numbered. Beginning with Jim Clark, who drove a rear-engined Lotus in 1965, every winner of the Indianapolis 500 since has had the engine in the back. The revolution begun by the little chain-driven Cooper 500 was complete.
Cooper climax T54 used in the 1961 Indianapolis 500 Mile Race digital collage
Once every Formula car manufacturer began building rear-engined racers, the practicality and intelligent construction of Cooper's single-seaters was overtaken by more sophisticated technology from Lola, Lotus, BRM, and Ferrari. The Cooper team's decline was accelerated when John Cooper was seriously injured in a road accident in 1963 driving a twin-engined Mini, and Charles Cooper died in 1964.
After the death of his father, John Cooper sold the Cooper Formula One team to the Chipstead Motor Group in April 1965. The same year, the Formula One team moved from Surbiton to a modern factory unit at Canada Road, Oyster Lane in Byfleet, just along the road from Brabham in New Haw and close to Alan Mann Racing. Cooper's 1965 season petered out and at the end of the year, number one driver Bruce McLaren left to build his own F1 car for the new for 1966 3-litre formula. Cooper's new owners held the Maserati concession for the UK and arrangements were made for Cooper to build a new 3-litre Cooper-Maserati car which would be available for sale as well being raced by the works team. The Maserati engine was an updated and enlarged version of the 2.5-litre V-12 which had made sporadic appearances in the works 250Fs in 1957. It was an old design, heavy and thirsty and the new Cooper T81 chassis built to take it was necessarily on the large side, in spite of which the bulky V-12 always looked though it was spilling out of the back. Three cars were sold to private owners, one each to Rob Walker for Jo Siffert to drive, Jo Bonnier's Anglo Swiss Racing Team, and French privateer Guy Ligier. None of these cars achieved much success.
Jochen Rindt was entering the second year of his three-year contract, but with the departure of McLaren, Cooper had a seat to fill in the second car and with the team's recent lack of success, understandably, a large queue of potential drivers was not forming at Canada Road. In the circumstances, Cooper were fortunate to acquire the services of Honda's Richie Ginther, who was temporarily unemployed due to the Japanese company's late development of their new 3-litre car. After a couple of races, Ginther was recalled by Honda to commence testing of their new car and the American was no doubt more than somewhat chagrined to discover that it was even bigger and heavier than the Cooper. After making a one-off arrangement with Chris Amon (unemployed due to the McLaren team's engine problems) to drive in the French Grand Prix, Cooper had an enormous stroke of luck when John Surtees became available after falling out with Ferrari. Once conflicting fuel contract issues were resolved (Surtees was with Shell, Cooper with BP), Surtees joined the team. Cooper honoured its commitment to Amon, so three cars were run in the French GP. Subsequently, the team reverted to two entries for Surtees and Rindt and with the former Ferrari driver's development skills and a switch to Firestone tyres, the car was improved to the point that Surtees was able to win the final race of the year in Mexico.
Surtees left to join Honda for 1967 and Pedro Rodríguez joined Rindt in the team and immediately won the opening race of 1967 in South Africa in an unlikely Cooper one-two. This was a fortuitous win for Rodríguez, as he was being outpaced by Rhodesian John Love in his three-year-old ex McLaren Tasman Cooper powered by a 2.7-litre Coventry Climax FPF. Unfortunately, Love had to make a late pit stop for fuel and could only finish second. This was to be Cooper's last ever Grand Prix victory. The rest of the 1967 season had the team's fortunes steadily decline and the midseason appearance of the lighter and slimmer T86 chassis failed to improve things. Rindt, impatiently seeing out his Cooper contract, deliberately blew up his increasingly antiquated Maserati engine in the US Grand Prix and was dropped for the final race of the year in Mexico.
For 1968, Cooper would have liked to have joined the queue for the Cosworth-Ford DFV, but felt that its connections to British Leyland with the Mini-Coopers made this inadvisable. Instead, a deal was done with BRM for the use of its 3-litre V-12, originally conceived as a sports car unit, but which BRM themselves would be using in 1968. A slightly modified version of the T86 was built for the new engine, dubbed T86B and Italian ex-Ferrari driver Ludovico Scarfiotti and young Englishman Brian Redman were employed to drive it. The cars managed three-four finishes in the Spanish and Monaco Grands Prix, largely thanks to the unreliability of the competition, but then Scarfiotti was killed driving a Porsche in the Rossfeld hill climb and Redman had a big accident in the Belgian Grand Prix which put him out of action for several months. Cooper continued the season with a motley collection of drivers, none of whom could make anything of the outclassed T86B. During the season, Cooper built a modified chassis, the T86C, intended to take an Alfa Romeo 3-litre V-8 but the project was stillborn.
The beginning of the end for the Cooper Car Company was in 1969, as it tried, and failed, to find sponsorship for a new Cosworth DFV-powered car and there were many redundancies. Frank Boyles was the last to leave, since he was in charge of building customer cars and it had been hoped that some more F2 cars would be sold. Frank went on to design and build a Formula Ford car called the Oscar and also a series of Oval Circuit cars known as Fireballs. Driving the rear-engine version of this car, Frank won more than 200 races during a period up until 1975 in a car he had designed and raced himself. This record is believed to have never been beaten.
In all, Coopers participated in 129 Formula One World Championship events in nine years, winning 16 races.
Besides Formula One cars, Cooper offered a series of Formula Junior cars. These were the T52, T56, T59, and T67 models. Ken Tyrrell ran a very successful team with John Love and Tony Maggs as his drivers. Following the demise of Formula Junior, Ken Tyrrell tested Jackie Stewart in a Formula Three car, a Cooper T72. This test at the Goodwood Circuit marked the start of partnership which dominated motorsport later on.
In October 2009, Mike Cooper, the son of John Cooper, launched Cooper Bikes, the bicycle division of the Cooper Car Company.
One of three cars built by Garrie Cooper before the Elfin brand. Started by Eldred Norman and finished by Garrie Cooper and Norman Butler, the second racing car Garrie Cooper was involved in building. Adelaide Motorsport Festival
Cooper is a 9 week old lab (therapy dog in training) that came to visit our office today. Such cuteness!
Cooper's hawk (Astur cooperii) is a medium-sized hawk native to the North American continent and found from southern Canada to Mexico. This species was formerly placed in the genus Accipiter. As in many birds of prey, the male is smaller than the female. The birds found east of the Mississippi River tend to be larger on average than the birds found to the west.[4] It is easily confused with the smaller but similar sharp-shinned hawk.
A Customs and Border Protection Officer inspects a Mini Cooper that arrived to Port Elizabeth NJ that had numerous violations associated with it related to importation. This vehicle will be destroyed as a result. Photos by James Tourtellotte
Relato de viagem
LENÇOIS MARANHENSES E SÃO LUÍS
Iniciamos nossa viagem, Eu (Adriano) e meu amigo (Glauco) no dia oito de julho de 2011, onde tomamos o vôo da Gol às 10:50 h com destino a São Luís, com conexão em Brasília. Nosso horário de chegada em São Luís foi às 16:00 horas, onde desembarcamos em um aeroporto improvisado, que mais parecia um circo do que um aeroporto propriamente dito, visto que o terminal estava interditado, pois o teto ameaçava ruir. Já na chegada, comprovamos o que tanto é falado na imprensa escrita e falada sobre a família Sarney e a degradação do estado do Maranhão.
Nós antes de partirmos para esta viagem-aventura, procuramos informações sobre os horários de ônibus de São Luís para Barreirinhas, e vimos que somente havia ônibus no horário das 19:00 horas saindo do terminal rodoviário visto que chegamos as 16:00 horas.
Assim que desembarcamos procurei saber com os presentes no aeroporto sobre como fazer para pegar uma van com destino a Barreirinhas e não fui feliz em obter informações de taxistas e militares ali presente, tentei andar no entorno do aeroporto e desisti da idéia, visto que este fica num local meio ermo e julguei ser perigoso.
Contratamos um serviço de taxi para que nos levasse até a rodoviária pelo valor de R$20 reais. Assim que entramos no taxi, perguntei ao motorista sobre transportes alternativos para Barreirinhas e o mesmo nos informou que ali próximo havia um local para que este fosse tomado. O taxi não andou nem 2 km e estávamos no ponto das vans e assim que o taxi parou veio um cara malucão, descalço e sem camisa que já foi abrindo a porta e descarregando nossas bagagens para que tomássemos a van. Ficamos muito assustados, pensamos que fossemos ser assaltado, e pedi ao motorista para não nos deixar ali até que estivéssemos dentro da van. Havia somente uma vaga na van e então desistimos, pois o lugar é sinistro, tem a cooperativa das vans e mais um tanto de clandestinos. Entramos no taxi novamente e assim que entramos surgiu uma nova van com vagas. Neste caso entramos e o loucão colocou nossas bagagens e partimos rumo Barreirinhas, numa viagem que durou aproximadamente três horas e dez minutos a um preço de R$30,00 por pessoa. Ganhamos 3 horas nesta baldeação, além de interagir com os moradores locais que nos falaram sobre a cultura da região, costumes, etc.
Na estrada rumo a Barreirinhas, pudemos observar muita pobreza, com casas de pau a pique e sem energia e também muitos animais e quebra molas na pista, mas o asfalto estava em ótimo estado.
Chegamos em Barreirinhas por volta das 19:30 horas, onde nos hospedamos na pousada da Deusa ( Rua Major Gallas, 08 – Centro – Barreirinhas – MA – CEP: 65590-000. Algumas fotos da pousada:
www.flickr.com/photos/viajaminas/5974073707/in/set-721576... ), onde pegamos um quarto com ar condicionado, banheiro e TV. O local é muito agradável, muito limpo e a dona uma pessoa excepcional. Também estava incluso na diária o café da manhã que era excelente. Pagamos o valor da diária de R$70,00 para duas pessoas, preço excelente! Nesta mesma noite fomos aos bares e restaurantes na avenida beira rio (margens do rio Preguiça), onde comemos um delicioso camarão acompanhado de uma cerveja estupidamente gelada. A pousada em que ficamos fica a uns 300 ou 400 metros desta avenida agradável. A cidade de Barreirinhas tem uma boa infra-estrutura para o turismo, um povo hospitaleiro, pousadas, hotéis, restaurantes, etc. Na própria pousada marcamos com a Deusa (Deusa é o nome da dona da pousada) o passeio do dia 09 de julho rumo a lagoa Azul pelo valor de R40,00 por pessoa, visto que os lençóis se situam longe da cidade e somente se chega por meio de veículos traçados 4x4, pois as trilhas são caminhos de areia com vegetação de capoeira, muitos baques, travessia de terrenos alagados, etc., além de que quem senta nas laterais dos veículos ter que se desviar dos galhos que ficam a margem da trilha.
É interessante ressaltar que os passeios que partem de Barreirinhas rumo aos passeios pelo parque tem dois horários de saída, às 8:30 horas com chegada em Barreirinhas às 13:30 horas e saída às 13:30 com chegada em Barreirinhas às 18:30 horas. Todas as agências padronizam estes horários para que o mesmo carro possa levar dois grupos de turistas por dia. No passeio do dia 09 fomos às 8:30 horas, mas saímos um pouco mais tarde devido a uma chuva muito forte que caiu na hora da saída e que passou após uns 20 minutos. É importante levar água, lanche, etc. pois nos lençóis não há estrutura alguma de apoio ao turista.
No sábado dia 09, antes de partirmos no passeio visitamos a feira local, onde são vendidos peixes de água doce e salgada, camarões, verduras, frutas, carne de sol, farinha de mandioca, etc. A cidade fica muito movimentada, com senhoras comprando a mistura do dia a dia, o comércio vendendo suas mercadorias, etc. Conhecer a feira livre de uma região é conhecer a cultura local e seus costumes. É essencial quando se quer realmente conhecer os costumes de uma região.
Depois de enfrentar trilhas com muita areia, baques, travessia de locais alagados que às vezes a água chegava ao piso da caminhonete da marca Toyota, chegamos aos lençóis. Iniciamos uma caminhada com o tempo limpo, céu azul, muito sol e areia branca e fina como sal onde nos deparamos primeiramente com a lagoa da preguiça e na sequência lagoa Azul e mais adiante a Lagoa do peixe. Muitos dos que fizeram a caminhada conosco não quiseram caminhar até a lagoa do peixe, que dura uns 15 a 20 minutos, recomendo a todos que façam esta caminhada pois a paisagem é exuberante, onde podemos observar o que realmente são os lençóis. As águas são translúcidas, límpida e o contraste com o céu e a luz do sol faz com que a mesma tenha tons que vão do azul celeste ao verde esmeralda, cercadas por dunas de areia branca que tem diversos contornos, um verdadeiro espetáculo da natureza ( www.flickr.com/photos/viajaminas/sets/72157627163677355/ ). Nestas lagoas existem uns peixinhos pequenos que as habitam e que morrem na época da seca (outubro a fevereiro), visto que a maioria das lagoas seca. Voltamos a Barreirinhas onde chegamos por volta das 14:30 horas, onde descançamos um pouco e depois saímos para bater perna pela cidade.
Contratamos com a Deusa o passeio para o dia 10 de julho, rumo a Lagoa Bonita pelo valor de R$40,00 reais com saída às 13:30 horas. Na manhã deste dia ficamos passeando nas lojinhas de artesanato local, lojas, etc. até a hora do passeio. Recomendamos a todos que forem fazer o passeio rumo a Lagoa Bonita que saiam à tarde, visto que a paisagem é excepcional e o pôr-do-sol espetacular nesta duna alta que dá uma visão do que realmente são os Lençóis Maranhenses. Lembro que todos tem que subir por uma duna íngreme, para que atinjam os lençóis e a lagoa Bonita, não precisando de se preocupar, pois há uma corda para que menos preparados se apóiem na subida. SE TIVEREM QUE OPTAR POR UM DOS 2 PASSEIOS SUGIRO ESSE ULTIMO!
Chegamos à noite em Barreirinhas e já contratamos com a Deusa um passeio de barco durante todo o dia pelo rio Preguiças pelo valor de R$50,00 por pessoa. Saímos às 8:00 horas com o barqueiro sobrinho da Deusa juntamente com mais 4 pessoas. O rio Preguiças é maravilhoso, com diversos igarapés, margens arborizadas com diversas espécies inclusive Buritizeiros, Açaizeiro, etc., um rio largo, águas cor de coca-cola, com muitos peixes que são a base de sustentação de várias famílias de moradores da região. Na região de Barreirinhas o rio é de água doce, alguns quilômetros em sentido ao oceano, inicia-se as águas salobras com vegetação de mangue. Nossa primeira parada foi em Vassouras, onde se situa os pequenos lençóis. Há um barzinho feito com palhas de palmeiras e uma família imensa de macacos pregos que vem pegar bananas em nossa mão. Caminhamos um pouco pelos pequenos lençóis onde observamos que a areia é avermelhada em comparação com os grandes Lençóis. A paisagem das dunas nas margens do rio Preguiças é espetacular onde se contrasta o verde das matas do outro lado do rio com a areia da margem em que ficamos, além das lagoas que se formaram entre estas dunas.
Após uma parada de aproximadamente 40 minutos partimos rumo a comunidade de Mandacaru, que é uma comunidade de pescadores e onde se situa o farol Preguiças. Existem várias casas de pescadores, lojinhas de artesanatos onde presenciamos senhoras trançando as palhas do buriti para confecção das peças artesanais. Subimos no Farol preguiças (ufa, aja fôlego e pernas) e pudemos observar a grandiosidade daquela região, de onde tivemos a visão do encontro do rio Preguiças com o mar, Caburé, Atins e parte dos lençóis.
Na saída do Farol encontramos com o Sr. Celico, responsável pela manutenção do farol. O mesmo nos disse que aprendeu a profissão com seu pai e que já está quase se aposentando e que ama o que faz.
Dando continuidade ao passeio fomos rumo a Caburé onde chegamos às 11:30horas e ficamos toda a tarde onde pudemos optar em banhar no rio Preguiças ou no mar. Comemos no almoço um escabeche de peixe maravilhoso, com arroz, feijão e farofa. Após o almoço pudemos descançar em uma das diversas redes disponíveis para os clientes do restaurante. Vimos o tempo passar de barriga cheia e para o ar. Saímos de Caburé com destino a Barreirinhas às 16 horas.
Procuramos nos informar previamente sobre qual o melhor horário para nos deslocarmos de Barreirinhas rumo a comunidade de Sangue que fica a margens da BR para que tomássemos o transporte 4x4 rumo a cidade de Santo Amaro do Maranhão. Fomos informados que teríamos que pegar o ônibus Cisne Branco às 6:00 horas da manhã, onde chegaríamos a Sangue às 7:15 horas, pelo valor de R$5,00 por pessoa, pois caso fossemos no horário das 9 horas, seria provável que não conseguiríamos transporte para Santo Amaro. Fizemos o que nos foi recomendado no dia 12 de julho e chegando a Sangue vimos que havia somente uma Toyota que já estava esperando passageiros que vinham de van de São Luís e que não sabia se haveria lugar para nós. Perguntamos quando poderia surgir a próxima condução e nos foi informado que somente no final da tarde, isto se houvesse algum condutor de Santo Amaro que fosse levar passageiro a Sangue. Ficamos preocupados em sobrar naquele bar beira de estrada. Por sorte, o dono do transporte conseguiu dois lugares para nós, onde não conseguimos entender como se encaixou tantas malas, mercadorias, etc. naquele meio de transporte. Ao todo, incluindo o motorista e a cabine a Toyota transportou 19 pessoas, incluindo crianças. Recomendamos a todos que desejam conhecer Santo Amaro que cheguem o mais cedo possível em Sangue, pois os meios de transporte que vão para Santo Amaro saem entre 06:40 às 7:00 horas da manhã, pois encontramos alguns turistas que chegaram às 8:30 horas e ficaram aguardando transporte até as 16 horas, com risco de não aparecer. Levem repelente a Sangue, pois há uns mosquitinhos que acabam com a perna dos turistas. O bicho ataca mesmo.
A viagem de Sangue a Santo Amaro ficou em R$15,00 reais por pessoa, e durou pouco mais de 2 horas para rodarmos por volta de 35 km em estrada de areia, cheia de altos e baixos. Vale a pena o sacrifício, pois os lençóis do lado da cidade de Santo Amaro do Maranhão são espetaculares, pois não há a presença de muitos turistas e você se sente no paraíso perdido. A cidade de Santo Amaro está iniciando sua estruturação para recepção aos turistas, pois é uma cidade pequena. Ficamos na pousada Encanto dos Lençóis ( www.flickr.com/photos/viajaminas/5974585874/in/set-721576... ) onde pagamos a diária de R$70,00 para duas pessoas, em quarto com TV, ar condicionado, ventilador e banheiro, com direito a café da manhã. A sra. Isabel é muito simpática e nos acolheu muito bem, marcando até nossa viagem de volta a São Luís. A pousada é nova e foi inaugurada em fevereiro de 2011. Chegamos a Santo Amaro às 10:00 horas e fomos almoçar e descansar um pouco, visto que acordamos às 5:00 horas para pegar o ônibus de Barreirinhas a Sangue. Almoçamos no restaurante do Fábio que fica em frente ao Centro de Artesanato, atrás da igreja matriz da cidade. O almoço foi espetacular, com um baião de dois, camarão frito ao alho e óleo, farofa e salada e uma cerveja estupendamente gelada. O preço melhor ainda, R$ 20,00 para 2 pessoas
A tarde decidimos caminhar até a lagoa da Gaivota, os guias locais não nos recomendaram ir sem acompanhamento, pois era arriscado se perder, mas fomos assim mesmo. Não há perigo de se perder pois seguimos beirando os lençóis e depois seguimos os rastros dos carros 4x4 e chegamos a lagoa da gaivota que é maravilhosa! Imensa e sem a presença de muitos turistas como é o caso de Barreirinhas (muitas das lagoas aqui em Santo Amaro são literalmente desertas). A caminhada de ida durou 1:30 horas, mas valeu a pena. Levem água, alimentos e muito protetor solar. Voltamos a cidade onde descansamos e saímos para comer uns petiscos com cerveja (bar do Fábio sempre). Valeu a pena nos sacrificarmos para chegarmos a Santo Amaro, pois se trata de um lugarejo isolado e a natureza muito preservada, quase intocada. É importante também informar para quem se desloca até este pequeno município que não há agências bancárias, somente um terminal do Bradesco, e uma casa lotérica que se pode fazer saques, mas fomos informados que quase sempre fica sem dinheiro no caixa. Ao lado deste município tem um rio maravilhoso para se banhar, com água doce e águas límpidas cor de coca-cola.
No dia seguinte, dia 13 de julho, nos juntamos a outros turistas para fecharmos um passeio rumo a comunidade Betânia que fica ao lado dos Lençóis. Foi uma experiência única, visto que nosso amigo Cláudio juntamente com sua namorada Maíra estava realizando um trabalho de doutorado junto aos moradores locais sobre a influência do parque nacional na vida daquela comunidade que já estava ali há anos e agora se situa dentro do parque. Existem uma série de restrições e ouvimos dos moradores locais uma série de reclamações, visto que agora não podem cultivar na área do parque para que se venda o excedente. São famílias simples, muito humildes, mas de um coração sem igual. Por este experiência vimos quão diverso é nosso país, enquanto às vezes reclamamos que estamos comendo muito frango, tinha famílias que somente tinha farinha e feijão para a alimentação diária. Para se chegar a esta comunidade passamos por dentro do parque e foi maravilhoso o passeio, onde observamos dunas e lagoas intocadas, gaivotas e muitos animais como jegue, gado e cabras que adentram os lençóis para comer alguma vegetação que se desponta nas baixadas. Almoçamos uma galinha caipira muito bem preparada por uma senhora da comunidade e foi maravilhosa a experiência. O passeio sai por R$30,00/pessoa.
No dia 14 de julho, último dia em Santo Amaro, fomos até a comunidade Queimada dos Britos que se situa no centro dos lençóis e se trata de um oásis no centro de uma imensidão de areia. Passamos pela lagoa da Gaivota, Lagoa Emendada (maravilhosa e gigante, pois se trata de várias lagoas unidas) e outras. Naquela comunidade que nem possuía energia elétrica, pudemos conversar com os moradores locais, seu modo de vida, pesca e coisas afim. Uma família nos acolheu muito bem e preparou nosso almoço, mais uma galinha caipira, maravilhosa, muito saborosa. O local é isolado e preservado. No fim do dia voltamos até a lagoa da Gaivota para vermos o por do sol. A noite nossa turma da aventura nos reunimos no restaurante do Fábio que fica ao lado do centro de artesanato para tomarmos uma cerveja, comer uns petiscos e fazer o balanço deste dia tão bem aproveitado.
Para nos deslocarmos até São Luís, dona Isabel marcou junto a um dono de van dois lugares para sairmos às 3:20 da manhã do dia 15 de julho. Lembro a todos que o horário de saída é bem cedo mesmo, tem dias que tem saídas à tarde. Chegamos a comunidade de Sangue às margens da BR às 06:20 horas, pois houve um atraso ao pegar os passageiros em Santo Amaro do Maranhão. Chegando lá, a van já estava esperando para irmos a São Luís. O valor da Toyota e Van ficou por R$40,00. Chegamos às 10:30 horas em São Luis, onde ficamos na pousada colonial (http://www.flickr.com/photos/viajaminas/5974668570/in/set-72157627160096791/ Rua Afonso Pena, 112 - São Luís - MA, CEP: 65010-030
Centro Histórico (98) 3232-2834 / 3232-1258), onde a van nos deixou na porta, pois o sistema de van deixa onde o passageiro for ficar pelo preço descrito acima. A pousada é muito boa, situada no centro histórico, mas nos decepcionamos com a capital, visto que se encontra em estado de abandono o centro histórico, com casarões desabando e mal conservados. A cidade tem um patrimônio histórico enorme mas que infelizmente esta sendo destruído pela administração da família Sarney. Presenciamos numa fonte famosa (que deveria ser um dos cartões postais da cidade), moradores de rua se banhando, a pintura da fonte parece que foi feita por crianças de tão mal pintada que foi. É uma lástima ver um patrimônio da Unesco tão bonito em total estado de abandono, por falta de apoio e vontade de políticos como Roseana (governadora) e o prefeito daquela capital. O presidente da câmara dos deputados, José Sarney, se diz tão influente na política, por que não investe na reforma de casarões presentes naquele centro histórico? Será que a cobiça não deixa sobrar um pouquinho de dinheiro para investir em sua própria cidade? É triste o que presenciamos. Somente próximo o mercado das Tuias é que o patrimônio encontra-se em “melhor” estado de conservação. À noite, fomos próximo ao mercado das Tuias onde tem vários barzinhos com música ao vivo, com mesas na calçada, mas não tivemos 1 minuto de sossego, de tantos pedintes que a todo momento batia em nossa mesa. No centro histórico existem muitos moradores de rua, usuários de craque, e outros que importunam a todo o momento, sem falar na insegurança que toma conta do centro histórico a partir das 21 ou 22 horas, visto que as ruas ficam quase desertas e há muito roubo. Para ser sincero, em São Luís foi uma decepção, ao ver uma cidade que era para ser tão bonita num estado de total abandono por parte dos governantes na esfera estadual e municipal. Também presenciamos que o museu do palácio dos leões estava fechado no dia 15 de julho, sexta-feira, devido ao casamento da filha da Roseana Sarney que iria realizar a festa do casamento naquele prédio que fica ao lado de sua morada. Um absurdo para nós que viemos de longe (MG) para conhecer um museu interessante. No dia seguinte, fomos a praia do Calhau, local onde há boas residências, lojas, e muitas barracas de praia. A cor da água do mar não é a mais clara, visto que existem vários rios que deságuam na capital. À tarde fomos ao shopping São Luís, onde andamos nas lojas e fomos a praça de alimentação fazer um lanche. À noite fomos ao centro Festejar, localizado na lagoa da Jança, onde presenciamos a tradição local, a dança do boi bumbá com apresentação de diversos grupos com músicas de boi de matraca e boi de orquestra. É mais tradicional o boi de matraca, é muito bonita a tradição e sentimos orgulho por sermos brasileiros e fazermos parte de uma população tão rica em costumes e danças, mas ao mesmo tempo triste por vermos um povo tão pacato que não exige a presença dos poderes públicos na melhoria das condições das cidades em que fazem parte (ex. São Luís). Havia muitas barracas com comidas típicas maranhenses e bebidas (Guaraná de Jesus). Valeu a pena a visita ao Vale Festejar, onde chegamos às 21 horas e saímos às 2:30 horas do dia 16 de julho. Esse espetáculo do Boi foi o que salvou nossa vista a São Luis. É realmente muito bonito a festa do boi (eu, Glauco, quase não fui porque estava tão decepcionado com a cidade que achei que seria péssimo, mas estava muuuito enganado visto que é muito legal a festa e a meu ver, foi sem duvida o que de mais bonito vi em são Luis). No dia 16 de julho andamos um pouco no centro histórico que se encontra vazio aos domingos (recomendamos visitar nos dias de semana ou aos sábados) e a tarde partimos de volta às Minas Gerais, terra do bom café, queijo e claro, do pão de queijo.
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French postcard by Editions P.I., Paris, no. 220. Photo: M.G.M.
American screen legend Gary Cooper (1901-1961) is well remembered for his stoic, understated acting style in more than one hundred Westerns, comedies and dramas. He received five Oscar nominations and won twice for his roles as Alvin York in Sergeant York (1941) and as Will Kane in High Noon (1952).
Frank James Cooper was born in Helena, Montana in 1901. His parents were English immigrants, Alice Cooper-Brazier and Charles Henry Cooper, a prominent lawyer, rancher, and eventually a state supreme court judge. Frank left school in 1918 and returned to the family ranch to help raise their five hundred head of cattle and work full-time as a cowboy. In 1919, his father arranged for his son to complete his high school education at Gallatin County High School in Bozeman, Montana. His English teacher, Ida W. Davis, played an important role in encouraging him to focus on academics, join the school's debating team, and become involved in dramatics. He was in a car accident as a teenager that caused him to walk with a limp for the rest of his life. In the fall of 1924, Cooper's parents moved to Los Angeles to administer the estates of two relatives. Cooper joined them and there he met some cowboys from Montana who were working as film extras and stuntmen in low-budget Western films. Cooper decided to try his hand working as a film extra for five dollars a day, and as a stuntman for twice that amount. In early 1925, Cooper began his film career working as an extra and stuntman on Poverty Row in such silent Westerns as Riders of the Purple Sage (Lynn Reynolds, 1925) with Tom Mix, and The Trail Rider (W.S. Van Dyke, 1925) with Buck Jones. Cooper paid for a screen test and hired casting director Nan Collins to work as his agent. Collins changed his first name to ‘Gary’ after her hometown of Gary, Indiana. Cooper also worked in non-Western films. He appeared as a masked Cossack in The Eagle (Clarence Brown, 1925) with Rudolph Valentino, as a Roman guard in Ben-Hur (Fred Niblo, 1925) with Ramón Novarro, and as a flood survivor in The Johnstown Flood (Irving Cummings, 1926) with George O'Brien. Gradually he began to land credited roles that offered him more screen time, such as Tricks (Bruce M. Mitchell, 1925), in which he played the film's antagonist. As a featured player, he began to attract the attention of major film studios and in June 1926, Cooper signed a contract with Samuel Goldwyn Productions. His first important film role was in The Winning of Barbara Worth (Henry King, 1926) with Ronald Colman and Vilma Bánky. The film was a major success, and critics called Cooper a "dynamic new personality" and future star. Cooper signed a five-year contract with Jesse L. Lasky at Paramount Pictures for $175 per week. In 1927, with help from established silent film star Clara Bow, Cooper landed high-profile roles opposite her in Children of Divorce (Frank Lloyd, 1927) and Wings (William A. Wellman, 1927), the first film to win an Academy Award for Best Picture. With each new film, Cooper's acting skills improved and his popularity continued to grow, especially among female movie-goers. He received a thousand fan letters per week. The studio placed him opposite popular leading ladies in films such as Beau Sabreur (John Waters, 1928) with Evelyn Brent, Half a Bride (Gregory La Cava, 1928) with Esther Ralston, and Lilac Time (George Fitzmaurice, 1928) with Colleen Moore. The latter introduced synchronized music and sound effects and became one of the biggest box office hits of the year.
In 1929, Gary Cooper became a major film star with his first sound picture, The Virginian, (Victor Fleming, 1929). The Virginian was one of the first sound films to define the Western code of honour and helped establish many of the conventions of the Western genre. The romantic image of the tall, handsome, and shy cowboy hero that embodied male freedom, courage, and honour was created in large part by Cooper's performance in the film. Cooper transitioned naturally to the sound medium, with his deep, clear, and pleasantly drawling voice. One of the high points of Cooper's early career was his portrayal of a sullen legionnaire in Josef von Sternberg's Morocco (1930) with Marlene Dietrich in her American debut. Cooper produced one of his finest performances to that point in his career. In the Dashiell Hammett crime drama City Streets (Rouben Mamoulian, 1931) he played a misplaced cowboy in a big city who gets involved with gangsters to save the woman (Sylvia Sidney) he loves. After making ten films in two years Cooper was exhausted and had lost thirty pounds. In May 1931, he sailed to Algiers and then Italy, where he lived for the next year. During his time abroad, Cooper stayed with the Countess Dorothy di Frasso who taught him about good food and vintage wines, how to read Italian and French menus in the finest restaurants, and how to socialize among Europe's nobility and upper classes. In 1932, a healthy Cooper returned to Hollywood and negotiated a new contract with Paramount for two films per year, a salary of $4,000 per week, and director and script approval. He appeared opposite Helen Hayes in A Farewell to Arms (Frank Borzage, 1932), the first film adaptation of an Ernest Hemingway novel. Critics praised his highly intense and at times emotional performance, and the film went on to become one of the year's most commercially successful films. The following year, Cooper appeared in the Ernst Lubitsch comedy Design for Living (1933) with Miriam Hopkins and Fredric March and based loosely on the successful Noël Coward play. Wikipedia: “The film received mixed reviews and did not do well at the box office, but Cooper's performance was singled out for its versatility and revealed his genuine ability to do light comedy”. Then, he appeared in his first of seven films by director Henry Hathaway, Now and Forever (1934), with Carole Lombard and Shirley Temple. The film was a box-office success. His next two Henry Hathaway films were the melodrama Peter Ibbetson (1935) with Ann Harding, about a man caught up in a dream world created by his love for a childhood sweetheart, and the romantic adventure The Lives of a Bengal Lancer (1935), about a daring British officer and his men who defend their stronghold at Bengal against rebellious local tribes. The latter was nominated for six Academy Awards and became one of Cooper's most popular and successful adventure films.
Gary Cooper returned to Poverty Row for the first time since his early silent film days to make Mr. Deeds Goes to Town (Frank Capra, 1936) with Jean Arthur for Columbia Pictures. Cooper plays the character of Longfellow Deeds, an innocent, sweet-natured writer of greeting cards who inherits a fortune, leaves behind his idyllic life in Vermont and travels to New York where he faces a world of corruption and deceit. For his performance in Mr. Deeds, Cooper received his first Oscar nomination. In the adventure film The General Died at Dawn (Lewis Milestone, 1936) with Madeleine Carroll, he plays an American soldier of fortune in China who helps the peasants defend themselves against the oppression of a cruel warlord. Written by playwright Clifford Odets, the film was a critical and commercial success. In Cecil B. DeMille's sprawling frontier epic The Plainsman (1936) with Jean Arthur—his first of four films with the director—Cooper portrays Wild Bill Hickok in a highly-fictionalized version of the opening of the American western frontier. That year, Cooper appeared for the first time on the Motion Picture Herald exhibitor's poll of top ten film personalities, where he would remain for the next twenty-two years. In Ernst Lubitsch's romantic comedy Bluebeard's Eighth Wife (1938) with Claudette Colbert, Cooper plays a wealthy American businessman in France who falls in love with an impoverished aristocrat's daughter and persuades her to become his eighth wife. In the adventure film Beau Geste (William A. Wellman, 1939) with Ray Milland, he joined the French Foreign Legion to find adventure in the Sahara fighting local tribes. Wikipedia: “Beau Geste provided Cooper with magnificent sets, exotic settings, high-spirited action, and a role tailored to his personality and screen persona.” Cooper cemented his cowboy credentials in The Westerner (William Wyler, 1940). He won his first Academy Award for Best Actor in 1942 for his performance as Alvin York, the most decorated U.S. soldier from the Great War, in Sergeant York (Howard Hawks, 1941). Cooper worked with Ingrid Bergman in For Whom the Bell Tolls (Sam Wood, 1943) which earned him his third Oscar nomination. The film was based on a novel by Ernest Hemingway, with whom Cooper developed a strong friendship. On 23 October 1947, he appeared before the House Un-American Activities Committee in Washington, not under subpoena but responding to an invitation to give testimony on the alleged infiltration of Hollywood by communists. Although he never said he regretted having been a friendly witness, as an independent producer, he hired blacklisted actors and technicians. He did say he had never wanted to see anyone lose the right to work, regardless of what he had done. Cooper won his second Oscar for his performance as Marshal Will Kane in High Noon (Fred Zinnemann, 1952), one of his finest roles and a kind of come-back after a series of flops. He continued to play the lead in films almost to the end of his life. His later box office hits included the influential Western Vera Cruz (Robert Aldrich, 1954) in which he guns down villain Burt Lancaster in a showdown, William Wyler's Friendly Persuasion (1956), in which he portrays a Quaker farmer during the American Civil War, Billy Wilder's Love in the Afternoon (1957) with Audrey Hepburn, and the hard-edged action Western Man of the West (Anthony Mann, 1958), with Lee J. Cobb. Cooper's final film was the British-American co-production The Naked Edge (Michael Anderson, 1961). In April 1960, Cooper underwent surgery for prostate cancer after it had metastasized to his colon. But by the end of the year cancer had spread to his lungs and bones. On 13 May 1961, six days after his sixtieth birthday, Gary Cooper died. The young and handsome Cooper had affairs with Clara Bow, Lupe Velez, Marlene Dietrich and Tallulah Bankhead. In 1933, he married socialite Veronica Balfe, who, billed as Sandra Shaw, enjoyed a short-lived acting career. They had an ‘open’ marriage and Cooper also had relationships with the actresses Grace Kelly, Anita Ekberg, and Patricia Neal. Sir Cecil Beaton also claimed to have had an affair with him.
Sources: Wikipedia and IMDb.
Coopers' smart Volvo B10M-62 Van Hool Alizee T9 R90 JCS arrives at Lincoln Christmas Market on 9th December, 2017. It was new to Highland Heritage as R781 WSB.