The Borsalino man said tonight that the producer Sam Spiegel had offered him big money but he'd turned him down. Jean-Paul Belmondo and Robert Osborne speaking before a screening of "Breathless" (1960) at Grauman's Chinese Theatre at the 2010 TCM Classic Film Festival in Hollywood, California. The man in the middle, who translated, is Laurent Bouzereau.

4/23/10

ph: John Nowak

  

Go to doctornoemedia.blogspot.com

 

"cinema is truth 24 times a second" - J.-L. Godard, "I'm glad I don't like spinach, because if I did then I would eat it, and I can't stand the stuff." - J.-L. Godard in "Pierrot le Fou." "Film is like a battleground. Love, hate, action, violence, death. In a word, emotion." - Samuel Fuller in J.-L. Godard's "Pierrot le Fou"

In 1930, no less than 82 airlines—most of them with one or two aircraft—consolidated into American Airways, mainly to profit from the lucrative mail contracts then being offered by the US government. This consolidation gave American Airways one of the largest American route networks, rivaled only by Pan American. Though most of its profit came from mail carrying, American included passenger service as well, operating Curtiss Condors, one of the first airliners to include sleeping berths and stewardesses. In 1934, American Airways was bought by car producer Errett Cord, who renamed it American Airlines; as Cord was concentrating on his automotive business, he hired Texas businessman Cyrus R. Smith to run American. C.R. Smith, as he was better known, would become one of the most influential men in the history of American aviation, alongside Howard Hughes of Trans World Airlines and Juan Trippe of Pan American.

 

Smith saw a great deal of potential in American Airlines, but did not like the Curtiss Condor. Smith desired an aircraft capable of comfortably flying 14-20 people from New York to Los Angeles with a minimum of stops. To facilitate this, he contracted with Douglas Aircraft to develop the Douglas Sleeper Transport, which would eventually become the DC-3. American Airlines would be the first to operate what would become the most widely-produced and longest-lasting airliner in history. The DC-3 allowed American to operate a daily service between New York and Los Angeles; to further facilitate flights, Smith partnered with New York mayor Fiorello LaGuardia to have a new airport built, which would eventually become LaGuardia International Airport.

 

World War II saw American’s fleet of DC-3s federalized for US Army Air Force use, and its pilots incorporated into the Air Ferrying Service; C.R. Smith joined the USAAF and became the head of the AFS. This would prove helpful to the company as well, as its pilots gained experience flying globally. At war’s end, American embarked on an aggressive expansion of its routes and bought new equipment—and when it could not buy new equipment, it sponsored the creation of new airliners. To replace the DC-3, the airline helped fund the development of the Convair CV-240, the first American postwar airliner; the Douglas DC-7 was developed from the DC-6 to provide American with an aircraft capable of nonstop transcontinental service and one-stop Pacific service. American Airlines was now competing with the other “big three” airlines of the United States—Pan American, TWA, and United—but by 1950, was the second largest airline in the world, second only to Aeroflot of the Soviet Union.

 

To keep its innovative edge, American kept partnering with aviation companies. To replace the DC-6 on domestic routes, the airline was involved in the development of the Lockheed L-188 Electra turboprop in 1959; earlier in the 1950s, American had attempted to acquire deHavilland Comet 1s, but after several Comets were lost in crashes, the airline switched its orders to the Boeing 707. Though Pan American was the first to introduce the 707 on transatlantic routes, American was the first to use it in nonstop jet service from New York to Los Angeles, marketing it as the “Astrojet” and beating its main domestic competitor, United, to the punch. In 1962, it added a third new airliner, the Convair CV-990 Coronado, then the fastest airliner in the world. It also became the first airline to use an electronic booking system in the same year.

 

By 1970 American was in an excellent position. It was staying in competition with Pan American and TWA internationally and United domestically, and its acquisition of Trans-Caribbean Airways gave it unmatched access to the South American market (a position American retains today). It added wide-body airliners in the form of the Boeing 747 in 1970, while it was the launch customer of the McDonnell Douglas DC-10 in 1974. The latter provided the only hiccup in American’s continued expansion: the crash of Flight 191 at Chicago in May 1979, which remains the deadliest crash in American aviation history, led to the grounding of the DC-10 and an investigation into poor maintenance practices on the aircraft by American.

 

American adopted the modern hub/spoke system in 1981, mainly from Chicago-O’Hare and Dallas-Fort Worth, where the airline had moved its headquarters in 1979. It later expanded regional hubs to San Jose, California (after acquiring AirCal in 1987); Nashville, Tennesee; and Raleigh-Durham, though San Jose and Raleigh were later sold to other, smaller airlines. A commuter service, American Eagle, was founded in 1984 (it is described separately below). In 1990, it increased its hold on the South American market by purchasing Eastern Airlines’ route network in the region. In the same year, American took advantage of TWA’s troubles to acquire its landing rights at London-Heathrow, becoming one of only two US air carriers allowed to fly there (United being the other) until 2008. Eventually, in early 2001, American bought out TWA entirely.

 

The 1990s had seen American Airlines slow down some, partially because of overreach in too many unprofitable routes and an aging fleet of aircraft. The terrorist attacks on September 11, 2001 hurt the airline more—not just because of the post-attack downturn, but also the loss of two American aircraft, their crews, and their passengers on 9/11 itself. Further tragedy struck American only weeks later when Flight 587, an Airbus A300, crashed after takeoff from Kennedy International, killing over 360 people. Labor troubles and problems with the MD-80 fleet inherited from TWA caused further problems: though American was never in danger of bankruptcy, it was forced to curtail a number of domestic and international flights and close its maintenance facility in Kansas City, Missouri.

 

This temporarily halted American’s troubles, but high operating costs, the 2008 recession, and an aging pilot workforce finally led the iconic carrier to file for bankruptcy in 2011. Almost a hundred aircraft were grounded and some flights were curtailed. To avoid a shutdown of the airline, American began to explore possibilities of a merger with another airline, and in 2013, was able to successfully merge with US Airways, though the latter airline will continue operations for some years to come. This allowed American to emerge from bankruptcy.

 

Today, American Airlines is the largest airline in the world, thanks to the US Airways merger. Plans are to standardize the over 600 aircraft in the American fleet to the Airbus A320, late model Boeing 737s, Boeing 777s, and Boeing 787 Dreamliners, for which American placed the largest purchase order in American aviation history.

 

This DC-10 shows American's traditional bare-metal finish, with the red-white-blue cheatline and "AA Eagle" used from the early 1970s to just recently. This is not a solid model or kit, but a toy--Bary Poletto liked to collect those as well.

 

Offer

I revisited this magnificent nature reserve today 10th August 2018, many visitors to our city miss its glorious offerings, thinking all we have to offer is the beach front at the main boulevard , its a pity as this reserve is a short drive from the main tourist area and has its own charm, attraction and wealth of nature on offer, I love it .

 

Donmouth Local Nature Reserve is a beach site in the historic Old Aberdeen part of the City where the River Don meets the sea.

 

A great place to see seals and a range of interesting birds. The beach area has changed over time as the river has changed its course. There are lots of interesting plants in the dunes and beach area. Bird hide is an excellent shelter from which to watch the wildlife. The paths run across King Street to the Brig 'o Balgownie., the original bridge in to the City from the North, then down the other side of the river to the sea.

 

The site was designated a Local Nature Reserve in 1992

 

Paths are good although wheelchair access to the beach would be difficult as the boardwalk can get covered with sand.

 

There is plenty of free car parking on the Beach Esplanade and at the car park in Donmouth Road. There are cycle racks on Beach Esplanade

 

Bridge Of Don has five spans of dressed granite, and rounded cutwaters that carry up to road level to form pedestrian refuges. The spans are 75 feet (23 m), with a rise of 25 feet (7.6 m).

 

It was widened in 1958-59, from 24 feet (7.3 m), to 66 feet (20 m) by the construction of a new concrete bridge adjacent to the old one.

 

It now carries four lanes of the A956 road, and is the last bridge on the River Don before it meets the sea. The bridge is just downstream from a substantial island in the river. Around the area of the bridge is the Donmouth Local Nature Reserve, designated as a LNR in 1992.

Near to the bridge are a number of World War II era coastal defences, including a pill box.

Mudflats

Mudflats are formed when fine particles carried downstream by the river are deposited as it slows down before entering the sea, and to a lesser extent by fine particles washed in by the tide. The sand spit at the mouth of the Don provides shelter from the wind and waves allowing this material to build up. The mud flats are a very rich and fertile environment. Despite their rather barren appearance they support a surprisingly diverse invertebrate fauna which includes; worms, molluscs and crustacea. These invertebrates are vitally important to wildfowl and wading birds within the estuary.

 

Salt marsh

Along the upper shore of the south bank saltmarsh has developed. This habitat would once have been much more extensive prior to the tipping of domestic and other refuse in the area and the formation in 1727 of an artificial embankment to prevent flooding of the river into the Links. This habitat is now reduced to a narrow strip of vegetation along the river margins upstream from the Powis Burn.

 

The species composition of the salt marsh varies according to the salinity of the water i.e. the proximity to the sea. Close to the Powis Burn this habitat is dominated by reed sweet-grass (Glyceria maxima) with reed canary-grass (Phalaris arundinacea), sea club-rush (Scirpus maritimus), spike-rush (Eleocharis palustris), hemlock water-dropwort (Oenanthe crocata) and common scurvygrass (Chochlearia officinalis).

Further inland reed sweet-grass continues to dominate but hemlock water-dropwort is more abundant with meadowsweet (Filipendula ulmaria) and valarian (Valariana officinalis),

 

Sand dunes

Sand dunes are found in the more exposed parts of the estuary at the river mouth. Again, this habitat was once much more extensive in this locality with dune grasslands stretching from Aberdeen Beach inland as far as King Street, southwards from the estuary of the Dee, northwards to the Sands of Forvie and beyond. Many of the dunes formed part of Seaton Tip, and following tipping the area was grassed over. Other areas have been formally landscaped to form golf courses or planted with native trees in 2010 to create a new woodland area.

 

Some remnants of the natural dune flora can be seen in the 'roughs' on the Kings Links golf course and near the mouth of the river.

 

Above the high water mark, fore dunes with thick clumps of the pioneer grass species including sea lyme grass (Elymus arenarius) and marram grass (Ammophila arenaria) occur. Few other species are able to cope with the shifting sand. The largest area of these young dunes is to the north and west of the headland. Further inland where the dunes are sheltered from the actions of the wind and waves, and soils are more developed, more stable dunes are present supporting a more diverse grassland habitat.

 

Strand line plants which are able to tolerate occasional coverage by sea water include sea rocket (Cakile maritima), frosted orache (Atriplex laciniata), sea sandwort (Honkenya peploides) and knotgrass (Polygonum aviculare). Bur-reed (Sparganium sp.) has been recorded; presumably washed down by the river.

 

Marram grass (Ammophila arenaria) and sea lyme grass (Elymus arenarius) dominate the fore dunes. The latter species is not native to this area but appeared in 1802. It is thought to have been unintentionally introduced into the area by fishing boats. For a number of years it remained uncommon but from 1870 onwards it spread rapidly along the coastline (Marren, 1982).

 

In the more stable dunes red fescue (Festuca rubra), sand sedge (Carex arenaria), yellow rattle (Rhinanthus minor), wild pansy (Viola tricolour), harebell (Campanula rotundifolia), bird's-foot-trefoil (Lotus corniculatus) and lesser meadow-rue (Thalictrum minus) are abundant. Small amounts of kidney vetch (Anthyllis vulneraria), valerian (Valeriana officinalis) and spring vetch (Vicia lathyroides) are present.

 

Scattered willows (Salix sp.) and sycamore (Acer pseudoplantanus) have seeded into this area. Gorse (Ulex europaeus) scrub has colonised the dunes in some areas and appears to be spreading.

 

Scrub

This habitat is almost entirely artificial with only the gorse scrub on the inner dunes being a semi-natural habitat. Alder and willow were planted along the south bank of the river in about 1970 and these shrubs are now generally well established. Further shrub planting on the south bank was carried out in 1990.

 

Willow (Salix sp.) and alder (Alnus glutinosa) were planted in the 1970's along the south bank of the River Don eastwards of the Bridge of Don. The trees to the west of this strip are doing considerably better than those to the east. More recent planting was carried out in 1990 with hawthorn (Crataegus monogyna), blackthorn (Prunus spinosa) elder (Sambucus nigra), goat willow (Salix caprea) and alder.

 

Underneath the scrub neutral grassland is present with cocksfoot (Dactylis glomerata), false oat-grass (Arrhenatherum elatius), cow parsley (Anthriscus sylvestris), sweet cicely (Myrrhis odorata), hedge woundwort (Stachys sylvatica) and hedge bindweed (Calystegia sepium).

 

Grassland

Much of the grassland within the reserve is formed on imported soil and is intensively managed. This includes grassland on the north and south sides of the Esplanade. Daffodils are present in the grassland on the north side of the road. On the north bank to the east of the Bridge of Don is rank grassland on a steep south-facing slope. This is unmanaged and contains some patches of scrub.

 

Rough grassland is present on the headland. This area has been modified by tipping, with rubble to the east and with grass cuttings to the west. The grassland contains a mixture of neutral grassland, dune grassland, ruderal, and introduced garden species. This area attracts flocks of seed eating birds in late summer and autumn.

 

Improved grassland is present on the headland and along the south bank of the estuary downstream from the bridge of Don. Much of this vegetation has developed on imported soil and contains a high proportion of ruderal species and garden escapes. On the headland, broadleaved dock (Rumex obtusifolius), nettle (Urtica dioica), coltsfoot (Tussilago farfara), spear thistle (Cirsium vulgare), cow parsley (Anthriscus sylvestris), hemlock (Conium maculatum) and hogweed (Heracleum sphondylium) are abundant. Sweet cicely (Chaerophyllum bulbosum) is widespread and in late summer fills the air with the scent of aniseed.

 

To the south of the Esplanade the grassland is managed with an annual cut.. The grassland does flood to form pools. Early in the year cuckoo flower (Cardamine pratensis) is common, meadow foxtail (Alopecuris pratensis)is known to occur around the margins of these pools.

 

Woodland

Semi-mature woodland is present on the steep sided south bank of the river upstream from the Bridge of Don. Most of this woodland has been planted in the mid 1930's though some older oak and elm trees are present. These may be relicts of former woodland cover. The woodland in the reserve is part of a strip of woodland along the River Don corridor which continues upstream from the Brig 'o' Balgownie.

 

Woodland is present on the south bank upstream from the Bridge of Don.

 

Much of the woodland consists of even aged stands with willow (Salix sp.), sycamore (Acer pseudoplatanus), ash (Fraxinus excelsior), beech (Fagus sylvatica) and alder (AInus glutinosa). At the top of the slope mature oak (Quercus sp.) and elm (Ulmus glabra) are present. The ground flora contains tufted hair-grass (Deschampsia caespitosa), red campion (Silene dioica), ramsons (Allium ursinum) and lady fern (Athyrium felix-femina) .In a few areas dense shading is caused by the trees and in these areas the ground flora is poor.

 

On the north bank scattered trees are present, mainly willow and sycamore with some scrub.

SL Frees & Offers in Second Life

 

Credits: slfreeworldforall.blogspot.com.es/2013/03/lavender.html

 

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-Belleza- Kate Abstraction

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Things I Like - TIL

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Icons Of Style - IOS

Today I was invited to an interesting event at the RDS and I got to meet Richard Branson and I also discovered that from next Monday UPC in Ireland will be known as Virgin Media.

 

I am a UPC subscriber and have been for a very long time so I was pleased to learn that they are rebranding themselves as Virgin and that I will get three months of its unlimited mobile package for free and for a fee of €25 from thereafter. Currently I am with Three but hopefully it should be easy to switch as Virgin Media has built its mobile service using the Three Ireland network.

 

My understanding is that an unlimited plan will be made available to existing UPC/Virgin Media customers, which will offer infinite data, calls and texts.

 

The offering will be free for three months to existing phone, broadband and TV customers, and will cost €25 a month after that.

 

Non-Virgin Media customers will be able to avail of a range of price plans starting at €20 a month, but full details will not be available until Monday's launch. There will be no prepay offering, but post-pay contracts will be short.

via Instagram ift.tt/2bMLwDp

And welcome to our annual trip round the churches of Kent during the Heritage Open Weekend as organised by English Heritage.

 

On a wet and cool morning, our first stop was just outside Dartford at Sutton-at-Hone, where we hoped it would be open. As it was, the door was unlocked and two volunteers met us and offered us tea and biscuits as well as our own tour round the church. A fine welcome.

 

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A fascinating church showing good quality medieval work and contrasting nineteenth-century rebuilding. The main chancel and nave date from the fourteenth century - a period of much rebuilding in this part of Kent - while the south aisle is separated from the nave by an unequivocally Victorian arcade. In April 1615 the church was accidentally burnt down by a man shooting pigeons (see also Charing) and all the furnishings date from after this period. Especially fine is the early seventeenth-century pulpit. The monument in the south aisle to Sir Thomas Smythe (d. 1625), an early official of the East India Company, is a good example of alabaster craftsmanship.

 

www.kentchurches.info/church.asp?p=Sutton+at+Hone

 

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SUTTON-AT-HONE

LIES the next parish south-eastward from Wilmington, and was once so considerable, as to give name to the whole lath. It was called in Latin, Suthtuna, from its situation south of the town of Dartford, and had the addition of At-Hone, from its lying low in the valley.

 

THIS PARISH contains about 3100 acres of land, of which 250 are wood. It is pleasantly situated as to the eastern part of it in the vale, through which a branch of the river Darent runs at the eastern boundary of it, near which the turnpike road from Dartford to Farningham, and so on to Sevenoke, leads through it, passing through Hawley and the village of Sutton; near it are most of the gentlemen's seats in it mentioned below, the parsonage, and vicarage. Hence the ground rises westward to the hill, having the church standing at one field's distance from the above road, still higher to Gilton-hill and Swanley, at the western boundary as the parish, at Birchwood corner, adjoining to the high road from Foot's Cray to Farningham. The soil of this parish is in general light, stony, and much inclined to gravel, though there is a good deal of chalk in several different parts of it; and there is some fertile lands in the southern part, adjoining to Horton; the western part, adjoining to the Farningham road, is very poor indeed, and such of it as is not coppice wood is mostly covered with heath and furze, especially about that part called the Warren.

 

Our HERBALISTS have taken notice of the following SCARCE HERBS and PLANTS in this parish, viz.

 

Ocymum sylvestre, or wild basil, found in plenty near St. John's. (fn. 1)

 

Millesolium flare rubro, red flowered yarrow, in the Hollydeans.

 

Ebulus, five sambucus humilis, dane wort, or dwarf elder, in the grounds near St. John's, and in the Netherway there.

 

Tapsus barbatus, mullein, or bigtaper, grows likewise iu plenty uear St. John's.

 

That curious naturalist, Abraham Hill, esq. lord of the manor of St. John's, about the year 1670, planted in an orchard, adjoining to his mansion here, the most curious fruits from Devonshire and Herefordshire, both apples and pears, used in those counties for making cyder and perry, with the intent of introducing them among the orchards of this county, many of which are still remaining here; among which are many trees of that scarce fruit, called the Kentish pippin.

 

In the book of Domesday, Levenot de Sudtone is said to have had the privileges of sac and soc within the lath of Sutton.

 

Robert Basing, in the reign of king John, gave to the Knights Hospitallers the MANORS of SUTTON-AT-HONE and of HALGELL, now HAWLEY, in this parish.

 

Elen de Saukevile, daughter of Ralph de Dene, gave all her land of Lageham, in Penshurst, to the manor of Sutton. Ralph de Penshurst gave more lands and rents there to this manor. Nicholas, son of Nicholas de Twytham, gave rents, with their appurtenances, in the parish of Sutton; and Gilbert, son of William Helles, gave more lands and rents to it. In the first year of king Edward, the prior of St. John had a confirmation of his liberties for his lands in Sutton-at-Hone, (fn. 2) &c. This manor seems, by the antient rentals of it, to have been formerly accounted but as an appendage to that possessed by the knights in Dartford, which was constantly stiled, Manerium de Derteford cum Sutton-at-Hone; which, besides the parishes of Dartford and Sutton, extended into those of Ash, Penshurst, Edenbridge, Chelsfield, and Nockholt, and into Limpsfield, in Surry.

 

The manor of Sutton continued part of the possessions of the Knights Hospitallers, who had a commandery established here. This was a convenient mansion, of which they had several on their different estates, in which there was a society of these knights placed, who were to take care of their rents and lands in the neighbourhood of it. They were allowed proper maintenance out of the revenues under their care, and the remainder was accounted for to the grand prior at London; (fn. 3) in which state it remained till their dissolution, in the 32d year of king Henry VIII. when by an act, passed specially for that purpose, all their lands and possessions were given to the king; who, that year, granted the office of receiver-general of the revenues of the late dissolved hospital of St. John of Jerusalem, in England, to Sir Maurice Denys, descended of a good family in Gloucestershire, who bore for his arms, Gules, three leopards heads, or, jessant fleurs de lis azure, over all a bend engrailed of the third; and he, from this grant, and having the grant of several of these possessions afterwards, acquired the addition of St. John's to his name. In like manner all other great estates and possessions, as well of the late monasteries as of attainted persons, were sought after by the courtiers and great men, who first begged the offices of bailiffs and receivers of them, to be more certainly acquainted with their value, and then got the grants of them in fee; after which, in his 35th year, he granted to Sir Maurice Denys St. John's, among other premises, this manor of Sutton-at-Hone, alias St. John's, the chapel of Sutton, and other lands and premises belonging to it, to hold in capite, by knights service.

 

Anno 4 queen Elizabeth, Sir Maurice Denys levied a fine of this manor, and two years after died possessed of it, as appears by the inquisition taken after his death. Lady Elizabeth Denys, his widow, who had been first the wife of Nicholas Stathan, mercer, of London, by whom she had no issue, then became possessed of it, and died in the 19th year of it; and by her will gave this manor to her only daughter, Elizabeth, the widow of Vincent Randyll, esq. and their two daughters, Catherine and Martha, who, on their mother's death, became possessed of it in undivided moieties. Martha Randyll carried her moiety in marriage to Thomas Cranfield, esq. of London, who bore for his arms, Or, on a pale azure, three fleurs de lis of the first; on whose death it came to their son, Sir Randyll Cranfield, who, in the 7th year of king Charles I. executed a writ of partition of this manor with Sarah countess of Leicester, and her son Sir John Smith, owners of the other moiety of it; and each of them possessing part of the demesnes, as well as part of the services, each moiety became a separate manor.

 

That which was allotted to Cranfield retained the name of St. John's, alias SUTTON MANOR, and included the antient mansion and chapel of the knightshere; and to this manor was allotted the court leet, usually held for it. Sir Randyll Cranfield, by his will, in 1635, gave this manor of St. John's, alias Sutton, to his son, Vincent Cranfield. esq. who, by deed and fine, laid in 1649, conveyed it to Mr. Thomas Hollis, merchant, of London; and he, with Elizabeth his wife, in 1660, passed it away, by deed and fine levied, to Abraham Hill, esq. merchant of London, who did not get possession of it till the year 1667. He afterwards resided at St. John's, where he died in 1721, and was buried in Sutton church. He was descended of a good family, who had been for some generations seated at Shilston, in Devonshire; one of whom, Robert Hill, esq. was sheriff of that county in the 7th year of king Henry VI. and representative in parliament for it in the 26th of that reign, and bore for his arms, Argent, a chevron between three water bougets, sable. One of his descendants, and fifth son of Robert Hill, esq. of Shilston, seated himself at Truro, in Cornwall, whose son Richard was an alderman of the city of London. He died in 1659, and was bu ried with much pomp in the church of St. Dionis Backchurch, London, leaving by Agnes his wife, a son, Abraham Hill, esq. before mentioned, who was a most ingenious and learned man, one of the first encouragers, and a fellow of the Royal Society, at the first institution of it. By his first wife Anne, daughter of Sir Bulstrode Whitlock, he left a son, Richard, and a daughter, Frances.

 

Richard Hill, esq. survived his father but a few weeks, and dying without issue, this manor devolved to his sister, Mrs. Frances Hill, who resided here, and died possessed of it, in 1736, unmarried, and lies buried in the south isle of Sutton church, with the rest of her family, having a most remarkable and singular epitaph on her monument and grave stone; she by her will gave it, as well as her other Kentish estates, near Tunbridge, to her kinsman, William Hill, esq. of Carwythinick, in Cornwall, who in the latter end of 1780, sold it to Mr. John Mumford, of Sutton place, who died in 1787, and by his will devised this manor to his eldest son, William Mumford, esq. of this parish, the present owner of it; and the mansion of it to his youngest son John Mumford, esq. who was sheriff in 1796, and now resides in it. Of the mansion the north side only remains, which was formerly the chapel belonging to it: this has long since been converted into the dwelling-house, and was almost rebuilt in the year 1755.

 

The OTHER MOIETY of the manor of St. John's, alias Sutton-at-Hone, since known by the name of SUTTON MANOR, was carried in marriage, by Catherine, the other daughter of Vincent Randyll, to Robert Wrote, esq. whose son, Francis Wrote, esq. of Gunton, in Suffolk, in the 10th year of king James, conveyed it to Sir William Swan, of Southfleet; and he, in the 14th year of the same reign, passed it away to George Cole, esq. of the Inner Temple, London, who, two years after, sold this moiety, together with the moiety of the chapel of the late priory of St. John's, with all tithes, oblations, &c. belonging to it, and other lands in Sutton and Wilmington, to Sir Thomas Smith, second son of Customer Smith, of Westenhanger, who was a great navigator, and entrusted in many weighty matters relating to the trade of this kingdom. He had been ambassador to the emperor of Russia, and afterwards resided at Brookeplace in this parish, where he died in 1625, as is conjectured, of the plague, which raged greatly here at that time. He bore for his arms, Azure, a chevron engrailed, or, between three lions passant guardant of the second; which he quartered with those of Judde, Chiche, Criol, Creveceur, Averenches, Chichele, and Stafford; having by will left many charitable benefactions to several parishes in this county, and entrusted them to the care of the Skinner's company, who pay them yearly. He lies buried in this church, under a most costly monument, having his effigies at full length recumbent on it. He left by his third wife, Sarah, daughter and heir of William Blount, esq. who was the next year married to Robert Sidney earl of Leicester; a son, John, afterwards knighted, who, together with his mother, Sarah, countess of Leicester, owners of one moiety of the manor of St. John's, executed their writ of partition of it with Sir Randyll Cranfield, owner of the other moiety, in the 7th year of Charles I. as has been already mentioned.

 

THAT PART, allotted to the countess of Leicester and her son, thus becoming a separate manor, with a court baron appendant to it, acquired the name of the manor of Sutton, and after the countess of Leicester's death, came, with Brook-place, into Sir John Smith's possession. He died possessed of Sutton manor and Brook-place, with much other land in this county, leaving by the lady Isabella, daughter of the earl of Warwick, one son, Robert, and a daughter, Isabella, married to John lord Robartes, of Truro.

 

¶Robert Smythe, esq. was of Bounds, in Bidborough, and of Sutton, and married the lady Dorothy Sidney, relict of Henry earl of Sunderland, by whom he had one son, Robert Smythe, esq. of Sutton-atHone, who was governor of Dover castle, and died in 1695, possessed of this manor and Brook-place, leaving Catherine his wife, daughter of William Stafford, of Blatherwick, in Northamptonshire, surviving, and two sons, Henry and William, (fn. 4) to whom this manor and seat descended, as heirs in gavelkind.

 

In the 10th year of king William, she, as guardian to her two insant sons, obtained an act of parliament for vesting this manor and seat, among others, in this county, in trustees to sell the same, who accordingly, in 1699, conveyed them to Sir John Le Thieullier, of London.

  

Charities.

FOUR ACRES of land were given for the repair of the church.

 

THOMAS TERREY, yeoman, of Shoreham, in 1628 gave by will, a house and land at Dean in Horton, to the poor, now of the annual produce of 3l. 5s.

 

Mrs. KATHERINE WROTE built, and gave to the use of this parish, an alms-house, containing 4 rooms on a floor, with separate gardens. On the front of these houses is this inscription: These alms houses were erected by Kath. Wrote, widow, late wife of Robt. Wrote, esq. A. D. 1597. And these two coats of arms: Three piles azure, on a chief of the 2d, a griffin passant; and, on a saltier azure, 5 swans impaling on a bend 3 birds. And she left by will a house, barn and garden, adjoining the north end of the above houses, for the repair of them, now of the annual produce of 3l. 10s.

 

SIR THOMAS SMITH gave by will in 1625, the yearly sum of 5l. 10s. for six loaves of good bread, of 4d. each, to be given every Sunday to fix of the poorest and most honest inhabiting householders of this parish, to be paid by the Skinners Company.

 

Mrs. CATHERINE BAMME, of Gillingham, gave by her deed in 1572, 20s. per annum for the use of the poor, to be paid out of a farm, called Darlands, in Gillingham, vested in lord Vere.

 

The tenant of the parsonage is bound, by his lease from the dean and chapter, to give 20 bushels of peas, and two bushels of wheat yearly to the poor.

 

ABRAHAM HILL, esq. and his heirs, as lords of the manor of St. John's, on the ground of which the alms-houses before-mentioned were built, have the right of nominating a poor person to the southernmost of them; he having, in 1720, built two more houses on the garden-ground of that house. His daughter, Mrs. Frances Hill, allotted a small field adjoining, for gardens and other uses of those houses.

 

THOMAS HARRIS, esq. in 1769, by will gave 5l. per annum to the poor, to buy linen cloth for the term of 50 years, vested in the heirs of John Mumford, esq. and now of that annual produce.

 

SUTTON-AT-HONE is within the ECCLESIASTICAL JURISDICTION of the deanry of Dartford, and diocese of Rochester. The church is a handsome building, consisting of two isles and a chancel, with a towersteeple at the west end, containing three bells. It is dedicated to St. John Baptist.

 

It was, on April 27, 1615, burnt down, by a person's firing off a gun in the church at a bird, that had taken shelter in it. From which time till April 21, 1617, all baptisms were solemnized at Darent.

 

Among other monuments and memorials in this church are the following:—In the chancel, a memorial for Thomas Gifford, M. D. obt. 1669, arms, a lion passant guardant on a chief, three stirrups; under the raised part of it, on which the altar stands, is a vault, in which several of the vicars and their families are buried. At the west end of the south isle, near the door, are memorials for the Staceys of Deptford, buried in a vault underneath, arms, on a fess 3 fleurs de lis between 3 birds. Against the south wall, a monument, with the figure of a woman in white marble, half length, in alto relievo, for Mrs. Frances Hill, daughter of Abraham Hill, esq. great grand daughter of William, lord Willoughby, of Parham, obt. unmarried 1736, æt. 78; arms, Hill. In the small south chancel, at the east end, a mural monument for Abraham Hill, esq. of St. John's, in this parish, the son of Richard Hill, esq. descended out of Devonshire; he was twice married, 1st, to Anne, daughter of Sir Bulstrode Whitlock, by Frances, daughter of William, lord Willoughby, of Parham; 2dly, to Elizabeth, daughter of Michael Pratt, esq. by the former he left Frances and Richard. He died 1721, æt. 88; arms, Hill, impaling azure a chevron ingrailed, between 3 falcons, or, and again impaling Pratt. Another monument for Richard Hill, esq. be fore-mentioned. He married Frances Eyres, and died in 1722, s. p. and she re-married in 1723, Francis Bathurst, esq. of Franks, in Horton. On the south side is a most stately monument, on which, under an arch richly ornamented, lies the figure of a man at full length in his robes, his head resting on a cushion, the whole finely executed, and over him an inscription for Sir Thomas Smith, of Sutton-place, in this parish, governor of the EastIndia and other trading companies, treasurer of the Virginian plantation, prime undertaker in 1612, of the discovery of the north-west passage, and some time ambassador to the emperor and great duke of Russia and Muscovy, &c. &c. obt. 1625; at the top, on each side, a celestial and terrestrial globe, and between them a large shield of arms, being Smith, azure a chevron ingrailed between 3 lions passant, guardant, or, quartering 8 other coats. A memorial for Henry Smith, esq. son and heir of Robert Smith, esq. great grandson of Sir Thomas Smith beforementioned. The said Henry left by Elizabeth, only daughter of Dr. John Lloyd, prebendary of Windsor, an only child, Sydney Stafford Smith. He died in 1706, æt. 29, leaving his widow surviving. Above, the arms of Smith impaling Lloyd, at the entrance to this chancel are 2 small antient folding doors of oak carved with gothic work, on the upper part of which are scrolls, and on each door a full face, carved with a tongue, through a buckle hanging out of the mouth, being an allusion to an antient family in this parish of the name of Puckletongue; under the pew in the north isle, belonging to Hawley-house, is a vault, in which lie several of the owners of that seat, especially of the family of Leigh, to the present time. In the church yard is a vault and monument for John Lethieullier, esq. of Sutton-place, and his two wives; he died s. p. in 1760; and on the north side a tomb, and under it a vault for the Percivals, of Hawley, in this parish; and on the south side are vaults for the Saundersons, of Gillingham, and the Searles, of Hackstable. (fn. 20)

 

King Henry I. granted the church of Sutton, with the chapels of Kingsdown and Wilmington, with the tythes of them in corn, cattle, pannage, mills, and all other things, to the priory of St. Andrew, in Rochester. (fn. 21)

 

Gundulph, bishop of Rochester, who was elected to this see in the time of the Conqueror, having divided the revenues of his church between himself and his convent, allotted this church, with the chapels belonging to it, to the share of the monks, which was confirmed by king Henry II. and afterwards by Henry, bishop of Rochester. (fn. 22)

 

Bishop Gilbert de Glanvill, in the reign of king Richard I. on the compromise of the great dispute, which he had with the priory, concerning the gifts which bishop Gundulph, his predecessor, had made to it, granted this church, with the chapel of Wilmington, to the priory, towards the support of their almonry; and ordained, that Gilbert, then rector, should be perpetual vicar of it, paying to the monks, as for the tithes of corn, four marcs yearly; and that, after his decease, or resignation, the perpetual vicar of Sutton should have cure of souls, and in the name of his vicarage, take for his maintenance, all the altarage, as well in small tythes as in oblations, and all obventions belonging to it, except the tythe of corn; and further, that he should possess the alms-land then belonging to it, or which any one might in future give to it, excepting the court-lodge, with the buildings and the meadow belonging to the monks there. And he further ordained, that the cellarer of the priory should sustain all the burthens of it, as well in respect to the bishop as the archdeacon, except synodals, which the vicar himself should pay. It appears by the decrees of archbishop Hubert and Richard, that this appropriation was merely conditional; and it seems never to have taken place; (fn. 23) for in the year 1253, Laurence, bishop of Rochester, appropriated and confirmed to the priory this church, with the chapels of Kingsdown and Wilmington, towards the support of the almonry, in recompence for their giving up their right in the churches of Frindsbury and Dartford, which he got appropriated to his own fee, (fn. 24) provided that the cure of souls in the said church and chapel should be served, and in no wife neglected, by a proper vicar, who should be from time to time provided by the bishop, and his successors, in the church of Sutton; and to proper vicars in the said chapels, to be presented to him and his successors, by the prior and convent. This appropriation was confirmed by John, bishop of Rochester, in 1478. (fn. 25)

 

In consequence of the above appropriation, the paparishes of Sutton and Wilmington continued one parsonage, with two distinct vicarages; which were, at the general dissolution, surrendered, together with the other possessions of the priory of Rochester, into the hands of the crown, and were two years afterwards, anno 33 king Henry VIII. settled, by that king on the new-erected dean and chapter of Rochester, part of whose possessions they still remain.

 

In the 15th year of king Edward I. the church of Sutton was valued at thirty-five marcs, and the vicarage at one hundred shillings. (fn. 26)

 

Walter, prior, and the convent of Rochester, in the 29th year of king Henry VIII. demised for the term of eighty-five years, to Nicholas Statham, gent. this parsonage, with the presentation to the vicarage, at the yearly rent of 13l. 6s. 8d. and three bushels of wheat, at Ladytide, to the poor of Sutton and Wilmington; the said Nicholas to repair the premises, and to find straw for thatching the churches of Sutton and Wilmington.

 

¶By the survey taken by order of the state in December 1649, of the manor and rectory of Sutton, parcel of the then late dean and chapter of Rochester, it appears, that it then consisted of the scite, containing two large barns, a small granary, and barn-yard of two roods of land; all which were estimated at two pounds per annum, and the tythes belonging to it at seventyeight pounds per annum. All which were let, by the dean and chapter, anno 14 king Charles I. to the trustees of Ambrose Beale, for twenty-one years, at 13l. 11s. 8d. The lessee was bound to repair the chancel, and to make the usual payment to the vicar of Sutton, of twenty bushels of peas annually, and two bushels of wheat; to the vicar of Wilmington, of wheat, rye, barley, peas, one quarter each, and twenty shillings and eight-pence in money; the vicarages of the churches being excepted out of the lease.

 

By virtue of the commission of enquiry into the value of church livings, in 1650, issuing out of chancery, it was returned, that Sutton at-Hone was a vicarage, worth sixty pounds per annum; master Robert Hazelwood then enjoying it. (fn. 27)

 

This vicarage was augmented by the dean and chapter, soon after the restoration, with the annual sum of ten pounds, besides which the vicar receives an old pension of four nobles, and four quarters of grain, viz. of wheat, rye, barley, and peas, one quarter of each, out of the parsonage; and two shillings annually from Sir Thomas Smith's charity.

 

The demesne lands belonging to the manor of St. John's, claim an exemption from tythes when in the owner's occupation, as having part of the revenues of the knights hospitallers, concerning which exemption a decree was made confirming it, anno 10 Elizabeth. (fn. 28)

 

There are twenty-four acres and a half of glebe land, widely dispersed in small pieces, belonging to this vicarage. It is valued in the king's books at ten pounds, and the yearly tenths at one pound. (fn. 29) The present value of the parsonage is near four hundred pounds per annum, and the yearly out goings about fifty pounds. Thomas Harris, lessee of this parsonage, who died in 1769, built near the yard, on part of the glebe, a small but neat parsonage house, in which Mr. William Mumford, the present lessee of it, till lately resided.

 

The court antiently held for the manor of this rectory, has been disused for a number of years.

 

There was an agreement concerning tythes entered into between the monks of Rochester, and the brotherhood of the knights of St. John's, in 1217; after much altercation, and an appeal to the pope, by which it was settled, that the monks should take the tythes of sheaves in the demesne lands, which the brotherhood possessed in Sutton, who were allowed a right to take all other tythes whatsoever arising therefrom. (fn. 30)

 

www.british-history.ac.uk/survey-kent/vol2/pp343-367

Offered for sale during 2016, DEW 853V never sold. Having lost his storage, the owner from Bedfordshire had no choice but to give her the chop. Nevertheless, I bought the blue interior cab to strip for spares. Many parts live on with my old B Series, YFB 725V.

Soft morning light streams through the windows of the Great Market in Budapest

 

The Great Market Hall or Central Market Hall on FÅvám Tér in the 9th district, is the largest indoor market in Budapest. It was designed and built by Samu Pecz around 1896. The market offers a huge variety of stalls on three floors. A distinctive architectural feature is the roof which was restored to have colorful Zsolnay tiling.

 

Jon & Tina Reid | Portfolio | Blog

The Río Grande del Norte National Monument offers a large canvas of wide-open sage covered plains dotted by volcanic cones, and cut by steep canyons. The Río Grande itself carves an 800 foot deep gorge through layers of volcanic basalt flows and ash. The Rio Grande was one of the first eight river segments protected in the U. S. as a Wild and Scenic River and is a popular fishing and whitewater boating destination.

 

The Monument is an important area for wintering animals, and provides a corridor by which wildlife move between the San Juan and Sangre de Cristo mountain ranges. Herds of wintering elk can often be seen on the plains in the northern part of the monument offering great photo opportunities.

 

Photo tip: If you come upon wildlife while in your vehicle, keep a reasonable distance and stay inside and roll down your windows to capture photographs. Animals are typically not startled by the presence of the vehicle, but will become agitated and run as soon as you exit on foot – not good for the photographer or the wildlife.

 

The Wild Rivers Recreation Area northwest of Taos is a great place to get a taste of the monument. Several campgrounds and numerous trails (including several into the canyon depths) offer numerous photo angles. The dark skies of this remote area offer optimum star viewing and night photography opportunities.

 

Photo tip: Nighttime opens up a whole new world of photography opportunities. Long exposure star trails, moonlit landscapes, and the countless stars of the Milky Way are a few things one can capture. A tripod is a must to photograph at night, and most images will require some additional processing in a digital darkroom program. There is a bit of a learning curve to capture successful night images. There are many on-line tutorials and photography books that provide great instructional techniques.

 

Photo by Bob Wick, BLM

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Nook offers a new east meets west degustation menu. Nook is located at Level 1 in Aloft Kuala Lumpur Sentral.

Corralejo offers a range of leisure boating experiences, including luxury catamaran cruises, glass-bottom boat tours, and private yacht charters for exploring the stunning coastline. Visitors can enjoy sailing to Lobos Island, snorkeling in crystal-clear waters, or simply relaxing while taking in the breathtaking ocean views.

‘Velen brachten het hoogste offer voor onze vrijheid. Vandaag bewijzen wij de eer aan hen’ –Minister-president Rutte bij de Nederlands-Franse herdenking in Arromanches, Normandie.

 

Vandaag wordt herdacht dat 70 jaar geleden de geallieerden voet aan land zetten in Normandië, waarmee de bevrijding van Europa en het eind van de Tweede Wereldoorlog in zicht kwam.

 

‘De compromisloze keuze voor herstel van vrijheid en menselijke waardigheid die toen werd gemaakt, moet ook de onze zijn. Steeds weer. Elke dag opnieuw’, zo sloot de premier af.

 

In Arromanches werden in augustus 1944 de militairen van de Nederlandse Koninklijke Brigade ‘’Prinses Irene” aan wal gezet. Zestien veteranen van de Prinses Irene Brigade waren bij de herdenking aanwezig. De minister-president legde, evenals het Koninklijk paar, een krans voor de gevallenen en sprak met enkele aanwezige veteranen.

Volledige speech terug te lezen via is.gd/j5NIwy.

 

Foto: Dave de Vaal.

Offered by Luxxor Motor Car Co. of Clifton, New Jersey. Additional photos: www.bobsclassics.com/07l.htm

Email : belinda.cull@bigpond.com

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Rijks Museum - National Museum of Netherlands

 

Vision:

 

The Rijksmuseum links individuals with art and history.

 

Mission:

 

At the Rijksmuseum, art and history take on new meaning for a broad-based, contemporary national and international audience.

 

As a national institute, the Rijksmuseum offers a representative overview of Dutch art and history from the Middle Ages onwards, and of major aspects of European and Asian art.

 

The Rijksmuseum keeps, manages, conserves, restores, researches, prepares, collects, publishes, and presents artistic and historical objects, both on its own premises and elsewhere.

 

From 1800 to 2013

 

The Rijksmuseum first opened its doors in 1800 under the name ‘Nationale Kunstgalerij’. At the time, it was housed in Huis ten Bosch in The Hague. The collection mainly comprised paintings and historical objects. In 1808, the museum moved to the new capital city of Amsterdam, where it was based in the Royal Palace on Dam Square.

 

After King Willem I’s accession to the throne, the paintings and national print collection were moved to the Trippenhuis on Kloveniersburgwal, while the other objects were returned to The Hague. The current building was put into use in 1885. The Netherlands Museum for History and Art based in The Hague moved into the same premises, forming what would later become the departments of Dutch History and Sculpture & Applied Art.

The beginning

 

On 19 November 1798, more than three years after the birth of the Batavian Republic, the government decided to honour a suggestion put forward by Isaac Gogel by following the French example of setting up a national museum. The museum initially housed the remains of the viceregal collections and a variety of objects originating from state institutions. When the Nationale Kunstgalerij first opened its doors on 31 May 1800, it had more than 200 paintings and historical objects on display. In the years that followed, Gogel and the first director, C.S. Roos, made countless acquisitions. Their first purchase, The Swan by Jan Asselijn, cost 100 Dutch guilders and is still one of the Rijksmuseum’s top pieces.

Move to Amsterdam

 

In 1808, the new King Louis Napoleon ordered the collections to be moved to Amsterdam, which was to be made the capital of the Kingdom of Holland. The works of art and objects were taken to the Royal Palace on Dam Square, the former city hall of Amsterdam, where they were united with the city’s foremost paintings, including the Night Watch by Rembrandt. In 1809, the Koninklijk Museum opened its doors on the top floor of the palace.

 

A few years after Willem I returned to the Netherlands as the new king in 1813, the ‘Rijks Museum’ and the national print collection from The Hague relocated to the Trippenhuis, a 17th-century town-palace on Kloveniersburgwal, home to what would later become the Royal Netherlands Academy of Arts and Sciences. Much to the regret of the director, Cornelis Apostool, in 1820 many objects including pieces of great historical interest were assigned to the Kabinet van Zeldzaamheden [Royal Gallery of Rare Objects], which had been founded in The Hague. In 1838, a separate museum for modern 19th-century art was established in Paviljoen Welgelegen in Haarlem. Contrary to the days of Louis Napoleon, very few large acquisitions were made during this period.

 

Cuypers Cathedral

 

The Trippenhuis proved unsuitable as a museum. Furthermore, many people thought it time to establish a dedicated national museum building in the Netherlands. Work on a new building did not commence until 1876, after many years of debate. The architect, Pierre Cuypers, had drawn up a historic design for the Rijksmuseum, which combined the Gothic and the Renaissance styles. The design was not generally well-received; people considered it too mediaeval and not Dutch enough. The official opening took place in 1885.

 

Nearly all the older paintings belonging to the City of Amsterdam were hung in the Rijksmuseum alongside paintings and prints from the Trippenhuis, including paintings such as Rembrandt’s Jewish Bride, which had been bequeathed to the city by the banker A. van der Hoop. The collection of 19th-century art from Haarlem was also added to the museum’s collection. Finally, a significant part of the Kabinet van Zeldzaamheden, which had by then been incorporated into the new Netherlands Museum for History and Art, was returned to Amsterdam.

 

Renovations

 

Over the years, collections continued to grow and museum insight continued to expand, and so the Rijksmuseum building underwent many changes. Rooms were added to the south-west side of the building between 1904 and 1916 (now the Philips wing) to house the collection of 19th-century paintings donated to the museum by Mr and Mrs Drucker-Fraser. In the 1950s and 1960s, the two original courtyards were covered and renovated to create more rooms.

 

In 1927, while Schmidt-Degener was Managing Director, the Netherlands Museum was split to form the departments of Dutch History and Sculpture & Applied Art. These departments were moved to separate parts of the building after 1945. The arrival of a collection donated by the Association of Friends of Asian Art in the 1950s resulted in the creation of the Asian Art department.

 

The 1970s saw record numbers of visitors of almost one-and-a-half million per year, and the building gradually started to fall short of modern requirements.

‘Verder met Cuypers'

 

The current renovation reinstates the original Cuypers structure. The building work in the courtyards are removed. Paintings, applied art and history are no longer displayed in separate parts of the building, but form a single chronological circuit that tells the story of Dutch art and history.

 

The building is thoroughly modernized, while at the same time restoring more of Cuypers original interior designs: the Rijksmuseum has dubbed the venture ‘Verder met Cuypers‘ [Continuing with Cuypers]. The Rijksmuseum will be a dazzling new museum able to satisfy the needs of its 21st-century visitors!

 

Every year, the Rijksmuseum compiles an annual report for the previous year. Annual reports dating back to 1998 can be found here (in Dutch only). Reports relating to the years before 1998 are available in the reading room of the library.

 

O Museu Rijks é um dos maiores e mais importantes museus da Europa.É o maior dos Países Baixos, com acervo voltado quase todo aos artistas holandeses. As obras vão desde exemplares da arte sacra até a era dourada holandesa, além de uma substancial coleção de arte asiática.

Esse é o Rijksmuseum, o Museu Nacional dos Países Baixos. E aproveite, caro leitor, porque o Rijks esteve parcialmente fechado para reforma durante 10 anos – voltou a funcionar só em 2013. Ou seja, quem esteve em Amsterdam na última década não conheceu o Rijks, pelo menos não completamente.

 

Mas o quê tem lá? Muita coisa. Destaque para as coleções de arte e História holandesas. Os trabalhos dos pintores Frans Hals e Johannes Vermeer são alguns dos mais concorridos, mas imbatível mesmo é Rembrandt van Rijn, considerado um dos maiores pintores de todos os tempos. Se você não é um fã de museus de arte, mas faz questão de conhecer o trabalho desses grandes artistas, uma dica: assim que chegar ao Rijks, vá direto para a ala onde estão as obras-primas. Assim você vê o mais importante no início da visita, quando ainda está descansado e poderá dedicar o tempo necessário para essas obras.

A mais famosa delas é a “A Ronda Noturna”, de Rembrandt, uma obra que inspirou músicas, pinturas, filmes e até um flash mob. Quando o Rijks foi reaberto, artistas recriam a cena mostrada no quadro dentro de um shopping de Amsterdam. A ação está no vídeo abaixo e eu te garanto que vale a pena dar play.

 

Read more: www.360meridianos.com/2014/01/museus-de-amsterdam.html#ix...

Read more: www.360meridianos.com/2014/01/museus-de-amsterdam.html#ix...

Rijksmuseum, Museu Nacional

42 Stadhouderskade

Amsterdam

 

O museu Rijksmuseum de Amsterdã é o Museu Nacional da Holanda, onde você encontrará uma impressionante coleção permanente, formada por 5.000 pinturas e 30.000 obras de arte, além de 17.000 objetos históricos.

 

Esse museu nacional foi fundado em 1885 e está instalado em um edifício de estilo neogótico. A sua principal atração é a extensa coleção de quadros pintados por artistas holandeses, abrangendo um período que vai do séc. XV aos dias de hoje. A obra de arte mais famosa em exibição é o quadro A Ronda Noturna, de Rembrandt.

O museu Rijksmuseum está dividido em cinco departamentos: pintura, escultura, arte aplicada, arte oriental, história dos Países Baixos e gravuras. O núcleo da coleção é a pintura e suas obras mais representativas são as que pertencem ao Século de Ouro holandês, com quadros de artistas como Rembrandt, Vermeer ou Frans Hals.

Ver fonte: dreamguides.edreams.pt/holanda/amsterda/rijksmuseum

 

Museu Rijks, Amesterdão

O Museu Rijks (Museu Nacional) é um edifício histórico, sendo o maior museu nos Países Baixos. O Museu é o maior no numero relativamente às suas colecções, na área do edifício em si, no financiamento e no numero de funcionários empregados.

Cada ano, mais de um milhão de pessoas visitam o Museu Rijks. O Museu emprega cerca de 400 pessoas, incluindo 45 conservadores de museu que são especializados em todas as áreas.

O Museu Rijks é internacionalmente reconhecido pelas suas exibições e publicações, mas não só apenas por estes produtos de grande qualidade, mas também pelas áreas no museu em si que são fonte de inspiração e encorajam a criação de novas ideias.

O museu também tem recursos consideráveis para a educação, para a decoração e apresentação de exibições. Importantes designers são regularmente chamados a trabalharem em projectos no Museu Rijks.

O edifício principal do Museu Rijks está a ser renovado. A boa noticia é que a melhor parte da exposição está apresentada na redesenhada ala Philips. O nome desta exposição denomina-se "The Masterpieces'.

O museu abre diariamente das 10 da manhã até ás 5 da tarde.

A entrada é pela Stadhouderskade 42.

www.rijksmuseum.nl

 

Rijksmuseum

Origem: Wikipédia, a enciclopédia livre.

O Rijksmuseum é um museu nacional dos Países Baixos, localizada em Amsterdão na Praça do museu. O Rijksmuseum é dedicado à artes e história. Ele tem uma larga coleção de pinturas da idade de ouro neerlandesa e uma substancial coleção de arte asiática.

O museu foi fundado em 1800 na cidade da Haia para exibir a coleção do primeiro-ministro. Foi inspirado no exemplo francês. Pelos neerlandeses ficou conhecida como Galeria de Arte. Em 1808 o museu mudou-se para Amsterdã pelas ordens do rei Louis Napoleón, irmão de Napoleão Bonaparte. As pinturas daquela cidade, como A Ronda Nocturna de Rembrandt, tornaram-se parte da coleção.

Em 1885 o museu mudou-se para sua localização atual, construído pelo arquiteto neerlandês Pierre Cuypers. Ele combinou elementos góticos e renascentistas. O museu tem um posição proeminente na Praça do Museu, próximo ao Museu van Gogh e ao Museu Stedelijk. A construção é ricamente decorada com referências da história da arte neerlandesa. A Ronda Nocturna de Rembrandt tem seu próprio corredor no museu desde 1906. Desde 2003 o museu sofreu restaurações, mas as obras-primas são constatemente presentes para o público.

A coleção de pinturas inclui trabalhos de artistas como Jacob van Ruysdael, Frans Hals, Johannes Vermeer e Rembrandt e de alunos de Rembrandt.

Em 2005, 95% do museu está fechado para renovação, mas as pinturas da coleção permanente ainda estão em mostra em uma exibição especial chamada As Obras-primas.

Algumas das pinturas do museu:

Rembrandt van Rijn

A Ronda Nocturna

Os síndicos da guilda dos fabricantes de tecidos

A noiva judia

A lição de Anatomia do Dr. Deyman

Pedro negando Cristo

Saskia com um véu

Retrato de Titus em hábito de monge

Auto-retrato como Apóstolo Paulo

Tobias, Ana e o Bode

Johannes Vermeer:

A Leiteira

A Carta de Amor

Mulher de Azul a ler uma carta

A Rua pequena

Frans Hals:

Retrato de um jovem casal

A Companhia Reynier Real

O bebedor alegre

Retrato de Lucas De Clercq

Retrato de Nicolaes Hasselaer

Retrato de um homem

Página oficial do Rijksmuseum

Virtual Collection of Masterpieces (VCM)

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Se você visitar Amsterdam, precisará conhecer o Museu Nacional da Holanda: Rijksmuseum Amsterdam. O Museu Nacional fica na Praça do Museu, situada no centro de Amsterdam. O Museu Nacional, ou Rijksmuseum, possui uma maravilhosa coleção de arte e história holandesas. Após uma visita ao Rijksmuseum, você saberá mais sobre história e arte e terá visto alguns dos maiores marcos culturais da Holanda.

 

Obras-primas do Museu Nacional

Ao todo, a coleção do Rijksmuseum apresenta a história da Holanda em um contexto internacional, desde 1.100 até o presente. Há alguns ícones da história e cultura da Holanda que você não pode perder:

 

Ronda Noturna (de Nachtwacht) de Rembrandt é uma das mais famosas obras desse mestre holandês e é de tirar o fôlego.

 

O Rijksmuseum tem uma das melhores coleções de pinturas dos grandes mestres do século XVII, como Frans Hals, Jan Steen, Vermeer e Rembrandt.

 

Assim como o Museu Histórico de Haia, o Rijksmuseum apresenta lindas casas de bonecas, mobiliadas em detalhes, datando de 1676.

 

Se você não puder ir ao Delft Real, pode ainda apreciar algumas das melhores cerâmicas de Delft, de conjuntos de chá a vasos, no Museu Nacional.

 

Museu que é visita obrigatória em Amsterdam

Quer sua estadia em Amsterdam seja breve ou longa, você deve visitar o Rijksmuseum. Chegue cedo para evitar enfrentar filas. Combine a visita ao Rijksmuseum com várias outras atrações próximas, como o Museu Van Gogh, o Museu Stedelijk Amsterdam e a Coster Diamonds

 

Para obter mais informações sobre Amsterdam, retorne à página sobre Amsterdam ou à página sobre os museus de Amsterdam.

   

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The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.

 

The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.

 

NAME

The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.

 

Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.

 

Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.

 

Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.

 

FIRST GENERATION (1953)

The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.

 

The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.

 

Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.

 

SECOND GENERATION (1954–1956)

In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.

 

For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.

 

For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.

 

THIRD GENERATION (1957-1960)

1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.

 

1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.

 

There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.

 

The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.

 

An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.

 

For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.

 

On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.

 

The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.

 

The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.

 

The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.

 

A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.

 

The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.

 

FOURTH GENERATION (1961–1964)

Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.

 

A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.

 

In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).

It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.

 

FITH GENERATION (1965–1966)

The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.

 

In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.

 

SIXTH GENERATION (1967–1970)

The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.

 

The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.

 

Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.

 

In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.

 

In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.

 

In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.

 

SEVENTH GENERATION (1971–1978)

The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.

 

In 1972 sales rose to 40,074.

 

Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.

 

In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.

 

The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.

 

1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.

 

For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.

 

In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.

 

In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.

 

A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.

 

ELDORADO BIARRITZ

Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.

 

The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).

 

For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.

 

The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.

 

EIGHTH GENERATION (1979–1985)

A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.

 

In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]

 

For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.

 

Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.

 

From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.

 

In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.

 

Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.

 

Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.

 

NINTH GENERATION (1986–1991)

The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.

 

The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.

 

Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.

1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.

 

TENTH GENERATION (1992–2002)

The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.

 

The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."

 

In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.

 

In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.

 

The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.

 

In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.

 

Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.

 

WIKIPEDIA

 

Jaggi Vasudev also known as Sadhguru, is an Indian yogi and mystic. He founded the Isha Foundation, a non-profit organisation which offers yoga programs around the world, including India, United States, England, Lebanon, Singapore, Canada, Malaysia, Uganda and Australia. The Foundation is also involved in various social and community development activities, which have resulted in the Foundation being granted special consultative status with the Economic and Social Council of the United Nations.[1]

Contents [hide]

1 Early life

2 Spiritual experience

3 Dhyanalinga

4 Isha Foundation

4.1 Social initiatives

5 Yoga programs

6 Participation in global and economic forums

7 Publications

7.1 English

7.2 Tamil

7.3 Hindi

7.4 Kannada

7.5 Telugu

8 References

9 Further reading

10 External links

Early life[edit]

 

Born into a Kannada family[2] in Mysore, Karnataka on 3 September 1957 to Susheela and Dr. Vasudev, Jagadish was the youngest of the Vasudev's four children – two boys and two girls. A travelling fortune-teller, who was asked to predict the child's future, predicted that the infant would have a fortunate life and named the infant Jagadish which means lord of the universe. Sadhguru's father was an ophthalmologist with the Indian Railways and as a result, the family moved frequently. At a young age, Jagadish, or Jaggi as he came to be known, developed an interest in nature and would frequently make trips into nearby forests which would sometimes last up to three days at a time. At the age of 11, Jaggi came in contact with Malladihalli Sri Raghavendra Swamiji who taught him a set of simple yoga asanas, the practice of which he regularly maintained.[3] Sadhguru states that "without a single day's break, this simple yoga that was taught to him kept happening and led to a much deeper experience later."[4]:39

After finishing his schooling, he graduated from the University of Mysore with a bachelor's degree in English Literature, standing second in his class.[5] During his college years, he developed an interest in travel and motorcycles. A frequent haunt of his and his friends was the Chamundi Hill near Mysore, where they often had get-togethers and nocturnal drives. He also travelled to various places in the country on his motorcycle. When he reached the Indo-Nepal border, he was stopped from entering Nepal because he did not possess a passport. This experience made him resolve "to earn some quick money," and just ride off somewhere where people couldn't stop him. This led him to open several successful businesses after graduation, including a poultry farm, a brickworks and a construction business.[5]

Spiritual experience[edit]

 

At the age of twenty-five on 23 September 1981, he rode up Chamundi Hill and sat on a rock, when he had a spiritual experience. Sadhguru describes his experience, "Till that moment in my life I always thought this is me and that's somebody else and something else. But for the first time I did not know which is me and which is not me. Suddenly, what was me was just all over the place. The very rock on which I was sitting, the air that I breathe, the very atmosphere around me, I had just exploded into everything. That sounds like utter insanity. This, I thought it lasted for ten to fifteen minutes but when I came back to my normal consciousness, I was about four-and-a-half-hours I was sitting there, fully conscious, eyes open, but time had just flipped."[6]:04:04 Six weeks after this experience, he left his business to his friend and travelled extensively in an effort to gain insight into his 'mystical' experience. After a year of meditation and travel, Sadhguru decided to teach yoga to share his inner experience.[7]

In 1983, he conducted his first yoga class with seven participants in Mysore. Over time, he began conducting yoga classes across Karnataka and Hyderabad travelling from class to class on his motorcycle. He lived of the proceeds of his poultry farm rental and refused payment for the classes. A usual practice of his was to donate the collections received from participants to a local charity on the last day of the class.[7] These initial programs were the basic format on which the Isha Yoga classes were later built on.

In 1989, he conducted his first class in Coimbatore, near which the Isha Yoga Center would later be established. The classes were known as Sahaja Sthiti Yoga and involved asanas, pranayama kriyas and meditation. In 1993, Sadhguru decided to set up an ashram to support the growing number of spiritual aspirants. After examining with various sites around Kerala, Karnataka, Tamil Nadu and Goa, he decided on a thirteen acre site situated at the foothills of the Velliangiri Mountains, thirty kilometres from Coimbatore. In 1994, the site was bought and the Isha Yoga Center was set up.[4]

Dhyanalinga[edit]

 

Main article: Dhyanalinga

  

The Dhyanalinga within the temple dome.

In 1994, Sadhguru conducted the first program in the ashram premises, during which he discussed the Dhyanalinga. The Dhyanalinga is a yogic temple and a space for meditation, the consecration of which, Sadhguru had stated was his life's mission entrusted to him by his Guru.[7] In 1996, the stone edifice of the linga was ordered and arrived at the ashram. After three years of work, the Dhyanalinga was completed on 23 June 1999[8] and opened to the public on 23 November.[9]

The Dhyanalinga yogic temple offers a meditative space that does not ascribe to any particular faith or belief system.[10] A 76-foot dome, constructed using only bricks and stabilised mud mortar without steel or concrete,[11] covers the sanctum sanctorum. The lingam is 13 feet, 9 inches in height and made of high density black granite. The Sarva Dharma Sthamba, located at the front entrance, functions as an icon of singularity, with the sculptural reliefs and symbols of Hinduism, Islam, Christianity, Sikhism, Jainism, Taoism, Zoroastrianism, Judaism, Buddhism, and Shinto inscribed as a universal welcome.[12]

Isha Foundation[edit]

 

Main article: Isha Foundation

  

Saplings being readied for transportation at a PGH nursery.

Sadhguru established Isha Foundation, a non-religious, non-profit organisation entirely run by volunteers. The Isha Yoga Center near Coimbatore was founded in 1992, and hosts a series of programs to heighten self-awareness through yoga. The foundation works in tandem with international bodies like the Economic and Social Council of the United Nations.[1]

Social initiatives[edit]

He also founded Project GreenHands (PGH), a grassroots ecological initiative which was awarded the highest Indian environmental award, the Indira Gandhi Paryavaran Puraskar, by the Government of India in June 2010.[13] PGH aims to increase the green cover in Tamil Nadu by 10% and has successfully overseen the planting of more than 17 million trees by over 2 million volunteers. In an interview to the National Geographic Green magazine, Sadhguru explained the impetus which led him to establish Project GreenHands: "In the year 1998, certain experts […] made a prediction, by 2025, 60% of Tamil Nadu will be a desert. […] I decided to drive across Tamil Nadu and see for myself if this is true. […] I realized they were completely wrong because it wouldn’t go to 2025, it would happen much faster according to me. […] So from ‘98 to 2003, 2004, I went about planting trees in people’s minds. And since 2004, we are transplanting those trees back to the ground."[14]

Action for Rural Rejuvenation (ARR), is an initiative under Isha Foundation, that is aimed towards improving the overall health and quality of life of the rural poor. ARR was established by Sadhguru in 2003 and seeks to benefit 70 million people in 54,000 villages across South India. As of 2010, ARR has reached over 4,200 villages and a population of over 7 million people.[15][16] He has also been involved with agricultural and farmers' associations to work towards resolving issues faced by Indian farmers.[17]

Isha Vidhya, is Isha Foundation's educational initiative, which aims to raise the level of education and literacy in rural India. There are seven schools in operation which educate around 3000 students.[18] The foundation has also "adopted" 26 government schools to reach out to students from financially constrained backgrounds, and aims to adopt up to 3000 schools.[19][20]

Yoga programs[edit]

  

Sadhguru conducting the Inner Engineering Program at the Bombay Stock Exchange, Mumbai.

After the establishment of the ashram, Sadhguru began conducting regular yoga programs at the Isha Yoga Center, including a course for the Indian Hockey team in 1996.[21][22] In 1997, he began conducting classes in the United States[23][24] and in 1998, he began conducting yoga classes for life-term prisoners in Tamil Nadu prisons.[25] From 2011, he began conducting programs with large-scale participation of up to 10,000 and 15,000 participants at once. These large-scale programs have been attended by over 75,000 people in total.[26][27]

The programs offered by Sadhguru are offered under the umbrella of Isha Yoga. The word Isha means the formless divine.[28] Isha Yoga's flagship program is 'Inner Engineering' where individuals are initiated into meditation and pranayam and the Shambhavi Mahamudra.[29] He is also conducting yoga classes for the corporate leadership to introduce them to what he calls "inclusive economics," which he says introduces a sense of compassion and inclusiveness into today's economic scenario.[30][31]

Sadhguru also regularly conducts Mahasathsangs in Tamil Nadu and Karnataka that include discourses, meditations and question and answer sessions with the audience. These Mahasathsangs are also used as platforms to encourage tree-planting activities.[32] He also takes spiritual aspirants on annual yatras to Mount Kailash and the Himalayas. The Kailash Yatra led by Sadhguru is among the largest groups to make the trip to Kailash, with 514 pilgrims attending the journey in 2010.[33][34]

Sadhguru also organises all-night Mahashivarathri celebrations every year at the Isha Yoga Center, which in 2013, were attended by an estimated 600,000 to 800,000 people approximately.[35][36][37] The night includes music, dance and guided meditation sessions. In 2013, performers included Carnatic singer Aruna Sairam, dancer Anita Ratnam and the band, The Raghu Dixit Project.[37]

In March 2005, construction of the Isha Institute of Inner-sciences (III) in McMinnville, Tennessee, USA was begun and was completed 6 months later. Sadhguru had decided to established III as a center for spiritual growth in the Western Hemisphere. On 7 November 2008, Sadhguru consecrated the Mahima Hall, a 39,000 square foot, free-standing meditation hall at the III.[38] On 30 January 2010, Sadhguru consecrated the Linga Bhairavi, a representation of the feminine aspects of the divine at the Isha Yoga Center.[4]

Participation in global and economic forums[edit]

  

KV Kamath, who was present at the Isha Insight program.

Sadhguru has spoken at the United Nations Millennium World Peace Summit in 2000,[39] the World Economic Forum in 2006, 2007, 2008 and 2009.[40] On 24 June 2013, he conducted a multi-religious session titled, "Interfaith Deliberations on the Universality of Religions" at the Isha Yoga Center, which was attended by representatives of various religions, and coincided with the fourteenth anniversary celebrations of the Dhyanalinga.[41][42]

In 2012, he was voted among the hundred most powerful Indians for his contribution in the field of environmental protection and for encouraging public participation in ecological issues.[43] He was also a participant in the 2006 documentary film ONE: The Movie. He has also been involved in one-on-one interactions as part of the "In Conversations With the Mystic" program with Anupam Kher, Jasti Chelameswar, Dilip Cherian, Muzaffar Ali and Tarun Tahiliani.[44][45]

In 2012, he initiated the Isha Insight program, which focuses on helping small and medium businesses scale up their business activities. The program was conducted by Ram Charan, with KV Kamath Grandhi Mallikarjuna Rao Shankar Annaswamy, Vellayan Subbiah and Pramod Chaudhari also active in the program.[46] In an interview with Forbes magazine, Sadhguru, speaking about the motivation behind setting up the program, said, "While speaking at economic summits and to leaders in India and outside, I have noticed that the most serious issue people have is a lack of insight into what they are doing, or what they could do. That’s how we ended up creating this programme called Insight."[47]

Publications[edit]

 

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The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.

 

The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.

 

NAME

The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.

 

Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.

 

Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.

 

Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.

 

FIRST GENERATION (1953)

The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.

 

The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.

 

Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.

 

SECOND GENERATION (1954–1956)

In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.

 

For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.

 

For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.

 

THIRD GENERATION (1957-1960)

1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.

 

1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.

 

There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.

 

The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.

 

An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.

 

For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.

 

On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.

 

The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.

 

The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.

 

The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.

 

A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.

 

The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.

 

FOURTH GENERATION (1961–1964)

Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.

 

A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.

 

In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).

It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.

 

FITH GENERATION (1965–1966)

The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.

 

In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.

 

SIXTH GENERATION (1967–1970)

The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.

 

The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.

 

Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.

 

In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.

 

In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.

 

In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.

 

SEVENTH GENERATION (1971–1978)

The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.

 

In 1972 sales rose to 40,074.

 

Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.

 

In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.

 

The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.

 

1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.

 

For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.

 

In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.

 

In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.

 

A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.

 

ELDORADO BIARRITZ

Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.

 

The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).

 

For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.

 

The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.

 

EIGHTH GENERATION (1979–1985)

A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.

 

In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]

 

For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.

 

Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.

 

From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.

 

In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.

 

Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.

 

Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.

 

NINTH GENERATION (1986–1991)

The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.

 

The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.

 

Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.

1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.

 

TENTH GENERATION (1992–2002)

The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.

 

The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."

 

In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.

 

In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.

 

The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.

 

In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.

 

Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.

 

WIKIPEDIA

 

© 2010. Aleksandr Volkov.

Shipping containers offer safe, affordable housing in Brighton. QED Property recently collaborated with WCEC Architecture and the Brighton Housing Trust to build a new shipping container-based housing development in Brighton, UK, for people at risk of homelessness.

Richardson's Yard opened in December 2013 and is located in central Brighton on former commercial land that would have otherwise remained underused.

The development comprises 36 dwellings in all, that are constructed from a number of standard 12.9 metre (40-ft) shipping containers. Inside, the containers feature sleeping quarters, toilet and kitchen.

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Harley-Davidson Inc (NYSE: HOG, formerly HDI), often abbreviated H-D or Harley, is an American motorcycle manufacturer. Founded in Milwaukee, Wisconsin, during the first decade of the 20th century, it was one of two major American motorcycle manufacturers to survive the Great Depression. Harley-Davidson also survived a period of poor quality control and competition from Japanese manufacturers.

 

The company sells heavyweight (over 750 cc) motorcycles designed for cruising on highways. Harley-Davidson motorcycles (popularly known as "Harleys") have a distinctive design and exhaust note. They are especially noted for the tradition of heavy customization that gave rise to the chopper style of motorcycle. Except for the modern VRSC model family, current Harley-Davidson motorcycles reflect the styles of classic Harley designs. Harley-Davidson's attempts to establish itself in the light motorcycle market have met with limited success and have largely been abandoned since the 1978 sale of its Italian Aermacchi subsidiary.

 

Harley-Davidson sustains a loyal brand community which keeps active through clubs, events, and a museum. Licensing of the Harley-Davidson brand and logo accounted for $40 million (0.8%) of the company's net revenue in 2010.

 

History

 

BeginningIn 1901, William S. Harley, age 22, drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson labored on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon completion, the boys found their power-cycle unable to conquer Milwaukee's modest hills without pedal assistance. Will Harley and the Davidsons quickly wrote off their first motor-bicycle as a valuable learning experiment.

 

Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized-bicycle category and would help define what a modern motorcycle should contain in the years to come. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.

 

Prototype

 

The prototype of the new loop-frame Harley-Davidson was assembled in a 10 × 15 ft (3.0 × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee rail shops where oldest brother William A. Davidson was then tool room foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.

 

In January 1905, small advertisements were placed in the "Automobile and Cycle Trade Journal" that offered bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the dozen or so built in the Davidson backyard shed. (Some years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins. Unfortunately, the first shed was accidentally destroyed by contractors in the early 1970s during a clean-up of the factory yard.)

 

In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue). This location remains Harley-Davidson's corporate headquarters today. The first Juneau Avenue plant was a 40 × 60 ft (12 × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.

 

1907 model.

 

Harley-Davidson 1,000 cc HT 1916In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.

 

Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inches (440 cc) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cc) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.

 

Harley-Davidson works in 1911By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.

 

In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cc), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.

 

By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure of reinforced concrete and red brick had been built. Begun in 1910, the red brick factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.

 

World War IIn 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for combat service.[citation needed] Harley-Davidson provided about 15,000 machines to the military forces during World War I.

 

1920s

 

Harley-Davidson 1000 cc HT 1923By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world. Their motorcycles were sold by dealers in 67 countries. Production was 28,189 machines.

 

In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed of over 100 mph (160 km/h).

 

During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,200 cc) V-Twin, introduced in 1922, and the "Teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.

 

In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cc) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X.[19] This was the "D" model, produced from 1929 to 1931.[20] Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.

 

FBI Stolen motorcycles

 

steelhorseshades.com/FBI_Stolen_MC_database.html

 

Motorcycles VIN Decoder

 

steelhorseshades.com/VIN_Decoder.html

   

United States Marine Corp Eagle, Globe, and Anchor

The Eagle, Globe, and Anchor is the official emblem and insignia of the United States Marine Corps. The current emblem traces its roots in the designs and ornaments of the early Continental Marines as well as the British Royal Marines. The present emblem, adopted in 1966, differs from the emblem of 1868 only by a change in the eagle. Before that time many devices, ornaments, and distinguishing marks followed one another as official badges of the Corps.

History

Early insignia, seen today on modern uniform buttons

American Civil War era insignia In 1776, the device consisted of a fouled anchor (tangled in its rope) of silver or pewter. Changes were made in 1798, 1821, and 1824. In 1834, it was prescribed that a brass eagle be worn on the hat, the eagle to measure 3.5 inches (89 mm) from wingtip to wingtip. An eagle clutching a fouled anchor with thirteen six-pointed stars above was used on uniform buttons starting in 1804. This same insignia is used today on the buttons of Marine dress and service uniforms, with the six-pointed stars changed to five-pointed stars.

During the early years numerous distinguishing marks were prescribed, including "black cockades", "scarlet plumes", and "yellow bands and tassels". In 1859, the first version of the present color scheme for the officer's dress uniform insignia appeared on an elaborate device of solid white metal and yellow metal. The design included a United States shield, half wreath, a bugle, and the letter "M."

In 1868, the Commandant, Brigadier General Jacob Zeilin, appointed a board "to decide and report upon the various devices of cap ornaments of the Marine Corps." On November 13, 1868, the board recommended the modern insignia. It was approved by the Commandant four days later, and by the Secretary of the Navy on November 19, 1868.

Design and symbolism

Eagle, Globe, and Anchor for the dress uniform: officer (left) & enlisted (right)

The emblem recommended by the 1868 board consisted of a globe (showing the continents of the Western Hemisphere) intersected by a fouled anchor, and surmounted by a spread eagle. On the emblem itself, there is a ribbon, clasped in the eagle's beak, bearing the Latin motto "Semper Fidelis" (Always Faithful). The uniform ornaments omit the motto ribbon.

The general design of the emblem was probably derived from the Royal Marines' "Globe and Laurel." The globe on the U.S. Marine emblem signifies continuing historical service in any part of the world. The eagle represents the United States. The anchor, which dates back to the founding of the Corps in 1775, acknowledges the naval tradition of the Marines and their continual service under the command of the Department of the Navy.

 

There are some differences between the uniform ornaments for enlisted Marines and officers. The enlisted Marines ornament is a single piece of gold-colored metal. The Officers ornament is slightly larger, and is of silver with gold additions: The Globe and Eagle are silver; the continents on the globe are gold; the anchor is gold; the rope fouling the anchor is silver. Also, the anchor is of slightly different design, the rope is of a different type and is coiled differently, and the eagle's stance is different. Finally, the island of Cuba is represented in the stylized map of the Americas on the enlisted ornament Globe, but not on the Officers ornament. This has no political significance: on the Officers ornament, the continents are represented by gold metal appliqué, and Cuba would be a very small separate bit of metal that could easily fall off.

The globe signifies USMC service around the world. The Eagle represents America and the Anchor represents the naval traditions of the Corps, which date back to its founding in 1775 and its continued service under the Department of the Navy. It is also said that the emblem represents the three areas the Marines serve “On Land, In Air and Sea”.

Current emblem and seal

United States Marine Corps seal In 1954, the Commandant, General Lemuel C. Shepherd, Jr., requested the design of an official seal for the Corps.

The new seal included the traditional Eagle, Globe, and Anchor emblem in gold, with the Globe and anchor rope in silver. The eagle is depicted with wings displayed, standing upon the western hemisphere of the terrestrial globe, and holding in his beak a white ribbon bearing the Marine Corps motto "Semper Fidelis" (Always Faithful) with the hemisphere superimposed on a fouled anchor. An American Bald Eagle replaced the crested eagle depicted on the 1868 emblem.

The emblem is displayed on a scarlet background encircled with a Navy blue band bearing the phrases "Department of the Navy" above and "United States Marine Corps" below in white letters, the whole edged in a gold rope rim.

President Eisenhower approved the design on June 22, 1954. The emblem as shown on the seal was adopted in 1955 as the official Marine Corps emblem.

 

United States Marine Corp Eagle, Globe & Anchor Harley Davidson windshield from SteelHorseShades.Com

 

steelhorseshades.com

 

We offer all stock windshields for any make & model Harley Davidson.

 

We offer a full line of colors, laser & CNC engraving for individuals, clubs and organizations. We will beat anyone’s quality & price!

  

Harley-Davidson Inc (NYSE: HOG, formerly HDI), often abbreviated H-D or Harley, is an American motorcycle manufacturer. Founded in Milwaukee, Wisconsin, during the first decade of the 20th century, it was one of two major American motorcycle manufacturers to survive the Great Depression. Harley-Davidson also survived a period of poor quality control and competition from Japanese manufacturers.

 

The company sells heavyweight (over 750 cc) motorcycles designed for cruising on highways. Harley-Davidson motorcycles (popularly known as "Harleys") have a distinctive design and exhaust note. They are especially noted for the tradition of heavy customization that gave rise to the chopper style of motorcycle. Except for the modern VRSC model family, current Harley-Davidson motorcycles reflect the styles of classic Harley designs. Harley-Davidson's attempts to establish itself in the light motorcycle market have met with limited success and have largely been abandoned since the 1978 sale of its Italian Aermacchi subsidiary.

 

Harley-Davidson sustains a loyal brand community which keeps active through clubs, events, and a museum. Licensing of the Harley-Davidson brand and logo accounted for $40 million (0.8%) of the company's net revenue in 2010.

 

History

 

BeginningIn 1901, William S. Harley, age 22, drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson labored on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon completion, the boys found their power-cycle unable to conquer Milwaukee's modest hills without pedal assistance. Will Harley and the Davidsons quickly wrote off their first motor-bicycle as a valuable learning experiment.

 

Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized-bicycle category and would help define what a modern motorcycle should contain in the years to come. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.

 

Prototype

 

The prototype of the new loop-frame Harley-Davidson was assembled in a 10 × 15 ft (3.0 × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee rail shops where oldest brother William A. Davidson was then tool room foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.

 

In January 1905, small advertisements were placed in the "Automobile and Cycle Trade Journal" that offered bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the dozen or so built in the Davidson backyard shed. (Some years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins. Unfortunately, the first shed was accidentally destroyed by contractors in the early 1970s during a clean-up of the factory yard.)

 

In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue). This location remains Harley-Davidson's corporate headquarters today. The first Juneau Avenue plant was a 40 × 60 ft (12 × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.

 

1907 model.

 

Harley-Davidson 1,000 cc HT 1916In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.

 

Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inches (440 cc) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cc) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.

 

Harley-Davidson works in 1911By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.

 

In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cc), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.

 

By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure of reinforced concrete and red brick had been built. Begun in 1910, the red brick factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.

 

World War IIn 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for combat service.[citation needed] Harley-Davidson provided about 15,000 machines to the military forces during World War I.

 

1920s

 

Harley-Davidson 1000 cc HT 1923By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world. Their motorcycles were sold by dealers in 67 countries. Production was 28,189 machines.

 

In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed of over 100 mph (160 km/h).

 

During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,200 cc) V-Twin, introduced in 1922, and the "Teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.

 

In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cc) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X.[19] This was the "D" model, produced from 1929 to 1931.[20] Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.

 

FBI Stolen motorcycles

 

steelhorseshades.com/FBI_Stolen_MC_database.html

 

Motorcycles VIN Decoder

 

steelhorseshades.com/VIN_Decoder.html

   

United States Marine Corp Eagle, Globe, and Anchor

The Eagle, Globe, and Anchor is the official emblem and insignia of the United States Marine Corps. The current emblem traces its roots in the designs and ornaments of the early Continental Marines as well as the British Royal Marines. The present emblem, adopted in 1966, differs from the emblem of 1868 only by a change in the eagle. Before that time many devices, ornaments, and distinguishing marks followed one another as official badges of the Corps.

History

Early insignia, seen today on modern uniform buttons

American Civil War era insignia In 1776, the device consisted of a fouled anchor (tangled in its rope) of silver or pewter. Changes were made in 1798, 1821, and 1824. In 1834, it was prescribed that a brass eagle be worn on the hat, the eagle to measure 3.5 inches (89 mm) from wingtip to wingtip. An eagle clutching a fouled anchor with thirteen six-pointed stars above was used on uniform buttons starting in 1804. This same insignia is used today on the buttons of Marine dress and service uniforms, with the six-pointed stars changed to five-pointed stars.

During the early years numerous distinguishing marks were prescribed, including "black cockades", "scarlet plumes", and "yellow bands and tassels". In 1859, the first version of the present color scheme for the officer's dress uniform insignia appeared on an elaborate device of solid white metal and yellow metal. The design included a United States shield, half wreath, a bugle, and the letter "M."

In 1868, the Commandant, Brigadier General Jacob Zeilin, appointed a board "to decide and report upon the various devices of cap ornaments of the Marine Corps." On November 13, 1868, the board recommended the modern insignia. It was approved by the Commandant four days later, and by the Secretary of the Navy on November 19, 1868.

Design and symbolism

Eagle, Globe, and Anchor for the dress uniform: officer (left) & enlisted (right)

The emblem recommended by the 1868 board consisted of a globe (showing the continents of the Western Hemisphere) intersected by a fouled anchor, and surmounted by a spread eagle. On the emblem itself, there is a ribbon, clasped in the eagle's beak, bearing the Latin motto "Semper Fidelis" (Always Faithful). The uniform ornaments omit the motto ribbon.

The general design of the emblem was probably derived from the Royal Marines' "Globe and Laurel." The globe on the U.S. Marine emblem signifies continuing historical service in any part of the world. The eagle represents the United States. The anchor, which dates back to the founding of the Corps in 1775, acknowledges the naval tradition of the Marines and their continual service under the command of the Department of the Navy.

 

There are some differences between the uniform ornaments for enlisted Marines and officers. The enlisted Marines ornament is a single piece of gold-colored metal. The Officers ornament is slightly larger, and is of silver with gold additions: The Globe and Eagle are silver; the continents on the globe are gold; the anchor is gold; the rope fouling the anchor is silver. Also, the anchor is of slightly different design, the rope is of a different type and is coiled differently, and the eagle's stance is different. Finally, the island of Cuba is represented in the stylized map of the Americas on the enlisted ornament Globe, but not on the Officers ornament. This has no political significance: on the Officers ornament, the continents are represented by gold metal appliqué, and Cuba would be a very small separate bit of metal that could easily fall off.

The globe signifies USMC service around the world. The Eagle represents America and the Anchor represents the naval traditions of the Corps, which date back to its founding in 1775 and its continued service under the Department of the Navy. It is also said that the emblem represents the three areas the Marines serve “On Land, In Air and Sea”.

Current emblem and seal

United States Marine Corps seal In 1954, the Commandant, General Lemuel C. Shepherd, Jr., requested the design of an official seal for the Corps.

The new seal included the traditional Eagle, Globe, and Anchor emblem in gold, with the Globe and anchor rope in silver. The eagle is depicted with wings displayed, standing upon the western hemisphere of the terrestrial globe, and holding in his beak a white ribbon bearing the Marine Corps motto "Semper Fidelis" (Always Faithful) with the hemisphere superimposed on a fouled anchor. An American Bald Eagle replaced the crested eagle depicted on the 1868 emblem.

The emblem is displayed on a scarlet background encircled with a Navy blue band bearing the phrases "Department of the Navy" above and "United States Marine Corps" below in white letters, the whole edged in a gold rope rim.

President Eisenhower approved the design on June 22, 1954. The emblem as shown on the seal was adopted in 1955 as the official Marine Corps emblem.

 

House GOP Offers Better Health Care Solutions: healthcare.gop.gov

 

The American people have spoken. Speaker Pelosi and House Democrats have ignored them. Through the month of August, the American people let Members of Congress from both parties know that they didn’t want a government takeover of health care. That hasn’t changed.

 

But instead of listening to the American people, Democrats hid behind closed doors and came back with a bill designed to appease the liberal special interests. Three things about Speaker Pelosi’s health care bill are already clear: it will raise the cost of Americans’ health insurance premiums; it will kill jobs with tax hikes and new mandates; and it will cut seniors’ Medicare benefits. The fact that it weighs in at nearly 2,000 pages – more than 620 pages longer than the government takeover of health care Hillary Clinton proposed in 1993 – is as good an indication as any of just how costly and unsustainable Speaker Pelosi’s proposal is.

The service on the flight with TAP Portugal from Lisbon to Amsterdam in Business Class was simply excellent! It was a friendly crew again, smiling all the time and very attentive and serving the guests pleasantly. The meal looks very nice and tasted delicious! It was a hot meal out of a choice of two. This is the fish choice with white fish and baked bananas and sweet peas, a side salad with a fish mousse and a dessert as well as a fresh roll and camembert and crackers. Before the meal a hot towel was given and afterwards a menu. The menu had a choice of one sparkling white wine, two other white wines and three red wines! It also included the menu of the meals served!

I truly enjoyed the excellent TAP Executive class service on the flight from Lisbon to Amsterdam and can highly recommend flying them.

The modern Airbus jets are very comfortable and TAP even offers Airshow and short films during the flight!

Callsign : ALEX 27.07

Coachwork by Reutter

 

The car offered here is one of the first batch of 12 Porsche 356B Cabriolets out of a total of some 40 delivered new to the Rijkspolitie's SAS section. Only three are known to survive: one in the USA, one in the Porsche Centrum Nederland, and this example in private hands.

 

In 1962, the Rijkspolitie (Dutch Police) set up its Surveillancegroep Autosnelwegen (Motorway Surveillance Group) to patrol these new high-speed highways. At that time there was no speed limit on Dutch motorways and no guard rails either. Accidents were frequent and often fatal. Seeking a solution to this serious problem, a Rijkspolitie delegation consulted the German Police in Nordrhein Westfalen on how best to manage Holland's 500-kilometre motorway network. The 'autobahn' was, after all, a German invention. Since 1956 the German police had adopted a policy of 'overtaking surveillance' using Porsche sports cars. Motorists deemed to be driving at excessive speed were monitored, overtaken and forced to stop. This high-profile presence and firm action had a powerful deterrent effect.

 

Commencing in November 1960, this approach was trialled by the Rijkspolitie using a single Porsche 356 Cabriolet. The trial was successful and resulted in the creation in 1962 of the SAS, initially with 12 Porsches. The vehicle offered here is one of those 12 356B sports cars.

An elite force, the SAS underwent a rigorous selection procedure: they were required to have good driving skills and road traffic expertise, to be in excellent physical condition and be at least 25 years old. They also had to be married, preferably with children, it being considered that these responsibilities would inhibit them from taking unnecessary risks. As one would expect, this group of Porsche-driving motorway cops, with their white cars and matching helmet, tunic and long overcoat, attracted a lot of media attention. A period copy of 'de Auto' magazine featuring a Rijkspolitie 356 is on file.

 

The car we offer was delivered new by Pon's Automobielhandel, Holland to the Rijkspolitie's Sectie Bijzondere Verkeerstaken (Special Traffic Tasks Section) and first registered in the Netherlands on 21st March 1962. It spent the next four years in police service, known by the call sign 'ALEX 2707', and was assigned to the 'Van Rijn/De Steen' surveillance team for the entire period. Their field of operations was highway '2/26/4/4a'. 'ALEX 2707' stayed with the Rijkspolitie until 1966, by which time it had travelled more than 190,000 kilometres and received a replacement engine (Porsche certificate on file).

 

At the end of its service all the police equipment was removed and the car sold as a standard 356B Cabriolet. The Porsche is believed to have remained in the Netherlands, where it was purchased in 2004 by the current vendor's father, who bought the 356 not knowing it was a former police car.

 

A short while later, the Dutch Police contacted the owner's family to tell them they had an ex-police Porsche 356 and asked if it would be possible to come and look at the car. It was only then (circa 2005) that the quest began to obtain all the original police parts for this Rijkspolitie Porsche. It was to prove exceedingly difficult to find the 'Rijkspolitie' equipment that had been removed prior to sale, and the restoration was not finally completed until 2012.

The car is now equipped with all the original fittings with which it was delivered new, and was even re-sprayed after restoration because the white paint used was not the correct shade for this particular 356. The engine has been changed again and is now a Type 616/16 dating from 1964. Fully overhauled 1,000 kilometres ago, it is a 1,600cc 'SC' unit producing 95bhp. The odometer was zeroed at time of restoration and is currently reading 30,400 kilometres.

 

Original 'Rijkspolitie' features (not all connected) include the original blue AUR beacon; 'STOP' sign; Storno radio telephone (VHF); radio antenna; Pye amplifier; twin internal rear view mirrors; control buttons; ammeter; rear-mounted loudspeaker; correct stickers; and Rijkspolitie clothing including helmets. Apart from the addition of oil pressure and oil temperature gauges and tripmaster, the car is exactly as it was when delivered new to the Dutch Police.

 

Collection : Louwman Museum

 

1,6 Liter

4 Cylinder Boxer

75 HP

Vmax : 175 km/h

 

Expo : Rijkspolitie Porsches

Louwman Museum

Den Haag - The Hague

Nederland - Netherlands

Augustus 2016