text:
The Interborough Fleet, 1900-1939 (Composites, Hi-V, Low-V)
From nycsubway.org
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Prototypes and Composite Cars
Around 1902, in the advent of IRT Subway operation, newer cars were developed out of necessity to provide protection for riders against the perilous confines of subway tunnels, and better accommodate hurried throngs of people. Initially two cars were developed as prototypes (the August Belmont and the John B. McDonald), being constructed of wood with some steel in the underframe, and resembling trailers built for the Northwestern Elevated of Chicago in 1898.
These had been the first American rapid transit cars produced with enclosed vestibules, and were equipped with hand-operated folding doors (much like those on a telephone booth). The final production model for the IRT Subway was a modified version of this basic design, with heavyweight steel framing and a copper and wood-sheathed body finish, to provide more strength and better protection against collisions than the elevated cars had. The new Subway cars were also about five feet longer than standard el cars due to more generous clearances on the Subway Division, and were also slightly convex outward at the window ledge, eliminating the somewhat cramped interior appearance of the elevated cars. By the end of 1902, the new subway car design had been completed, and 500 units were ordered from several builders. Delivered in 1903 and 1904, these "Composite" cars were tested on some parts of the Manhattan Elevated system prior to completion of the subway.
While modern in design for 1902, the Composite cars were nevertheless a controversial entity on the IRT after beginning subway service mixed with steel "Gibbs" cars in October, 1904. They were said to present a great fire hazards, which it was feared would lead to catastrophe in the confines of the Interborough's underground lines, and would present a such greater potential for lose in the event of a collision, especially with a steel car. In spite of this stigma they rolled on, and were given center doors in 1910 to aid in passenger flow, which by this time had far outstripped anything the IRT Subway lines had been designed to absorb. In addition, 78 Motor cars were converted to Trailers about this time, so as to help accommodate the operation of longer trains. Their final disposition from the Subway Division came about in 1915 with the purchase of new steel car bodies which were to be placed on the Composite cars' trucks. In turn, new lighter weight trucks were to be built for the Composite cars, permitting them to be used in Elevated Division service. In addition to being removed from the subway, the Composites would also help to solve the IRT's problem of providing enough cars for the expanded services soon to begin in the wake of system-wide Dual Contracts improvements.
On January 17, 1916 the first trains of Composite cars were in service on the 3 Ave. Local-Express route, and also on the 2 Ave.-Freeman St. Express, where they operated over some shared Subway Division trackage. Because of their added weight even with the lighter trucks, the Composites had to run lite in the return direction of their rush hour trips so as not to overtax the structures. The entire Composite car fleet had been transferred to the Manhattan Elevated lines by December, 1916.
High-Voltage (Hi-V)
The idea of using all-steel rapid transit equipment was not a new one as the IRT prepared for Subway Division operation, however it was not a highly developed one either. Such cars had been thought of as the future of rapid transit design since the 1890's, when they became popular in the railroad industry, but no way had been researched as to how to utilize this technology on a smaller scale. In addition, there was no great need for steel cars before the IRT Subway appeared, as all previous lines (except for a short stretch in Boston) were operated exclusively over elevated or grade-level rights-of-way. Thus, there was an unwillingness by anyone except the IRT to expend the necessary capital to develop the steel car, and the builders themselves were perfectly satisfied to continue turning out wood or wood-steel cars if that was what the market demanded.
In 1902, it was the rapidly progressing construction of the IRT which forced management to pursue equipment development that was geared toward the mass-production of cars safely constructed for prolonged underground travel. The issue of an all-steel car was forced by public concerns over the danger of using wood, or even wood-steel, cars in such a surrounding. In an attempt to face up to the challenge of providing steel cars, the IRT retained George Gibbs, a Pennsylvania Railroad mechanical engineer, in what amounted to an experimental capacity to bring the all-steel rapid transit car to reality.
In 1903, a prototype car which essentially consisted of Composite-like steel framing and riveted steel plates, took shape at the PRR's Altoona Shops. The car arrived in New York late in the year, was tested and slightly modified. Apparently satisfied with the final product, the IRT placed two orders with American Car & Foundry for 300 similar cars. In fact, the Long Island Railroad later ordered several identical cars of its own for an anticipated through service from the Flatbush Ave. Terminal to Grand Central via the IRT. As far as can be determined, the "Gibbs" Hi-V cars weighed in the vicinity of 75,000 lbs., as opposed to the standard el cars with an approximate weight of 60,000 lbs. The added weight had been foreseen as a likelihood while the new IRT Subway Division structures on Broadway and Westchester Ave. were being built, and they were thus reinforced to handle the additional tonnage. The first of the steel cars arrived from ACF in the Summer of 1904, and several were on hand for the October 27 opening. The remainder arrived through the first part of 1905, the Gibbs Car fleet being joined eventually by the Altoona prototype, car 3342.
As the original IRT Subway Division lines expanded with the coming of the Contract II routes between 1905 and 1908, 50 more cars were added to the fleet, these being the unique "Deck Roof" Hi-V Motors (3650-3699), in order to provide sufficient equipment to run more trains. By 1910, IRT Subway traffic flow had become so heavy that it was necessary to operate longer trains, and rearrange the existing fleet to improve passenger flow. Thus, 325 more Standard Hi-V Motor cars were delivered in the 1910-11 period, to increase the fleet size from 850 to 1,175. These newer cars, as delivered, were equipped with manual end doors, as the Composite, Gibbs and Deck Roof cars had been, but also had pneumatically-powered center doors controlled by the conductor from the end of the car. In 1910-1912, the older cars (Composite, Gibbs and Deck Roof) were likewise retro-fitted with pneumatic center doors, and because of this had to be shored-up structurally through the use of a "fish-belly" at the center of the sill. They also had the transverse seating at the cars' interior center replaced by an extension of the longitudinal pattern used in the rest of the interior.
In early 1914, with the approach of the IRT's Dual Contracts expansion, the IRT was intending to purchase 500 additional steel cars of the type they had used since 1904. This plan, however, was disrupted by continued displeasure on the parts of both the riding public and the Public Service Commission over the continued use of wood-steel equipment underground. The final result was the IRT being forced to commit itself to the outright replacement of the Composites in the subway with steel cars. In the long-run, this political trade-off may have been primarily responsible for the IRT's coming up short on equipment to operate its new lines in The Bronx and Brooklyn between 1917 and 1920, which forced the use of connecting shuttles. At any rate, the proposed 500-car order of 1914 was drastically altered after this, eventually being broken up into several different parts. In early 1915, a total of 490 cars were ordered from Pullman for the IRT, of which 292 were Hi-V Trailers (4223-4514), compatible for operation with the Composite, Gibbs, Deck Roof and Standard Hi-V Motors then running. It was the arrival of these Trailers in the Fall of 1915 that permitted the Composites to begin leaving the Subway Division for the Manhattan Elevated. By 1916, all of the Hi-V Trailers were in operation, and the original fleet (now nick-named "Hi-V's", to delineate them from the new Lo-V cars being delivered) soon began to change. The Hi-V's, somewhat arbitrarily, gained a reputation as being slower than the new Lo-V cars, and unable to keep up with the ever-more rigorous pace being established in IRT operation. As such, they were relegated, for the most part, to local services after the "H" system went into effect on August 1, 1918.
Multiple-Unit Door Control was installed in 127 Hi-V Trailers and 266 Hi-V Motors in 1923-24, creating a separate fleet from the older manual/pneumatic-door cars, and thus enabling trains requiring smaller crews to be run, especially off-peak. In 1934, as the IRT was feeling the pinch of forced competition with the BMT and IND, economization led to the integration of manual/pneumatic and MUDC Hi-V cars in "combination" consists, so they could be spread about the system where Hi-V's were used, and reduce the number of conductors required on all lines at all times. This effort apparently did not solve the problem entirely, for in 1936 the IRT installed MUDC in 288 more Hi-V's (125 Motors and 163 Trailers), and they were again segregated into separate trains. As of 1937, the following Hi-V fleet breakdown existed:
- Hi-V MUDC Motors: 3514, 3517, 3519, 3525-3566, 3568-3590, 3592-3637, 3639-3649 (Gibbs); 3757-3814, 3816-3914, 3916-4024 (Standard Hi-V's)
- Hi-V MUDC Trailers: 4223-4266, 4268-4366, 4368-4514
- Manual/Pneumatic Motors: 3342?, 3350-3513, 3515, 3516, 3518, 3520-3524, 3567, 3591, 3638 (Gibbs); 3650-3699 (Deck Roof); 3700-3756, 3815, 3915 (Standard Hi-V)
In 1952, 20 Hi-V Trailer cars were converted to non-control "Blind" motors (4223-4242), in an attempt to speed the Hi-V's up on the Broadway and Lenox locals, as the task of pulling Trailers began to tell on the aging Hi-V Motors (some of which were approaching the age of 50). Eight more Trailers (4243-4250) were converted to Blind Motors in 1955. Actual replacement of the Hi-V's, both Manual/Pneumatic and MUDC, began after the R-17's entered service on the #6 Lexington-Pelham Local in October, 1955. By November, 1956 all Gibbs and Standard Hi-V Motors, as well as Trailers, assigned to the Lexington-Pelham route had been removed from service and scrapped or transferred, so that all Hi-V cars remaining on the IRT were assigned to the 7th Ave.-Broadway and 7th Ave.-Lenox routes. New R-21 and R-22 cars began service on the #1-Broadway Express route in November, 1956 and had completely supplanted Hi-V's there by the Spring of 1957. By early 1958, Hi-V cars (still with representatives of all types) were in use during peak periods on the Broadway and Lenox Local routes, and at times on the 7th Ave.-Bronx Express. These remaining cars were then gradually withdrawn from service as the final R-22 cars were delivered for service on the #1-Broadway Express and #2-Bronx Express routes. As best as can be determined, the last Hi-V's were operated in early to mid-September, 1958.
Low-Voltage (Low-V)
In order to understand the exact nature of the "Lo-V" it is necessary to look at a series of wood-steel motor cars delivered to the distant Metropolitan West Side Elevated of Chicago in 1904. These cars (numbered 2790-2927 after the 1913 Unification) featured a new type of control, manufactured by Westinghouse, which did not rely on the 600 volts DC produced by the third rail to operate, but rather used a lower voltage relayed from a series of batteries, which in turn were fed directly from the third rail source. The advantages of this new set-up were numerous, including the simplification of control wiring and a reduction in employee hazard, because all trainlines (which in those days had to be hand-connected during train make-up in the yards) and control casings were no longer directly in touch with a lethal 600 volt source. In succeeding years, this low-voltage control was continuously viewed as somewhat experimental in spite of its obvious success, and was not installed in any more production orders (though further development by both Westinghouse and GE continued) until in 1914 most of the Chicago Elevated Railway's new 4000-series Motor cars were built with a capability of using either a high- or low-voltage power supply. Rapid transit car orders placed in intervening years had been exclusively high-voltage, including cars for such new operations as the Market St. Subway-Elevated in Philadelphia and the Hudson & Manhattan system of New York and New Jersey. In Boston, all elevated equipment, and even the newer Cambridge Subway cars delivered were built with high-voltage control right through 1928, in order to maintain a standardized fleet using a proven design. The IRT continued the use of high-voltage control in its Manhattan Elevated cars, also for compatibility, until some cars were modified to low-voltage when rebuilt as MUDC's in 1923-24. Originally, it intended to also continue using high-voltage control in its expanding Subway Division fleet, but this was, over time, changed.
In 1914, as the IRT was preparing its equipment needs for the impending Dual Contracts expansion, it completed various design engineering studies, evaluating its own equipment and how best it might be improved, technology used elsewhere which might be taken advantage of, and the expected demands of service the new fleet would face. The end result was the conversion of the proposed 500-car order into several different orders, and this gave the IRT the opportunity to use low-voltage control on its smaller component of the order intended for service to Queens, where they would not be mixed in Main Line operation. When these first "Steinway" cars (4025-4036) were ordered early in 1915, their specification not only called for low-voltage control, but in addition required that they be fitted with trucks having a special lower gear ratio to overcome the steep grade in the Steinway Tunnels. The cars arrived on the IRT in the Spring of 1915 and were on hand when the Steinway Tunnel route was opened that June 22.
The carbody configuration of the Steinways, and all subsequent Lo-V's ordered through 1925, was basically the same as the modified version of the Hi-V (post-1910) with three side door openings (two vestibule, one center), and longitudinal seating for the length of the car. As originally constructed the first several orders of Lo-V cars were not equipped with MUDC, being converted by the arrival of cars 5303-5502 in 1924.
Use of the low-voltage control system appears to have had a high value to IRT management, because it reduced the company's liability due to accident, and involved less maintenance cost in the long run. It was the former consideration which led to a hybrid order for 124 motor cars (4037-4160) and 62 trailers (4161-4222), which had the same high-voltage control as was used previously, but low-voltage trainlines hooked into a battery power supply. Thus, yard personnel were exposed to a great deal less danger during train make-up moves. To cut the cost of this part of the order even further, the control system was integrated with the same motors used previously, enabling these cars to be built as bodies and fitted on Composite trucks after their arrival in New York. This category of cars became the "Flivver" class, with all entering service between November, 1915 and mid-1916.
By late 1915, it was apparent that the low-voltage control system used on the Steinway cars was successful, and the IRT committed itself to the use of this type in all future equipment orders, in spite of the fact that it created two totally separate and incompatible fleets. 62 "Standard" Lo-V trailers (4515-4576) and 164 motor cars (4577-4699 and 4771-4810) were ordered from Pullman in early 1916, along with 71 additional Steinway motor cars (4700-4770). All of the Lo-V's from the first 1916 order entered IRT Main Line or Queens service by early 1917. On the Main Lines (Broadway, Bronx and Lenox), the new Lo-V's were used to supplement the older cars, then shifted to the new Dual Contracts lines as they opened in 1917 and 1918. Late in 1916, 155 additional Lo-V trailers (4811-4965) and 337 motors (4966-5302) were ordered. All further acquisitions to service the IRT's rapidly expanding Subway Division were then curtailed due to ensuing Wartime restrictions. This left the IRT with a total of 903 Lo-V cars on the Main Lines (including Flivvers), along with 676 older Hi-V cars, available to provide service on the eight lines (including the 42 St. and Bowling Green Shuttles) created by the August 1, 1918 service changes. The Steinway Tunnel routes to Corona and Astoria were equipped with 83 "Steinway" Lo-V Motors. Obviously, this was enough to provide adequate service on the Manhattan core routes, but woefully insufficient to keep up with overall system growth.
In spite of the fact that the IRT could have begun acquiring more cars in 1919 after the removal of World War I restrictions, its shaky financial condition in the immediate postwar years inhibited its ability to do so. However, this did not prevent the company from imposing certain cost-cutting measures with the fleet it had. Between 1920 and 1922, Multiple-Unit Door Control was developed and applied to each Lo-V, being then applied to some el cars and Hi-V's a year later. In 1923, conditions improved sufficiently, and the IRT ordered 200 badly-needed care including 100 Standard Lo-V trailers (5303-5402) and 100 Standard Lo-V motors (5403-5502), these being the first to have built-in MUDC. The arrival of these units later in 1923 and early in 1924 led to an increase in through services, and a reduction in the use of the more costly non-MUDC Hi-V cars. The final group of cars the IRT acquired for its Dual Contracts expansion, ultimately resolving almost all of its equipment shortages, was ordered in 1924 from ACF. This originally consisted of 150 Standard Lo-V Motors (5503-5652), but the last 25 cars were changed to Steinway Motors by their 1925 delivery (5628-5652). These new cars rounded out the IRT Dual Contracts subway fleet at just over 2,000 cars, enough to provide full service, but with few units to spare.
By the time the Queens lines were extended from Grand Central to Times Square in the mid-1920's, and the Corona line pushed to its permanent terminal at Main St.-Flushing in 1928, ridership had grown astronomically, and the 108-car fleet on these routes had to be supplemented by a few trains of Standard-Lo-Vs. The IRT attempted to solve this problem by the conversion of eight Flivver Trailers (4215-4222) and 22 Standard Lo-V Trailers (4555-4576) to Steinway Motor cars in 1929. Following the onset of the Great Depression, the IRT could no longer deal effectively with its equipment shortage problems, but at the same time the riding crunch subsided, and the problem became less critical. The only subsequent change of consequence occurred in 1942, when Lo-V Steinway car 4719 was trapped at Lenox Shops as the 2 Ave-Queensboro Bridge line was removed from service. The car was converted to a Standard Lo-V Motor as a result, and car 4771, a Standard Lo-V Motor, was converted to a Steinway in exchange.
In 1937, the Interborough set to work on a new design for cars to serve the Flushing line, in order to provide extra equipment for the upcoming 1939 World's Fair at Flushing Meadow. A relatively small number of cars were to be ordered, as the IRT was strapped for cash. A design evolved which permitted compatibility with earlier Steinway Lo-V's, yet presented a more contemporary appearance, with a body style derived from designs used previously on the BMT Standards and on the IND R-1/9's. Three evenly-spaced doors were used on each side, dividing each car roughly into three equal sections. They also featured a new-style roof contour that let fresh air in but kept rain water out, and a full roller curtain signbox assembly, so that each train's destination was clearly marked. St. Louis Car Co. was contracted to produce 50 of these units (5653-5702), and they were placed in service on the Flushing line upon their arrival in November, 1938. The World's Fair Steinways subsequently inaugurated Flushing/World's Fair Express service in April, 1939, and remained a fleet separate from the Steinway Lo-V's inasmuch as possible, until they left the Flushing line in 1949.
The first major reassignment of the Lo-V's career occurred when 350 new R-12, R-14 and R-15 SMEE-type cars were acquired for Flushing service, replacing the Steinway fleet, which still had to be supplemented by a few Standard Lo-V's borrowed from the Main Lines. By Spring, 1949 all borrowed cars were returned to the Main Lines, all World's Fair cars were transferred to the Lexington-Pelham Local route, and a few of the Steinway Lo-V's had found a new home on the Broadway Local and Express, and the Polo Grounds Shuttle. The Steinways were gradually replaced by the R-14's and R-15's as they entered service on the #7-Flushing line, the last cars joining their sister units on the Main Lines in about April, 1950. In 1953, all the Steinway Lo-V's, which had been on the Broadway Local and Express, were transferred to the Lexington-Pelham route, where they joined the World's Fair cars. In the same year, the Flivvers were sent to the Lexington-Jerome route from the 7th Ave.-Bronx Express, where they had been in service virtually uninterrupted since 1918. The new R-17's replaced all of the former Flushing cars (and the Hi-V's) on the #6 as they began service in October, 1955. Subsequently, this permitted the World's Fair cars to go to the 7th Ave.-Bronx Express and 42 St. Shuttle exclusively, and the other Steinways to be sprinkled among the 7th Ave.-Bronx, Lexington-Jerome and Lexington-White Plains Rd. Expresses, as well as the Dyre Ave. and Polo Grounds Shuttles, and eventually the Third Ave. line. When the Steinways arrived on the Lexington-Jerome line, the Flivver cars were returned to the 7th Ave.-Bronx Express, as well as being used on the Lexington-White Plains Rd. line.
Steinway Lo-V's first appeared on the Third Ave. line in December, 1956, and many of the ex-Queens cars were eventually used on this route prior to their retirement. As the R-21 and R-22 cars entered service between 1956 and 1958, Steinways, Standard Lo-V's and Flivvers were used on the Broadway and Lenox Local lines. By the end of 1958, Lo-V's of one type or another were in service on all routes except the #6 and #7 lines. With the West Side Changeover of February 6, 1959, Lo-V's were taken off the #1-Broadway Local, being replaced by the R-21/22 cars from the discontinued Broadway Express. Indeed, by the Summer of 1959 there was such a surplus of IRT equipment between the service changes and the arrival of the new SMEE cars that 25 standard Lo-V's (4581-4605) were modified with platform extenders and new trips, and transferred to the BMT Division for service.
When the R-26 cars were placed in service in October, 1959, followed by the R-28's in 1960, outright replacement of the Lo-V's was begun, with new cars assuming almost all night and weekend service on all lines except the 42 St. and Bowling Green Shuttles, and also the Third Ave. el. The Flivver cars, not being required for as much service with the arrival of the new SMEE's and the equipment transfers they created, were all concentrated on the Lexington-White Plains Rd. line. In 1961, some Standard Lo-V Trailers were sent to the Third Ave. line, and also during that year, only three of the 25 cars loaned to the BMT in 1959 were returned to IRT service. In February, 1962 the entire World's Fair Steinway fleet was transferred to the Third Ave. elevated, pushing some of the older Steinways operating there into retirement. All other Steinways and Standard Lo-V's remained on the #2, 3, 4 and 5 lines. As the R-29 cars entered service on the #1 in Spring, 1962, R-17/21/22 cars from there were sent to the #2-Bronx and #3-Lenox services, from which all Lo-Vs were temporarily removed for the summer. After a lengthy phase-out period, the last Flivver cars were operated on the Lexington-White Plains Rd. Express (#5) on August 10, 1962.
With the Fall, 1962 schedule Steinway and Standard Lo-V's returned to the West Side expresses due to increased traffic, and remained there on a daily basis, as well as on the East Side expresses and Bowling Green-South Ferry Shuttle, until the Main Line R-33 cars began entering service on the #1, 2, 3 and 4 lines between late 1962 and mid-1963. All Lo-V's came off the #5 line in July, 1963, but were returned in greatly diminished numbers late in September. During the Fall of 1963, the arrival of the World's Fair R-33/36 cars on the #7 line enabled the transfer of the older R-12/14/15 cars to the Main Lines to begin, and this marked the beginning of the end for the Lo-V's. On December 23, 1963 the last Lo-V trains ran on the #4 and #5 lines, and all remaining Steinways were transferred to the Third Ave. line, enabling the oldest Steinways and many of the Standard Lo-V Trailers on that route to be removed by July, 1964. Finally, the last Main Line Lo-V's were taken off the #2 and #3 routes as of February 21, 1964, being replaced by the R-12/14/15 cars coming over from the #7-Flushing line. In August, 1964 the last Lo-V's were taken off the Bowling Green-South Ferry Shuttle, a route they had served almost continuously since 1918, and by aid-1965 a total of 17 Standard Lo-V Trailers, 10 Steinway Lo-V Motors, and 48 World's Fair cars were left in service on the Third Ave. el line. This lasted until August, 1969 when the 50 cars of the GE R-12 class #2, 4, and 5 lines began replacing them, and the Lo-V's final run took place on November 3, 1969 after 54 years of service.
More Notes on the Flivver Types
(From a SubTalk post by Joe Frank) The "Flivver" IRT car bodies, appearing exactly like Low-V bodies externally, were the result of some unique circumstances on the old Interborough.
After a number of incidents in the new subway, the IRT Company realized that their original design of "Composite" cars (steel underframes and support members with wooden bodies), were not so fireproof nor as structurally sound as they had hoped. The Public Service Commission ordered those cars removed from being run interspersed with heavier steel car types, and removal outright from continuous subway tunnel operation around 1915.
The Composite cars were then re-equipped to serve part time on the newly third-tracked Manhattan & Bronx Elevated lines. These cars had various modifications performed at this time, in particular all of the 1902-1903 factory-installed high-voltage control gear was removed, and the original 1902-1903 trucks were replaced with "lightweight" high-traction trucks custom-built by the IRT shops at 129th street, with one motor in each truck.
The high voltage components and trucks stripped from the Composite cars were used to equip a new fleet of steel Pullman-built of cars, ordered in 1915, resulting in 178 new steel subway cars with the Composite's traction control parts. These cars were not wired up in the traditional Hi-Voltage electrical system, but instead had a Low-V style control system in the cabs and Hi-V type Westinghouse Triple-R ME-21 AMRE braking-control system.
These cars had Low-V 32-40 volt battery boxes for Low-V type control use. They also had the Hi-V style large controller handle and cabinet in the motorman's cab, reworked for 3 points of power, like a Low-V car controller would have. Because of these electrical and braking cross-patches, these cars (124 motor cars, 4037 to 4160, 54 trailer cars, 4161 to 4214) were not compatible with either of the two predominant control systems of the IRT, the 625 Hi-V motors cars ordered 1904-1911, and the large fleet of Low-V cars that began delivery in 1915. The motormen and shop men called them "Flivvers" in a somewhat demeaning way, but their official name was "Low-Voltage - AMRE".
These Flivver cars were found to work well only in certain train consist arrangements, and they were kept coupled in these same consists. Attempts to make up and break various Flivver consists, as was normal procedure for shortening and lengthening trains throughout the system, resulted in some strange and poor operating characteristics. So, cars in trainsets that ran well together, were by strict observance kept in those trainsets, and stored in layup as same.
The Flivvers typically were found on the Seventh Ave - Bronx Park & 180th St. expresses, as well as occasionally on Lexington-White Plains Road express service. Near the end of their service lives, many were run as straight 10 car motor expresses, and were regarded as being "pretty damn fast" running sets. They last ran in late 1962.
Museum Cars
New York City Transit has an operable museum train of Low-V cars (5290, 5292, 5443, 5483), plus World's Fair Low-V 5655 at Coney Island Yard and Low-V trailer 4902 at the New York Transit Museum. Car 5466 was restored along with the four others in the museum train, but was eventually sold to the Shore Line Trolley Museum. Other cars are located at the Seashore Trolley Museum and the Trolley Museum of New York.
Related Documents
They Moved the Millions, Chapter 2, The IRT Subway
A more extensive description of the various Interborugh car types and subclasses is provided in Ed Davis's They Moved the Millions.
Low-V Datasheet from NYCT Revenue & Non-Revenue Car Drawings
World's Fair Low-V (Work Motor) Datasheet from NYCT Revenue & Non-Revenue Car Drawings
Photo Gallery
|Five Random Images
Image 6953
(224k, 1024x683)
Collection of: David Pirmann
Location: Bedford Park Boulevard
Image 45155
(130k, 1024x492)
Photo by: Ed Watson/Arthur Lonto Collection
Collection of: Joe Testagrose
Location: Westchester Square
Image 45844
(689k, 800x1200)
Photo by: Houser Collection
Collection of: David Pirmann
Location: East 180th Street
Image 121962
(253k, 1044x703)
Photo by: Richard Panse
Location: 161st Street-River Avenue (Yankee Stadium)
Image 145585
(236k, 1024x683)
Collection of: David Pirmann
Location: 74th Street/Broadway
Car Notes
|Preserved, saved for preservation,
or exists in some state
|Converted to work service
(and later scrapped or still in use)
|Wrecked/Damaged in accident (and possibly repaired),
or scrapped prior to the bulk of the type
|The Mineola. At Shore Line Trolley Museum. Awaiting restoration.
|At Seashore Trolley Museum. Operational.
|At Shore Line Trolley Museum. Operational.
|New York Transit Museum collection. Being restored to operational status (as a trailer car) and scheduled to run a Nostalgia Train with the other Low-V Museum cars in 2010.
|Owned by Railway Preservation Corp. Operable, part of active museum train. Repainted 2004.
|Owned by Railway Preservation Corp. Operable, part of active museum train. Repainted 2004.
|Owned by Railway Preservation Corp. Operable, part of active museum train. Repainted 2004.
|At Shore Line Trolley Museum. Operational.
|Owned by Railway Preservation Corp. Operable, part of active museum train. Repainted 2004.
|Converted to work motor 20303. Listed as scrapped in 6/1969 but rumored to have recently "discovered" stored at a home near Norristown, PA. Rumor?
|At Trolley Museum of New York. Other than the other IRT cars retained for museum use, number 5600 was the last original IRT car to leave NYCT property circa 1990.
|At Coney Island Yard. Awaiting restoration; recently had some paint work done on exterior. In early 2013, moved to 207th Street Shops.
|Various cars converted to work service. See below for details. All scrapped.
Work Conversions
Other ways to view the above table: Excel Download | Printable
Page Credits
Descriptions by George Chiasson, Jr. and Joe Frank.


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At the beginning of the year I began to think about doing a series of gothic terrain that I called Gothica. My initial thought was that I'd do a fun sort of narrative to go along with this idea of a gothic-themed imagination.
There are, as always, some problems with my plan, not the least of which is the question of why build more terrain. So, I decided to alter the Gothica project a little bit. I'm going to build gothic-themed rooms for my old Descent set modular dungeon. I still get to cast and build gothic blocks, get items that I'll use (someday), and perhaps still get a chance for some narrative elements (maybe even some OGL encounter write-ups).
There's seven rooms in Bruce Hirst's "Advanced Gothic Dungeon" series that I want to do, starting with the Stair Room, which is first on the list. I spent the day casting bricks, which I haven't done in a while. Hopefully I'll have the first room finished by the end of next week, and then another room each week after that. We'll see.

subset: commoncrawl


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After the reforms, the trading and settlement cycle was trimmed from 14 days to 7 days. Later, on, securities were traded and settled under a uniform weekly settlement cycle, trades accumulated till the end of a specified period and the positions were settled in the form of payment of cash and delivery of securities. The carry forward system prevailed for a long period at stock exchanges as it increased the volume of trading and thereby added to the liquidity of the system. However, it also increased speculation which increased volatility in prices and defaults by brokers, thereby impeding the price discovery process. Hence, an alternative system called rolling settlement was introduced in a phased manner.
Under the T+5 basis rolling settlement system, the trading cycle comprises one day and transactions in these securities are settled 5 days after the trade date. The rolling settlement on a T+5 basis was introduced in 10 scrips in January 2000, then extended to another 153 scrips in May 2000, then to 414 securities in July 2001, and thereafter all scrips were covered under this system. The rolling settlement system is on a T+3 basis since April 2002 and T+2 basis form April 2003. Effective implementation and success of the rolling settlement requires electronic fund transfer facility and dematerialization.
Dematerialization of Securities:
To eliminate various problems such as theft, fake/forged transfers, transfer delays, and the paperwork associated with physical certificates, an electronic book entry form of holding and transferring securities has been introduced. Investors have the option to hold securities in either physical or dematerialized form. In order to expedite the process of dematerialization, SEBI has mandated the compulsory settlement of trade in demat form in certain select scrips. Securities issued through initial public offering can be settled only in dematerialized form. Henceforth, all IPOs will be issued is dematerialized form. To depositories – National Securities Depository Limited (NSDL) and Central Depository Service Limited (CDSL) – offer trading facility in dematerialized form. The dematerialization process is almost complete and more than 99 per cent of the turnover settled by delivery is in a dematerialization form.
Risk Management:
On the instructions of SEBI the stock exchanges have developed a comprehensive risk management system to promote a safe and efficient market. Stock exchanges have laid down trading rules and regulations for broker members set up market surveillance systems to curb excess volatility, created trade/settlement guarantee fund to ensure timely settlements even if a member defaults to delivery securities or pay cash, and set up a clearing corporation to guarantee financial settlement of all trades and thereby reduce credit risk in the settlement system. The Clearing Corporations matches the transactions, reconciles sales and purchases and daily settlements. It is also responsible for the risk management of its members and conducts inspection and surveillance. It also collects margins, capital and so on from members and monitors their net worth requirement. It major role is to ensure the fulfillment of every contract either by becoming a counterparty itself to every trade or by guaranteeing performance of all trades. This risk management system was absent in the pre-reforms period and the setting up of the system is one of the landmark achievements of financial market reforms.
Secondary Market Structure as on March 31, 2001:
Stock Exchanges 23
With screen based trading system 23
With Internet trading 02
With equity trading 23
With debt market segment 01
With derivatives trading 02
With settlement guarantee fund 16
Registered members (brokers) 9,782
Registered foreign brokers 38
Registered corporate members 3,808
Registered sub-brokers 9,957
Registered FIIs 506
Listed companies 9,922
Market capitalization Rs 7,68,863 crore
Turnover during 2000-01 Rs 28,80,990 crore


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genus Acer
Bird's Eye Maple is a naturally occurring grain variation found in a very small percentage of Maple trees. It is named Bird's Eye because the tight small swirls of grain that pepper the surface of the wood can resemble small eyes. Scientists aren't quite sure what causes this grain variation, but the mystery has not made it any less sought after a variant.


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A Quick Introduction to Unix/Components
Unix is made up of three components
- the kernel;
- the shell; and
- programs.
The kernel[edit | edit source]
The kernel of Unix is the heart of the operating system. It allocates time and memory to programs and handles the file structure and communication between the different parts of the computer system such as the keyboard and the screen.
The shell[edit | edit source]
The shell is an interface between the user and the Unix kernel. It resembles the 'dos box' that Windows displays if you run the command cmd. When a user logs in, Unix checks their username and password and then starts a program called the shell. The shell interprets the commands the user types and transmits them to the kernel to be executed. These commands are programs.
There are a variety of shells available for the various Unix systems. The expert user can customise their own shell and users can use different shells on the same machine.
The shell and kernel work together like this:
- a user types cat somefile to display a file;
- the shell finds the program cat;
- the shell instructs the kernel to run the program cat on somefile;
- When the program finishes the kernel passes control back to the shell and displays the Unix prompt.
Which shell?[edit | edit source]
There are a number of different shells for Unix. People can become very attached to the shell they prefer. Popular shells include
- sh - the bourne shell
- bash - the bourne again shell
- csh - the c shell
- ksh - the Korn shell (strangely, not named for the band)
- zsh - the z shell
You can invoke any shell installed on your system with one of the above commands at the prompt. (Notice that this means you start a new shell within a shell!). We won't cover the distinctions about different shells at this time. When you begin to write Unix Shell Scripts you will probably want to choose a shell and stick with it if you can. Each shell has its advocates. The Bourne again shell is popular with many script writers. Some in the Unix community have expressed doubts about the suitability of the c shell for scripting, but this is something you can address when you know more about Unix (see Csh Programming Considered Harmful).
You can start a shell of a particular kind by typing the shell name at the command line prompt.
Programs[edit | edit source]
Programs are not part of the operating system as such, but they are logical sequences of commands, developed for implementing specific tasks. They usually include application software running at the user end.


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Gov. Ricketts Hosts Keidanren Delegation to Grow the Nebraska-Japan Relationship
Media Contacts:
Luke Robson, 402-471-1967
Gov. Ricketts meets with delegation leaders from (left to right) Nomura Securities, Canon, [Gov.], Toyota, Tokio Marine Insurance, Mitsubishi Heavy Industries, and Kawasaki Heavy Industries
LINCOLN – This week, Governor Pete Ricketts and the Nebraska Department of Economic Development have been hosting members of a visiting Japanese business delegation. The delegation's visit coincides with the Berkshire Hathaway Annual Meeting in Omaha.
"The relationship between Japan and Nebraska is very strong," said Governor Ricketts. "Japan is actually the third largest importer of our products here in the State of Nebraska—almost $800 million. Japan is also the largest direct foreign investor in our state. I am very pleased to have all of our Japanese visitors, including the very prestigious Keidanren organization, here in Nebraska."
The delegates — members of Keidanren, a prestigious Japanese economic organization comprised of upper-level, c-suite business leaders — have been touring Nebraska firms and meeting with state officials and business leaders to discuss the important trade, business, and investment relationships that exist today between Nebraska and Japan.
Japan is one of the top five importers of Nebraska products such as beef, pork, and soybeans. Nebraska has also benefitted from over $4.4 billion in foreign direct investment from Japanese companies since 2010, supporting thousands of jobs.
Top executives from Canon, Kawasaki Heavy Industries, Mitsubishi Heavy Industries, Nomura Securities, Tokio Marine Insurance, and Toyota comprised the visiting delegation. Also visiting were Naoki Ito, the Consul General of Japan in Chicago, and Ralph Inforzato, the Director of JETRO Chicago, among other officials.
The leaders of the delegation, Mr. Hayakawa of Toyota and Mr. Murase of Canon Marketing Japan, echoed Governor Ricketts' comments and emphasized how greatly Japanese companies appreciate the business-friendly environment the State of Nebraska has offered for many years.
"We appreciate the deep understanding and acknowledgement of the benefits brought by free trade and investments by Japanese companies. We sincerely hope that Japan and America further their cooperation by leading the way in the promotion of a rules-based framework for trade and investment in the Asia Pacific region. This will raise the standards for the protection of intellectual property as well as create a level playing field for labor market regulations," the delegation leaders remarked.
Arriving Wednesday, Keidanren spent the evening in Omaha, touring local Japanese artist Mr. Jun Kaneko's private studio and enjoying Nebraska beef at 801 Chophouse. On Thursday, the delegates headed to Lincoln, where they toured the Kawasaki plant and met with executives, before meeting with Governor Ricketts at a media event held at the State Capitol Building. Today, the delegates attended a roundtable discussion on international trade and investment at Creighton University before meeting with officials from Gavilon and Union Pacific.
On Saturday, the delegation will make its way to Omaha's CenturyLink Center for the Berkshire Hathaway conference.
Nebraska will host the 50th annual conference of the Midwest U.S.-Japan Association this September.


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This student workbook contains a set of exercises that clarify in a practical way the concepts behind rendering an architectural model in 3ds Max.
The exercises cover the basic workflow of transferring architectural designs from Revit Architecture into 3ds Max with the goal of adding organic modeling, animating and rendering the project. For more training information, see the official 3ds Max training manuals and the tutorials available from the help menu. This workbook explains the different functionalities through various exercises, but the emphasis is on the workflow rather than on the tools themselves.
The difficulty of the exercises increases as you proceed through the units, so it is recommended that you do them in sequence. Most units are independent and can be done starting with the provided files. Files with the completed exercises are included in the data set folder and can be used to check your work.
The workbook is structured in a three-column format:
Image courtesy : aecmag.com/


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Growing Threats To Your Business – Are You Aware?
Corporate Identity Theft (Corporate Account Takeover) is the business equivalent of personal identity theft and occurs when criminal hackers use software, often referred to as malware, to control your computer devices and steal your online business credentials. The criminals then use your online business credentials to initiate fraudulent banking activity.
Your devices can become infected with malware when you attempt to open an infected document attached to an email – or an infected website link within an email. Malware can also be downloaded to a device when you visit a legitimate site, especially a social networking site, and attempt to open a document, video, or photo posted there. Once the malware infects one device, it often has the ability to quickly and efficiently identify and infect other devices within an internal business network – often without detection.


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Many airlines offer flexible change policies
Sign up to receive text alerts about your trip
This weekend's flight prices found within the past 7 days, for the period specified. Prices and availability are subject to change. Additional terms apply.
Prices starting at $330 for return flights and $304 for one-way flights to Grand Junction were the cheapest prices found within the past 7 days, for the period specified. Prices and availability are subject to change. Additional terms apply.
|Origin Airport IATA Code
|Destination Airport IATA Code
|Direct Flight Airlines
|Earliest Flight Arrival
|Latest Flight Arrival
Finding cheap flights from Atlanta is simple and quick. By using Orbitz.com, travelers are able to compare rates from most airlines that service Atlanta, giving the budget planner plenty of options to choose from.
The Hartsfield-Jackson Airport serves the Atlanta community with numerous daily flights to and from Atlanta. The airport is located about 20 minutes from downtown Atlanta on North Terminal Parkway and is serviced by several major airlines, including AirTran, American, Alaska, Continental, Delta, Frontier, GeorgiaSkies, Southwest, Spirit, United, US Airways, and several regional airlines. Hartsfield-Jackson is the busiest airport in the United States, with O'Hare coming in second. Orbitz.com will compare the fares of these airlines to keep you on budget.
Convenient airport parking is available 24 hours a day, and the price varies depending on which parking lot is chosen. Short- and long-term parking is available, with the average cost for short-term parking being $3 an hour. The lowest cost for long-term parking is $9 a day in Lots A, B, and C. Payments can be made by cash or by a major credit card.
Transportation to the airport is provided by taxis, buses, trains, and airport shuttles. The cost for a taxi from downtown Atlanta to the Hartsfield-Jackson Airport is around $30, but it is a good option for travelers who would otherwise need to park for several days. At Orbitz.com, the vacation planner can select transportation services when shopping for cheap flights from Atlanta.
Because Hartsfield-Jackson is one of the busiest and largest airports, it has numerous concession and dining facilities located inside. Many offer quick snack options or a sit-down breakfast and dinner.
Orbitz.com can help you find affordable flights to Grand Junction if you're trying to book a trip to this outdoorsy town. All you need to do is enter in your travel dates, and the site will return travel options from several different airline carriers. You choose the one that fits your budget and schedule, and you're good to go. When your plane arrives in Grand Junction, it will be landing at Grand Junction Regional Airport. The airport is located three miles northeast of the town's business district. The airlines servicing the airport are Allegiant Air, American Eagle, Delta Connection, United Express and US Airways Express. These airlines offer domestic flights to cities like Los Angeles, Salt Lake City and Denver.
If you're planning on using a rental car during your stay, book the car through Orbitz.com when you make your travel plans. You can pick up the car at the airport when you arrive. There's also bus service into town via Grand Valley Transit. The bus ticket will cost you $1.50. In addition, American Spirit Shuttle offers shuttle services.
Grand Junction has a dry, almost arid climate. Winter temperatures range between 16 and 40 degrees Fahrenheit. The average summer day is usually hot and dry, with temperatures hovering in the 90s.
When you're in Grand Junction, try to visit the Colorado National Monument, a stunning place where you can experience the beauty and diversity of the Colorado landscape. Grand Junction is also well known for its wineries, so a must-see for wine lovers is the Two Rivers Winery. The estate is beautiful, and the wine is even better. Go to Oribitz.com and book your cheap flight to Grand Junction so that you can start enjoying the sights and sounds of this beautiful city.
Fare, taxes & fees: Fares include all taxes and fees, except baggage fees. Rates shown reflect fares found by other Orbitz users over the past 7 days. Due to rapidly changing airline prices & seat availability, these fares may no longer be available.
Refunds/changes/cancellations: Itinerary changes, if permitted for the fare, will have a $30 service fee charged by Orbitz. Additional airline charges may apply.
Other conditions: Schedules, fares and rules are subject to change without notice. Seats are limited and may not be available on all flights/dates or in all markets. Lower fares may be available. Fares will not be honored retroactively or in exchange for any wholly/partially unused ticket. Tickets are non-transferable and non-refundable. Fare rules are provided for the selected itinerary before booking.


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We are happy to announce that we have gotten 24 new books from the Swedish publishing house OLIKA.
OLIKA is a relativley new publishing house (founded in 2007) but already play an important role in creating a more diverse and equal society.
Olika, which means different in Swedish, publishes children's stories that mirror the contemporary Swedish society, challenges norms and stereotypes and are working actively to create a positive change in issues related to norms, gender and diversity.
In 2012 OLIKA was given the award "Rättvisepriset 2012″ for their work for equality. In the same year OLIKA also made a huge impact on Sweden when they published the first book with the gender neutral pronoun: hen. The book, Kivi and Monsterdog, was on TV, radio, in newspapers, magazines and on the web for months! And the word hen made it's way into the vocabulary.
Today OLIKA presents more than 50 different titles.
Thanks to a generous donation from OLIKA we are proud to be able to offer some of these books in our Nordic reading corner.
These books are also great for any of you that are learning Swedish and wants to practice your reading.
To read more about Olika, check out there website: www.olika.nu


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Aaron Lewis, the acclaimed frontman for Atlantic recording group Staind, has announced details of his upcoming solo acoustic tour. Aaron will make a stop at Hershey Theatre on October 17, 2010 at 8:00 PM.
With his honest, heartfelt lyrics, resounding guitar chords, and unmistakable voice, Aaron Lewis has led Staind to the forefront of American rock music. 2008's The Illusion of Progress, marked the band's fourth consecutive studio album to debut in the top 3 on the Billboard 200 and features the #1 alternative rock song, "Believe." The iconic hard rock group's decade-long career has seen worldwide album sales in excess of 13 million and five #1 singles spanning three different radio formats.
1825 Inn Bed and Breakfast Hershey PA Bed and Breakfast _______________________________________________________


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As of today, you'll be able to buy the $199 Ring Video Doorbell in 434 Best Buy stores across the US. Before this retail launch, Ring purchases were limited to its website and catalogs, but the smart-home scene is expanding.
Just yesterday, Icontrol announced that its $199 Piper Classic all-in-one security system would be available in 18,00 new "Connected Life" sections at Target stores come May 26. And, Best Buy introduced its own in hundreds of stores last October.
The Ring Video Doorbell is the second product released by parent company BOT Home Automation. Its first Wi-Fi doorbell, the $199 Doorbot , had some significant performance issues and was scraped entirely.
Ring is a significant improvement over Doorbot -- it allows for battery or hard-wired doorbell operation, comes with a 720p resolution and has an intuitive app design. Even so, the smart doorbell scene has yet to produce any standout products.
In addition to Ring's new in-store availability, the team also unveiled an accessory today called Chime. Chime is an indoor Wi-Fi speaker designed to sound when someone buzzes your front door. This should act as a work-around for those of you relying on Ring's battery power, rather than its hard-wired setup option.
Ring says that you'll be able to add custom doorbell sounds, tweak the volume and access a "do not disturb" feature on the free Android and iOS apps. Chime costs $19.95 when bought with the Video Doorbell and $29.95 as a standalone purchase; it is slated for a June 1 release on Ring.com.


text: July 23rd is National Hot Dog Day! Tweet 15 Pin 38 Share 438 Subscribe Although hot dogs in their original "frankfurter" form date back to 13th century Germany, they have been a popular part of American culture since German immigrant Charles Feltman began selling them on Coney Island, New York, around 1870. The name "hot dog" has a somewhat shady history. Sausage makers in times gone by would often be accused of using dog meat in their sausages; and the accusation was not always without merit! The term "hot dog" was, thus, quite a literal tongue-in-cheek description. We've come a long way since then with our delicious sausage-on-a-bun treat, and hot dogs have now evolved so much that from state to state, city to city, regions proudly boast their own style and method for making the perfect dog. From gourmet hot-dog-specific restaurants, to baseball-stadium-wandering vendors, to supermarket freezers, to portable street carts, you don't have to look very far to find a dog in urban America in the 21st century. July 23 is the day we salute our not-so-humble hot dog, and wherever we are in the United States, enjoy everything it has to offer. Whether you like your dog with sauerkraut, onions, bacon, extra cheese, chili, mustard, ketchup, pickles, peppers, or all of the above, take the time today to indulge in a delicious hot dog and pay tribute to its mouth-watering deliciousness. Happy National Hot Dog Day!


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I had a little sleep in and it was lovely. Once out of bed I got straight to today's Doodlewash – August 2019 drawing prompts; 4. Sailing + 19. Waves. (I'm doubling up on prompts so I can still finish at the end of the month.)
The concept of this drawing was easy, a boat on waves. The reality of drawing it was much harder than I expected. I took inspiration from many photos and drawings of this subject. Once I got started it all came together quickly and I feel like this drawing is something I'd like to try painting one day.
My afternoon started with a handful of housework. Normally, in the week before wifey arrives it's a whirlwind of catch up cleaning and generally trying not to look like we were raised by wolves in the wild. Today we looked around the house and were pleasantly surprised at how little we had to do. It's almost like we're adults!!
Once back at the computer I spent a couple of hours going through art blogs. I am obsessed with watercolour art at the moment. It looks so peaceful and calming, with mostly muted and soft colours. I can't wait to get my hands on some. There are so many amazing and creative people out there. It was very inspiring.
I finished the day with 200 xp points during my French practice. Tomorrow I will start on a new bank of 'people' words. I'm kinda terrible at learning. I KNOW that I don't know the stuff, that's why I'm learning it but I still get annoyed and frustrated when I don't know the stuff. I'll try and leave my frustration under the bed tomorrow and have at it with a good attitude.
I've been blogging for a while now but haven't really dived into a lot of the finer details about my life. I feel like I'm wanting to share some of my past and how I'm working on feeling better about it. It seems it has been unfolding in my mind for a few weeks now. I'm gaining some clarity on my behaviours. This week I'm going to try writing down how I'm feeling. Also, I'll try and finish my 'About Me' page. It has been ignored for a little too long. Oops.
I hope you've had an inspiring day.


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Beets are ancient and prehistoric food that grew naturally along coastlines in Asia, Europe and North Africa. They are very nutritious and cardiovascular health friendly root vegetables.
Health Benefit
Detox Support
Beets are considered to be an excellent food for detoxification. This is because its contains effective "dietary fiber", which contains pectin polysaccharides. This are thought to be more effective at cleansing the digestive tract and keeps everything moving.
Not only does the beetroot fiber support digestive and colon health by making elimination easier, it also supports the body's overall detoxification mechanisms.
Beet Juice Recipe for Liver & Colon Cleansing
6 Kale Leaves
3 Carrots (peeled and washed)
2 Red apples (washed and cut)
1 Beet (peeled and washed)
½ Peeled lemon
½ Inch Ginger root
1. Fill the blender with 1-2 cups of water.
2. Place all of the ingredients in the blender and blend.
3. Strain everything using a colander. Then mix with a spoon.
4. Serve with some ice to keep it cool.
5. Use mason jars to store it for later.
Source: 1mhealthtips
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As the seasons changed and summer turned to fall, Jean Harriet Mortensen Doran died Sept. 24, 2018 in McKinleyville, Calif. after leading a very long and full life. She was 98 years old, but forever young.
Jean was born April 14, 1920 in Fairfield, California. Her father, Harry Mortensen, ran a grocery store in Fairfield and her mother, Leslie, was a former school teacher active in community social life, while raising Jean and her younger brother, Jack. They spent summers in a cabin her father built on Cobb Mt. and she always loved the pine forests and mountains of her childhood. Jean graduated from Armijo High School at age 16 because she'd skipped two grades in school. She went to University of California at Davis two years as an English major, but discovered her love of science. Her brother, Jack, died of kidney disease when she was in college, and she continued to tell stories and grieve for him throughout her life.
In her junior year, she transferred to the UC Berkeley. That was where she met John Denby Doran, her future husband. They both lived in the student co-op dorms, he caught her eye when he was leading a singalong of "On Top of Old Smokey". Soon after, they had a not-so-blind date and they were a couple from then on: Den and Mort.
Jean earned a her teachers credential and graduated with a degree in chemistry in 1940. Her first job was teaching science in a junior high school in Vallejo, Calif. Meanwhile, Denby was finishing up a degree in Landscape Architecture. Pearl Harbor changed things dramatically. After grading papers in a closet during a blackout, she sent Denby a telegram that said, "To hell with my folks! Let's get married!" They did, January 21, 1942.
They lived in Berkeley where she became a substitute teacher until Den finished his degree. For a time, they worked in the shipyards in Richmond. While he was a crane operator, she was "Rosie the Chemist," inspecting asphalt, asbestos, and other materials. As the only woman in her department she suffered much harassment and resentment.
Denby enlisted in the Army Air Corps in 1943 and Jean followed him to Nebraska where he was in training. She got a job in the food service so she could at least see him when he came through the line for meals. (They must have been able to meet elsewhere because that was where their first child was conceived!) She wasn't always able to join him as he moved around from station to station. He wasn't there for the birth of their first child, Michael Lynn (Micki), but they were together as a family in Merced, and in Victorville, when the war ended.
After some post-war limbo, Denby was finally mustered out of the Army Air Corps and got a job as a draftsman at Shell Development in Emeryville. The family lived in Codornices Village, in west Berkeley, an integrated housing development originally built for Kaiser shipyard workers. While living there, Jean organized a co-op nursery school, and her second child, Kathleen (Kathy or Dorio) was born.
Facing a housing shortage after the war, in 1948, four families, friends from their days in Berkeley co-ops, bought land in the Berkeley hills and joined forces to build their own houses in a cul-de-sac they called Rochdale Way after the founder of the co-op movement. They hired contractors, but did most of the work themselves. There was a community playground and a co-op nursery school. The family's third child Robert (Bob) was born while they lived in on Rochdale Way, but in 1951, seeking more sunshine, they moved to Walnut Creek in the Diablo Valley, where Jonathon (Jon) was born in 1953.
Following the birth of her sons, Jean suffered what was then called a "nervous breakdown." It was more than just postpartum depression, and she was later diagnosed with manic-depression, which is now labeled bipolar disorder. She did have periodic manic episodes and some depression throughout the time her kids were growing up, but most of the time she lived the life of a typical stay at home mom of the era, with a group preschool, volunteer work in PTA, Girl (and Boy) Scouts, the neighborhood Walnut Knolls Association, the Weavers Guild, and Democratic politics to fill up her time and utilize her talents. She was a weaver and a stitcher, played piano, and gave her family a love of music and the arts. She loved camping and being in nature, and knew the botanical names of most plants.
She lived a relatively normal life in spite of her mental illness, but in 1966 things got worse and she was committed to Napa State Hospital. At some point she was given the drug Lithium, which was a "miracle drug" for her and other bipolar people. She said it gave her back her life. After being released from Napa in 1970, she went on to live a full life without manic episodes except when she briefly went off her meds.
Denby retired around the same time she got out of the hospital, as Shell Development moved their operation to Texas. After a hot year in Houston, the couple shifted gears to become semi-professional volunteers with the Walnut Creek Civic Arts Association. Jean used her teaching skills as a docent for the Bedford Art Gallery for over 20 years, while Den served on the organization's board and also installed shows at art galleries around the Diablo Valley and Oakland. They attended local theatre productions and were judges for the "Shellies," the local equivalent of the Oscars. They camped and backpacked all over California, traveled to see their kids who were all over the country, and also traveled to England, Scotland, and even Japan. They hosted Japanese students, teachers and visiting artists in their home. They still made time for their hobbies of gardening, weaving and jewelry and mobile making, and also explored pottery, stained glass, leatherwork , papermaking and bookmaking. When she was in her 70s, Jean self-published a book "Off Went Fuzzy Wuzzy," the evolution of a story she had made up for her children years earlier ago as a preschool teacher. She had it translated into several languages and gave proceeds to UNICEF.
As Denby developed health issues in his later years, Jean became his caregiver. She once again took up driving so she could chauffeur him around. He outlived his prognosis by 8 years. After 60 years of marriage, he died in 2002 following a stroke, and she began a new chapter in her life.
She moved to Humboldt County and shared a house in Arcata with her son Bob and his wife Amy. Jean loved the "granny flat" attached to their house, and enrolled in arts courses at Humbodlt State University. She walked all over town and her student pass rode the buses for free. She was able to go to many cultural events with Bob, who was culture editor of the weekly paper and went to many things happening in the arts. She entered art shows, became a Raging Granny and stood in Friday vigils with the Women in Black protesting the Iraq War.
Still craving adventure, and with boundless curiosity and her camera in hand, she continued to travel. She toured France and Italy with Bob and Amy. She made three additional trips to Mexico with Kathy, twice to Baja and a tour of the Copper Canyon. Her last international trip was to Guatemala with a foray into Honduras.
After suffering her first broken bones at age 90, she moved to Timber Ridge Assisted Living Facility in McKinleyville. She regretted curtailing her independence, but adjusted and made good friends there, especially her best friend, Millie, and she still kept as active as possible in the community. She acted in a Dell'Arte play, Exit 101, wrote songs for the Raging Grannies and went on many outings with Bob and her other children when they visited.
As Jean's health and mobility declined, so did her quality of life, and she finally left us to go on to new adventures. As it says in Ecclesiastes, "To everything there is a season and a time for every purpose under heaven." Jean "Mort" Doran lived a long, full and purposeful life and touched so many people in her 98 years on this earth. She will never be forgotten by those who knew and loved her.
Jean was preceded in death by her brother Jack Mortensen, her mother-in law Vera Alsen, her parents Harry and Leslie Mortensen, her great-grandson Siva Kilpatrick, and her son-in-law John Perry. She is survived by her daughters Micki Perry (Kennewick , WA), and Kathleen Kilpatrick and her partner Woody Rehanek (Watsonville, CA), and her sons Bob Doran and his wife Amy (Arcata, CA) and Jonathon Doran (Wilmington, DE) and ten grandchildren: Beth, Becki, Jeannette, Jessie, Spencer, Tree, Tai, Andy, Jessica, Heather, and eleven great grandchildren: Natalie, Madeline, Timber, Fallon, Joelle, Landon, Oliver, Essine, Mirren, Talisen and Ariana, and numerous nieces and nephews and their children and grandchildren. She will be greatly missed by her family and her extended family of friends and fans.
All who remember Jean are invited to join her family in a celebration of her life Saturday, Oct. 20, at 3 p.m. at the D Street Neighborhood Center, 1301 D St. Arcata, CA. There will be stories, songs, and joy.


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Orange County, Florida — In the past month, two killers have mistakenly been released from the Franklin Correctional Institution in the Florida Panhandle.
Reports show that Joseph Ivan Jenkins, 34, was sentenced to life in prison back in May of 2000 for First Degree Murder in Orange County.
Charles B. Walker was sentenced to life in prison for Second Degree Murder in Orange County back in 2001.
Both men were released from Franklin CI just days apart from one another after authorities say prison officials received fraudulent court documents containing fake motions for reduced sentences and a forged judge's signature.
It's still unclear as to who made these documents, but officials are saying that they had the same forged signature of Chief Circuit Judge Belvin Perry and both called for the life sentences to be reduced to 15 year sentences with credit for time served by the same prosecutor's office.
Jenkins was released on September 27, 2013 and Walker was released on October 8, 2013. One of the men was taken to a bus station and the other walked out of the prison gate to his awaiting family members.
Judge Perry said there were several red flags that should have alerted the corrections department or the clerk of courts office, considering that it's very rare for a judge to sign off on a sentence reduction and even more rare for a prosecutor to suggest it.
Perry said, "One of the things we have never taken a close look at is the verification of a particular document to make sure it's the real McCoy." Adding, "I knew that, that was always a possibility, but you never want that possibility occurring in the way it did."
Misty Cash, spokesperson for the Department of Corrections said, "This is an instance where the department received documents from the court. We initiated our typical procedure for an inmate release." She added, "The department followed our procedures and protocols to the letter, so in this instance, the department didn't do anything wrong."
The DOC is going back and looking at all documents to make sure that there isn't anything that would raise red flags, and to be sure no other inmates have or will be released by mistake.
Both men showed up to the Orange County Jail three days after being released from prison and registered as felons. Allen Moore, spokesperson for the jail said that the men filled out paperwork and were finger printed there at the jail, which is not far from the sheriff's office.
The Florida Department of Law Enforcement did not become aware of the mistake until October 15, 2013, after State Attorney Jeffrey Ashton was contacted by family members of the man who was murdered by Jenkins.
Today, October 18, 2013, during a press conference Orange County Sheriff Jerry Demings said his office has good reason to believe both of the killers are still on Orange county.
Judge Belvin Perry says he is sure Jenkins and Walker had outside help with the creation of the fraudulent documents.
The Florida Department of Law Enforcement is conducting an investigation leaving no stone unturned. They are not leaving out the possibility of inside help.
Both Walker and Jenkins are still at large and should be considered armed and dangerous. Anyone with information as to the whereabouts of these men should contact their local law enforcement agency or the Department of Corrections at (850) 922-6867.
There is a $5,000 cash reward being offered.


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For OUTBOUND home page, go to http://outbound.indevcogroup.com
Reduced-fiber 'Meals Ready to Eat' packaging from Interstate Resources weighs less without losing strength and protects against moisture.
The Combat Feeding Directorate - Advanced Materials Team and Interstate Resources, Inc. received First Place in the 2010 Design Competition of the National Institute of Packaging, Handling & Logistics Engineers (NIPHLE).
Their winning entry in the Short Life Category, called Advanced Secondary Packaging for Military Rations, was corrugated packaging designed for 'Meals Ready to Eat' (MREs).
Jason Niedzwiecki from Natick Soldier Research, Engineering & Development Center in Natick, Massachusetts, accepted the award on behalf of the team. By reducing the fiber content of the materials, this award-winning design reduced the weight of the packaging without losing strength.
Not only did the team create a lighter package, but they also incorporated specialized coatings for moisture protection. Their innovative product is also recyclable, a benefit to any supply chain.
Keith Gray of Interstate Container Lowell and Larry Nykwest of Interstate Resources were an instrumental part of the design team.
Interstate Container Lowell is a member of Interstate Resources, a member of INDEVCO Group.
Tuesday, March 23, 2010
MRE Packaging from Interstate Resources Wins First Place
For OUTBOUND home page, go to http://outbound.indevcogroup.com
Posted by
INDEVCO Group
Labels: awards, Interstate Resources Inc., recyclable packaging, sustainable packaging, USA


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Latest revision as of 08:01, 7 November 2021
Elite Roofing LLC are licensed roofing contractors providing high quality new roof development, roof replacement, and roof inspections & restore companies in Moore County, North Carolina. With greater than 25 years of expertise in the roofing and residence development business, and the best guarantee accessible in the business, you may relaxation easy figuring out your enterprise, dwelling and family are covered by an "Elite" roof.
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"I employed Golden Group to install the brand new roof of my house. I chose them due to their cheap worth, good guarantee, great reviews and references, and being native. They're very professional and communicative. They wrote down each step of the undertaking with the material they'd use and defined every little thing to me. The team worked very onerous and were very friendly and affected person. It took them two days to complete the whole roof. After a protracted day of labor in 98F diploma weather, some of them came back at 10pm to cowl a part of the roof after they saw an unexpected, low probability rain within the forecast… I am very happy with their work and have already beneficial them to my pals who need a brand new roof."
In August, the Bowtie model let it be identified the Silverado EV will rock 24-inch wheels and sport four-wheel steering. And in October, Chevy shared a dark teaser picture of the truck's glass roof, which appears to be like pretty neat. We also realized the truck will follow the F-150 Lightning's lead with a business version and trucks specifically for retail patrons. Expect a minimum of 400 miles of vary on GM's Ultium EV platform, but we won't have to speculate much for longer. Chevy mentioned the pickup will make its debut at CES 2022, where General Motors CEO Mary Barra will deliver a keynote deal with. Manufacturing should take place on the automaker's Manufacturing unit Zero before 2025.


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NEW YORK, N.Y. - Sigourney Weaver and David Hyde Pierce are teaming up to play siblings this fall as both make a return to the stage in a Chekhov-inspired play.
Weaver, a three-time Academy Award nominee, and Tony Award-winning Pierce will star in Christopher Durang's "Vanya and Sonia and Masha and Spike."
The play, which takes characters and themes from Chekhov and sets them in present day Pennsylvania, will start life at the McCarter Theatre in New Jersey before jumping to Lincoln Center Theater in October.
In the play, Vanya (Pierce) and his stepsister have stayed home to take care of their ailing parents while their movie star sister Masha (Weaver) has been touring the world. Sparks fly at a family reunion.
Weaver, who met Durang when both attended Yale University's School of Drama, has been in a Durang play before — starring on Broadway in his "Sex and Longing" in 1996. Weaver and Pierce have both been in the playwright's "Beyond Therapy," but she was in an off-Broadway 1981 version and he took it to Broadway in 1982.
"Vanya and Sonia and Masha and Spike" will run from Sept. 7 through Oct. 7 at the McCarter Theatre. Previews at Lincoln Center begin Oct. 25 with an opening set for Nov. 12 at the Mitzi E. Newhouse Theater.
It will be directed by Nicholas Martin. The rest of the cast will be made up of Genevieve Angelson, Shalita Grant, Billy Magnussen and Kristine Nielsen.
Weaver, whose Broadway credits include "Hurlyburly" in 1984, is working on the USA series "Political Animals." Her notable film credits include "Alien," ''Avatar," ''Working Girl" and "Ghostbusters."
Four-time Emmy Award-winner Pierce has spent a lot of time on stage since the end of his sitcom "Frasier," including Broadway stints in "Spamalot," ''Curtains," ''Accent on Youth" and "La Bete."


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Forgotten Weapons' Ian McCollum, partnering with James D. Julia auctions, has gotten the chance to take a look a very rare and historically significant piece: A Winchester 1894 takedown rifle made in 1907… With a registered Maxim silencer:
As Ian points out in the video, registered Maxim silencers are extremely rare, as owners at the time were generally unwilling to register inexpensive silencers. Further, surviving unregistered Maxim silencers cannot be retroactively registered, and must be destroyed.
Today, the $200 tax stamp is a nuisance, but back in 1934 it was a de-facto ban on suppressors. Maxim's model generally cost about $7-$10 when it was new (roughly half the cost of a rifle, at the time), or the equivalent of about $120 today. In 1934, the $200 tax stamp was worth the equivalent of $3500 in 2014* money. It's no wonder that for so many years, silencers were dead and gone in America; but regulations haven't really aged as intended and silencers again are relatively common.
As with all auction videos, this rifle and its silencer are up for auction at James D. Julia's website.
*CPI's inflation calculator only goes up to the year 2014


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Mehmet Ali Agca, who tried to assassinate Pope John Paul II, was released from a Turkish prison today, tantalising the world's media with a promise to reveal the full storybehind the attack, almost 30 years ago.
Agca waved to a throng of journalists as he was driven to a military hospital to be assessed for compulsory military service, although a 2006 military hospital report declared him unfit for military service because of a "severe anti-social personality disorder".
In a statement distributed by his lawyer outside the prison in Sincan, on the outskirts of Ankara, the Turkish capital, Agca declared: "I proclaim the end of the world. All the world will be destroyed in this century. Every human being will die in this century ... I am the Christ eternal."
The 52-year-old has frequently claimed to be the messiah, raising questions about the his state of mind.
"I don't think he will serve in the military," a lawyer, Melahat Uzunoglu, said, adding that the medical exam could take several hours.
Agca served 19 years in an Italian prison for the attack before being pardoned at the pope's behest in 2000. He was extradited to serve a sentence in Turkey for other crimes, including the 1979 murder of a newspaper editor.
After his extradition in 2000, Agca was separately sentenced to seven years and four months for two robberies in Turkey in 1979. The authorities deducted his prison sentence in Italy, and several amnesties and amendments of the penal code reduced his term further.
The complex situation led to his wrongful release from prison in 2006, and his reiincarceration eight days later.
Agca shot John Paul II on 13 May 1981, as the pope rode in an open car in St Peter's Square. The pontiff was hit in the abdomen, left hand and right arm, but the bullets missed vital organs. John Paul met Agca in Italy's Rebibbia prison in 1983 and forgave him for the shooting.
Agca was released today after completing his sentence for killing a prominent leftwing journalist, Abdi Ipekci, in 1979. He had initially received a life sentence, but escaped from a Turkish prison less than six months into his term and went on to shoot the pope in Rome two years later.
Many investigators believe Agca was hired by an east European communist intelligence service to assassinate the pope because of John Paul's opposition to communism. But no connection has been proved, and the late pontiff himself apparently discounted claims that the Soviet KGB and its Bulgarian counterpart plotted to kill him. A trial in 1986 of several of Agca's alleged accomplices failed to prove a link to Bulgaria's secret service.
During his years in jail, Agca became a cult figure for some rightwing Turkish groups. Agca has said that he would answer questions on the Pope's attack in the next few weeks, including whether the Soviet and Bulgarian governments were involved. Agca has has also said he is beginning to consider book, film and television documentary offers.


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As global health researchers, we have long embraced the conviction that the answers to complex problems of poverty and disease will reveal themselves if only we apply enough scientific rigor. Yet, at the community level, our group of American and Kenyan investigators has begun to question whether our veneration of rigor is itself contributing to the intractability of certain types of global health problems.
This recent publication, Rethinking our Rigor Mortis: Creating space for more adaptive and inclusive truth-seeking in community-based global health research in Kenya, illustrates examples from our experience among the remote island communities of Lake Victoria, Kenya, and join a chorus of emerging voices, to examine how our culture of control as global health scientists may marginalise truth-seekers and change-makers within communities we seek to serve. More broadly, we seek to acknowledge the limitations of control over truth that rigorous academic research affords. We suggest that by relinquishing this pervasive illusion of control, we can more fully appreciate complementary modes of answering important questions that rely upon the intrinsic resourcefulness and creativity of community-based enterprises taking place across sub-Saharan Africa. While such inquiries may never solve all problems facing the diverse populations of the continent, we advocate for a deeper appreciation of the inherent capacity of adaptive, locally contextualised investigations to identify meaningful and enduring solutions.
The Mfangano Community Health Field Station is a collaborative partnership blooming on the shores of Mfangano in Lake Victoria. For the past year, health practitioners from OHR, Maseno University in Kisumu and University of Minnesota have been working to expand and define how best we can apply knowledge and lessons learning to building resilience among this remote population.


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Cheesy Tomato Pie
Illustrations by
Alyssa Beltle
We enjoyed this tomato pie immensely. Serve it hot or at room temperature with your favorite beverage. No matter if it is a first course or an entree with a fresh side salad you will adore it.
Prep time: 15 minutes
Cook time: 55 minutes
Yield: Serves 6
If you want to take this recipe up a notch, you can caramelize the onions while prepping the other ingredients. If you do that, double the amount of onion.
- 1 9-inch pie shell
- 1/2 cup chopped yellow or red onion (about 1/3 onion, diced)
- 3-4 tomatoes, cut in half horizontally, squeezed to remove excess juice, roughly chopped, to yield approximately 3 cups (700 ml) chopped tomatoes
- 1/2 teaspoon kosher salt
- 1/4 cup sliced basil (about 8 large leaves) *
- 2 cups (8 oz, 225 g) grated cheese (combination of Farm Fromage Aged Cheddar and Pepper Jack)
- 1/2 cup (120 ml) mayonnaise
- 1 teaspoon (or more to taste) of Frank's Hot Sauce (or Tabasco)
- Freshly ground black pepper
1 Pre-bake the crust: Preheat your oven to 350°F (175°C).
If you are using a store-bought pie shell, follow the directions on the package for pre-baking, or pre-bake it in the oven for about 8 to 10 minutes (a little longer for a frozen pie shell), until lightly browned.
If you are using a homemade crust, freeze the crust first, then press a sheet of aluminum foil into the crust to keep the sides of the pie crust from falling down as it cooks. Fill the pie with pie weights such as dry beans or rice to help hold the foil in place.
Pre-bake the homemade crust for 15 minutes, then remove the foil, use the tines of a fork to poke a few small holes in the bottom of the crust (for venting), and bake for 10 more minutes.
2 Salt and drain the tomatoes: Lightly salt the chopped tomatoes and set them in a colander over a bowl to drain while you are pre-baking the crust.
Squeeze as much moisture as you can out of the chopped tomatoes, using either paper towels, a clean dish towel, or a potato ricer.
3 Layer pre-baked pie shell with onions, tomatoes, basil: Sprinkle a layer of chopped onion over the bottom of your pre-baked pie crust shell.
Spread the drained chopped tomatoes over the onions. Sprinkle the sliced basil over the tomatoes.
4 Make cheese mixture, spread over tomatoes: In a medium bowl, mix together the grated cheese, mayonnaise, Tabasco, a sprinkling of freshly ground black pepper.
The mixture should be the consistency of a gooey snowball. Spread the cheese mixture over the tomatoes.
5 Bake: Place in oven and bake at 350°F (175°C) until browned and bubbly, anywhere from 25 to 45 minutes.


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Brian Ward, Ph.D.
Plant Breeder & Geneticist
About Me
Hello – my name is Brian. I have a Bachelor's degree in English, a Master's degree in science and medical writing, and a Ph.D. in plant breeding and genetics. Some people seem to think that following up a liberal arts undergraduate degree with a science career is an odd choice; I suppose I can't blame them. Overall I've been quite happy with the path I've chosen, and would recommend it to others – though it might help to have a better plan at the outset than I did. The intent for this website is to collect some notes on things that have been helpful to me throughout graduate school and my subsequent career – an online lab notebook of sorts. I'll mostly be touching on subjects like crop breeding and diversity, plant genetics, scientific writing, programming, and data and project management. I'm sure I will also periodically indulge in other interests, such as photography, travel, etc.


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AppAdvice App Of The Week For Feb. 17, 2014
Every week, our staff will handpick an app from the past two weeks that we believe is a must-download for your iPhone or iPad. These apps will always be from various categories, but they are chosen because our own staff members love it and have been using them daily. So here are this week's picks! Enjoy!
Weekend Read
Looking for a new app for reading your files? Then you should check out our App of the Week, Weekend Read.
Weekend Read is created by John August, who is the screenwriter behind several Tim Burton films like "Big Fish" and "Frankenweenie," who is in collaboration with the developers behind FDX Reader for iOS and Highland for Mac.
With Weekend Read, it is basically the 'reader' part of FDX Reader along with the PDF parts of Highland in a single app for the best experience. This app has been designed from the ground up to be the one app for all of your reading needs, since it works with the popular PDF format, along with Markdown and plain text. Of course, since the app is from a screenwriter, this is also incredibly good for reading screenplays, with support for Fountaint and Final Draft files.
A feature that makes Weekend Read stand out from the competition is the handling of PDFs as well as screenplays. These are optimized in a way so that the font and text size are adjustable to suit your needs. There is also built-in search, page jumper, dark mode for nighttime reading, character highlight, and even a full-screen mode for distraction free reading. All files are stored offline for access at any time, but you can import files from Dropbox, email, clipboard, and other third-party apps.
We've been enjoying Weekend Read so far for our reading (though not all of us on staff are screenwriters). Weekend Read is an initial free download for your iPhone, with support for up to four files. For unlimited file storage in the app, you can get the $9.99 premium upgrade.
For more information on Weekend Read, make sure to check out our original post.
Honorable Mention
Are you more interested in being creative with your photography instead of reading files this week? No problem! You'll love our Honorable Mention for the week: Stackables.
This slick photo editing app makes tweaking your photos easy, and if you're into layering your images, then this app does it all. It features an interface that is intuitive, while providing users with a plethora of powerful editing tools at their fingertips.
When you import your image, you can begin layering right away, and edit them as you go. Layers can contain textures, filters, gradients, overlay patterns, color effects, or some cool, preset formulas for the perfect photo. There are plenty of filters, effects, adjustment tools, and presets to help users create the best possible image from the app. And the best part is that everything renders quite fast, so you don't have to wait around for that image to be processed and ready to share.
We've been enjoying Stackables for tweaking our photos for the past week, and just love how fast and easy it is through the app. You can get Stackables in the App Store for your iPhone for $0.99.
For more information, make sure to check out our original review.


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Papdis are crisp flat puris used in Indian Chaats. Its a versatile snack that can be eaten for Sev Puri, Bhel Puri and it even tastes good as is. One can also say papdi are crisp and flaky Indian crackers. I never thought it would be so easy to make this at home, but trust me once you have everything in place the end result is worth the efforts.
- 1 1/2 cup maida/all purpose flour
- 1 cup fine rava
- 1/2 tsp salt
- 1 1/2 tbsp ghee
- water for kneading (for me it took little more than half cup)
- oil for frying
- In a bowl, mix maida rava salt and ghee and rub gently forming crumbs till you can hold the mixture together. Rubbing ghee properly is very important as it makes the puris more flaky and crispy.
- Knead a medium stiff dough adding water little at a time. The dough should not be too stiff or too soft. You can add few drops of oil once kneaded.
- Once done roll it round and very thin and cut rounds using a cookie cutter or a bottle cover.
- Prick all the puri's using a fork to avoid bubbles or puffing.
- Heat oil and deep fry them few at time till golden brown.
- Allow them to cool and store in an air tight container.
Puris are now ready and you can use them for making sev puri, bhel, papdi chaat or any kind of Indian chaat.
Get my recipe for Green Chutney


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Last year I went to the Fries Museum to see their collection of darning samplers. Little did I know that almost a year later, I would own my own antique darning sampler. Note: if you want to see the following pictures in close-up, simply click on them to see the larger version.
My darning sampler was started in 1892 by 'EAE', but never finished. I have very little additional information about it
A good excuse to read up on darning samplers and I'd like to share with you some of the things I've learnt.
Making darning samplers seemed to be particularly popular in The Netherlands, although you find them also in other countries. What follows comes from Dutch books that specifically talk about darning samplers (listed below) and reflect how things were in The Netherlands; I can only assume things might've been similar elsewhere.
Darning samplers seem to have been part of any girl's education, rich or poor. All women were supposed to help out with household tasks, which included maintenance of clothes and linens. Girls and women ought to keep themselves occupied with useful things, and for those who needed to supplement their income, needlework was a respectable way of earning some extra money.
A fancy darn with different patterns in the arms of the cross
Girls were often sent to a small girls' boarding school (they were often called "French Boarding School" as the girls were also taught French), where needlework was part of the curriculum. It was also taught at orphanages to ensure orphaned girls would be able to look after themselves once they left. For those girls who were too busy during the day (they might have a job as a maid, or help run a household), there were also evening darning and sewing classes.
Needlecraft lessons included embroidery, knitting, sewing, and mending. Often girls started with a cross stitch sampler, practising the letters of the alphabet. Many households sent their laundry to the laundry house and by marking all the linen, they could all be returned cleaned and bleached to the rightful owners. Often these samplers started with the alphabet repeated a few times (making sure the letters were embroidered exactly the same and lined up: an exercise in counting the threads), and then little motifs were added, which could be used for decorative purposes.
As I understand it, girls started with the easier embroidery sampler first, and then moved on to the darning sampler. And in the darning sampler there was also a build-up of complexity in technique. One started off with damask darning, which is nowadays still used as a decorative technique. This simply required the darner to pick up threads from the sound fabric. You can see this in the centre square of my sampler: each of the borders show a different damask darning pattern.
The centre square shows the relatively easy technique of damask darning
The back of the centre square shows that using star stitch (a reversible stitch) for the initials and numbers makes for a very neat finish
After the damask darn they moved on to the real deal: darning across an actual hole. A hole was neatly cut out and the edges whipped to stop them from fraying. First all the vertical threads (the warp, so to speak) were put across the hole by starning some simple damask darning a bit away from the hole, span the thread across the hole and then darn in a bit more on the other side. When turning direction to work back, a little loop was left at the end. Used linen was usually washed a lot, so wouldn't shrink anymore, but the new darning thread used for the repair would shrink upon the first wash, so these loops allowed for that. The horizontal threads were woven in in a similar fashion, weaving them over and under the warp threads. The first hole (top right in my sampler) would be done in a simple even weave, and then slowly the complexity increased to other weave patterns, such as twill weaves, bird's eye, satin, and checks.
An even weave darn. The irregularity suggests this might have been the first proper darn made on the sampler
The back shows whip stitched edges, loops to allow for shrinkage, and also a decorative hem
Colours and materials for repair change through the centuries according to fashion. These practice darns were usually done in coloured threads on a plain white or unbleached ground, so that it was easy to see what you were doing, but also allowing the teacher to spot any mistakes more readily. Old darning samplers often used fine silks, linen or cotton threads on a linen or cotton ground. Less common was the use of wool, although it became more popular when the 'Berlin wools' came into fashion for needlepoint. Older darning samplers were often executed with very fine threads, and the holes repaired were rather large and therefore presented a real challenge. The threads used are slowly getting a bit less fine, and likewise the fabric used became coarser throughout the centuries; the variety of techniques seemed to go down as well. Old darning samplers included complex repairs at the edge of the fabric, and the most difficult of all was the darning of a corner. A length of ribbon or tape was used as a corner edge, which was sometimes removed after the darn was completed. Later darning samplers don't show these complicated repairs, and also the size of the holes to be darned became smaller. This could be due to a number of reasons, but one of them is that for larger holes and corners a sewn-in patch is a much stronger repair than a hand-sewn darn could ever be.
A bird's eye darn in two colours
The bird's eye darn looks just as neat at the back
My darning sampler seems to be typical of its time: no complex edge or corner darns, and none of the holes are larger than 3x3cm. For whatever reason, this one was left unfinished. One darn in the lower left corner only has the warp threads darned in in a herringbone pattern, and there also the start of repairing a diagonal slash. This repair was complicated, as the edges of the slash are on the diagonal, so liable to stretch out. This darning sampler would've been worked on over a good few months. Girls would usually have darning lessons a few hours a week, and it took them about a year to complete a sampler. I will never know why my darning sampler was never finished, but the research in the books I have show that often girls either couldn't afford the fees, or were not able to attend classes due to other duties taking higher priority. In the country side for instance, there were no lessons during harvest time as everybody, young and old, had to help bring in the harvest.
The start of a herringbone darn, shown on the back
The vertical threads were already completed on this diagonal slash, and the horizontal threads were just started
The diagonal slash darn is the only one that shows a knot
The mystery remains, and that is part of the beauty of it. Even if I don't know a thing about who made this sampler or why it was never completed, it represents an important part of young women's social history, and will provide me with food for thought and inspiration for years to come.
The back of the darning sampler shows neat finishes
Short bibliography (apologies to non-Dutch readers, but all these books are in Dutch):
Kipp, A; Schipper-van Lottum, MGA; Van der Vlerk, L. Nuttig en Fraai; Zuidhollandse merk- en stoplappen. Becht, Haarlem, 1987.
Schipper-van Lottum, MGA. Merk- en Stoplappen; schoolwerk van Amsterdamse meisjes uit vier eeuwen. Second print, Wereldbibliotheek, Amsterdam, 1980
Schipper-van Lottum, MGA. Stop- en borduurlappen; geschiedenis en techniek. Becht, Haarlem, 1987.
Smith-Sanders, B. Merk- en Stoplappen uit het Burgerweeshuis Amsterdam. Venlo, 2013.