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Stromberg 97 and the Holley 94 - 97 Nuances
The Latest In Low Tech
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Our hobby is full of contradictions; on one hand it's steeped in tradition, on the other it embraces the latest technology. There are rodders, like Editor Brennan, who love the latest, high-tech components. Brennan's gadget-oriented philosophy is "anything worth doing is worth making as complicated as possible"-if a computer, multiple sensors, and miles of wire is involved controlling any function he's happy. Throw in a couple of blinking LEDs and he's delirious. On the other end of the spectrum are those of us who consider simplicity the ultimate engineering accomplishment, no electronics, no wires, and the only mode is manual. Apparently there are more than a few who appreciate the uncomplicated approach. How else could the selection of brand-new old carburetors be explained?
Of all the carburetors that have ever been produced, two of the most popular have been the Stromberg 97 and the Holley 94. Today both are being reproduced-Stromberg Carburetors, a British company, offers the 97 and Edelbrock the 94; both are cosmetically identical to the originals with some unseen mechanical improvements. A third offering, the 9Super7 from Speedway Motors is similar in appearance to a Stromberg but will not be mistaken for one by those familiar with an original. Speedway has made several changes to the original design, including manufacturing the base assembly in aluminum rather than cast iron.
All carburetors have the same basic systems: an idle system to deliver fuel below the throttle plates when they are almost completely closed with the air/fuel ratio controlled by needle valves; a main system that delivers fuel to the venturi when the throttle plates open past idle; a transfer system that supplies fuel as the throttle plates open and the carburetor goes from idle system to main; a power system that provides a richer air/fuel ratio when the engine is under load; an accelerator pump to add fuel and prevent stumbling when the throttle is opened suddenly; a float, needle, and seat to control the fuel level in the bowl. Stromberg 97 and Holley 94 carburetors have these systems, but there are subtle differences in how they are configured. Let's take a look at the two designs individually and then compare them.
Stromberg produced carburetors for a variety of automobile manufacturers but the versions that most hot rodders are familiar with first appeared as the Model 40 in 1934 on 85hp Ford Flatheads; the model 48 was introduced on V-8s in 1935 (the preceding were both rated at 170 cfm); and from 1936 to early 1938, 97s were installed on Fords (155 cfm). The smaller-model 81s (125 cfm) were used on the V-8/60s while the larger LZs (160 cfm) were found on the Lincoln V-12s. In addition to those factory-installed carburetors, what were known as Type I Stromberg 97s were manufactured by Bendix in South Bend, Indiana, as replacements for Holley 94s; most of these have the 97 logo. Replacement versions, designated the Type II, were manufactured by Bendix in Elmyra, New York, and have a 1-1 logo.
Holley 94s are often mistaken for Strombergs even though there are some obvious differences. Used as original equipment by Ford from 1938-57 and sold by parts stores as replacement carburetors 94s have always been more plentiful than 97 and as a result less expensive. Like many things that Henry Ford was involved in, the Holley 94 had an interesting beginning.
When Ford was getting ready to release the new 24-stud Flathead he contracted with the Chandler-Groves Company to develop an entirely new, more efficient carburetor and produce them for the 1938 production run. In exchange for that agreement, Ford was granted the patent on the new design and when the year was up he went looking for a better price on carburetors. Holley was able to cut the price by less than 10 cents a piece and became the sole supplier of 94s until production came to a halt in 1957.
As a result, carburetors produced for Ford in 1938 are labeled Chandler-Groves, those made by Holley may have the Ford script on the float bowl while some later-model versions have a 94 cast into the bowl. There are also replacement carburetors.
Now that new versions of both carburetors are available, the debate over which is better could go on indefinitely. The Holley 94 has two 15/16-inch venturi while those of the Stromberg 97 measure 31/32 inch. It would seem obvious that the slightly larger 97 should flow more, however their numbers are almost identical. Although Stromberg 97s and Holley 94s share the same three-bolt mounting pattern, there are a number of significant differences between the two. The fuel inlet is in the float bowl top of the 94s, rather than the side of the bowl as on the 97s. The 94s use a center-hung float as opposed to the side-hung design of the 97s. Finally, the 94s used spray bars for discharging fuel in the main system, while the 97s used emulsion tubes. All that being said, dyno testing has revealed that there is no significant difference between the two designs. The Stromberg is slightly better at producing horsepower in relation to the fuel consumed at low speeds (below 2,500 rpm) and the Holley is better above that range-but the difference is roughly 1 hp. So, why were 97s more popular than 94s on hot rods? One advantage of the 97 is that when multiple carburetors are used the main jets can often be changed without removing the carburetor from the manifold, not possible with 94s. Of course in a race environment that was important, on a street engine not so much. The other issue with 94s was the enrichment system.
Strombergs used a mechanically operated power valve that is only activated when the throttle was wide open and the engine can use the extra fuel. Holley's enrichment system used a vacuum-operated power valve that opened to supply extra fuel to the engine when the vacuum dropped to a certain point, usually 7-1/2 inches Hg or less. The problem is that when two or more carburetors are used, the vacuum signal drops earlier and more aggressively than with a single carburetor. As a result, when using multiple carburetors the power valves may open prematurely, making the mixture much richer than necessary. This is easily cured by selecting a power valve that opens at a lower value. Another issue with using multiple 94s is their size. Slightly larger front-to-back than a 97, fitting three 94s on some manifolds can be a problem (a situation some responded to by grinding down the front screw boss on the float bowl).
New Old Carburetors Stromberg Carburetor
Not long after Stromberg Carburetor of England was formed and began producing new 97s and parts there were some conflicts within the management that interrupted manufacturing. The rumor mill was quick to provide all sorts of false information, however we're happy to report that the issues have been resolved and the company is in the capable hands of Clive Prew.
According to Prew the new 97 combines the early style cast-iron base with the later Stromberg-style circuits for improved off-idle response, and so there is no mistaking what they are, these carburetors wear a big 97 logo. Like the originals, they come with 0.045-inch main jets and a number 65-power valve. There are a variety of improvements, including a new air horn design with extra material around the float bowl lid to help prevent warping and the leaks that result, and a new, no-stick S-Jet inlet valve. The finish is correct pale lemon chromate with iridescent highlights and the bases have a black Parkerized/lacquered finish. Retail price is around $450.
In addition to complete carburetors, Stromberg Carburetor offers individual parts and has recently come out with fuel lines, linkage, and fully chromed carburetors.
Speedway Motors
Described as a 97-style carburetor, is the 9Super7 from Bill Smith's Speedway Motors. Similar in appearance to a Stromberg, the Speedway carburetor lacks the logo and patent numbers found on the originals for obvious reasons. It also has an aluminum base, stamped throttle and choke levers, and the heads of the screws are not like the originals.
Inside the 9Super7 is a Grose Jet inlet valve to better cope with higher fuel pressure, its said not to stick or dribble and won't corrode in modern fuel. Like the originals, the 9Super7 carbs are shipped with a number 65 power valve and 0.045-inch main jets. Retail price is $299.
Edelbrock 94
The Edelbrock carburetor is a very faithful looking recreation of the Holley 94. It features a die-cast bowl and air horn with an aluminum three-bolt base and comes equipped with an extended throttle shaft to make it easier to set up dual and triple carburetor combinations. For durability and classic looks, these good carburetors are finished off with a zinc-dichromate coating.
One of the issues with the 94 has been finding the proper power valves, contemporary Holley power valves can't be substituted, as they don't seal properly. However Edelbrock now provides a selection of the correct components that makes the new 94 easy to tune.
Unlike the other offerings, Edelbrock offers two versions of the 94-one, PN 1151, for primary use, the other, PN 1152, is to be used as a secondary. Retail price is $349.99.
So, which one is best? That depends on what you're after. For the ultimate in authentic looks the Stromberg and Holley get the nod, for affordability it's the 9Super7. But regardless which you choose, these are brand-new carburetors and they each can be expected to perform satisfactorily. Of course with multiple carburetors and some engine component combinations rejetting may be required and most likely the power valves in the Edelbrock will have to be optimized, but the end result will be functional simplicity with no wires or blinking LEDs-the latest in low tech.
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Archive for February, 2013
New Delhi: Indian and international collectors have gathered in strength in New Delhi for the fifth edition of the India Art Fair, with sold-out signs indicating a revival of interest in the market after a gap of two years.
At a private preview on Thursday, a clutch of galleries said their offerings had already been bought. On Friday, the first day of the fair, some galleries said they had made sales ranging from a few lakhs of rupees to Rs.10 crore.
"This year has been better than last four years put together," said Neha Kirpal, a founder and director of the Indian Art Fair.
About 100 exhibitors are taking part in the art fair. Private collectors from India and abroad flew in on private jets for the Thursday preview.
The works of Subodh Gupta, famous for his metal installations and sculptures, were sold at the preview. Simultaneously, Indian collectors bought the works of some of the biggest names in the international art market such as Russian artist Marc Chagall and French-American artist and sculptor Louise Bourgeois.
"The quality of art, the quality of participation and most importantly the quality of collectors has been great this time," said Kirpal, calling it a major booster shot, and an unexpected one, for the Indian art market.
Kishore Singh, curator at the Delhi Art Gallery, which has put up a host of modern Indian art works at the fair, seconded Kirpal, noting however that the run-up had been devoid of the buzz that had characterized previous fairs.
"The previous two editions were quite hyped," he said "Strangely enough this time, since it's been quieter, we've been astounded by the kind of response we are getting."
With auction houses such as Christie's bringing in over 30 collectors from around the world, the Art Fair has witnessed a surge in demand.
"Purchase decisions are being made faster this time around," said Roshini Vadehra, a director at Vadehra Art Gallery.
A London-based contemporary art gallery, Paul Stolper, is particpiating for the first time in the India Art Fair. The gallery that showcased works by English artist Damien Hirst, among others, sold a few works to private collectors, said spokesperson for the gallery, Alexander Sterling.
Demand for contemporary Indian art fell in 2011-2012 as the local economy slowed and the US and Europe struggled. "The Indian art market had hit rock bottom," said Singh of Delhi Art Gallery.
"Things are expected to improve," said Dinesh Vazirani of auction house Saffronart, who expects the latent demand in the market to pick up in 2013, both for contemporary and modern Indian art.

subset: commoncrawl


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Aruna Roy
In the current national scenario, the economic liberalisation of 1991 – that, to a large extent, shaped our dreams – seems to be a thing of the distant past. Sonia Singh, editorial director, NDTV and mother of three, who has been reporting on the country's ups and downs for over 20 years, tactfully balances an objective big-picture outlook with her maternal sixth sense. During a Sunday afternoon in her home, she offers Verve an even-handed take on re evaluating history and preparing for what lies ahead...
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Find out why a Claflin education is more than a means to a degree.
Office of the Registrar
The best way to get a feel for Claflin is to visit us.
Claflin students work with the best leaders in their fields.
You'll find endless opportunities here to get involved.
There is always something happening at Claflin!
Claflin is #1 in alumni giving among all HBCUs, thanks to you.
We believe art is life, and when experienced by our students, it's transformation.
Established in the late 1800s, the Department of Art is one of Claflin's oldest programs, and the longest serving art program in the state of South Carolina. We're committed to providing a first-class arts education to our students, and are currently pursuing membership with the National Association of School of Art and Design (NASAD).
As a Claflin Art student, you'll learn from our talented and dedicated faculty and develop your unique artistic passions and talents. Your course of study will include classes in the Foundational Art Sequence during the first two years, then you'll have the opportunity to declare a major in either Art Education, Digital Design or Studio Art. You'll have access to the Arthur Rose Museum, located on our campus. A South Carolina landmark, the museum plays host to notable artists who frequently exhibit their work, give lectures and engage in discussions with students.
Our rigorous programs combine theory and practice of art. You'll learn in the classroom, the studio and through hands-on learning by visiting museums and exhibitions. Our students have traveled to Columbia, Charleston, Washington, D.C. and other communities to view artwork by famous artists, and many of our graduates have gained local, nation and international acclaim for their work.
Ms. Tabitha Ott
Interim Chair/Assistant Professor of Studio Art
phone: (803) 535-5337
email: firstname.lastname@example.com


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Twitter weeding out users advocating violence
Twitter Inc said that its internal controls were allowing it to weed out accounts being used for the "promotion of terrorism" earlier rather than responding to government requests to close them down.
U.S. and European governments have been pressuring social media companies includingTwitter, Facebook Inc and Alphabet Inc's Google to fight harder against online radicalisation, particularly by violent Islamist groups.
Twitter said it had removed 299,649 accounts in the first half of this year for the "promotion of terrorism", a 20 percent decline from the previous six months, although it gave no reason for the drop. Three-quarters of those accounts were suspended before posting their first tweet.
Britain's interior minister, Amber Rudd, used a visit to Silicon Valley last month to ask Facebook, Microsoft, Twitter, and YouTube to step up efforts to remove content that incites militants after four attacks in Britain killed 36 people this year.
"Loser terrorists must be dealt with in a much tougher manner. The internet is their main recruitment tool which we must cut off & use better!" U.S. President Donald Trump tweeted on Friday after a bombing on a London commuter train.
Less than 1 percent of account suspensions were due to government requests, Twitter said, while 95 percent were thanks to the company's internal efforts to combat radical content with "proprietary tools", up from 74 percent in its last twice-yearly transparency report.
Twitter defines "promotion of terrorism" as actively inciting or promoting violence "associated with internationally recognised terrorist organisations."
The vast majority of notices from governments concerned "abusive behaviour", which includes violent threats, harassment, hateful conduct and impersonation.
Twitter said it had removed 935,897 accounts for promotion of terrorism between August 1, 2015 and June 30 this year.
The social media platform said in July it had 328 million average monthly active users in the three months to June 30.
The European Union has threatened legislation on Internet firms removing illegal content if they do not step up efforts to police what is available on the web.
Twitter said it had received about 3 percent more legal requests and court orders to remove content posted by users in the first half of this year than during the last six months of 2016.
About 90 percent of those removal requests came from Turkey, Russia, France and Germany.
The transparency report showed Turkey was the most active country in seeking the removal of content, accounting for 45 percent of all requests worldwide.
Twitter said it had received eight requests from governments to take down content posted by journalists and news organisations in the first half of 2017 but did not act on any of them "because of their political and journalistic nature."
Of the eight, five were court orders or other legal demands from Turkey ordering Twitter to take down content from journalists or news outlets.
Turkey detained tens of thousands of people including scores of journalists after a failed coup in July last year. The crackdown by Turkish President Tayyip Erdogan, who has for years tried to stamp out what he sees as illegal online activity, has strained relations with NATO allies and raised alarms among civil liberties advocates.
Twitter said it filed legal objections to court orders involving Turkish journalists and news outlets wherever possible but none of them had prevailed.


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No More Reality
Arthur Ou
Eduardo Sarabia
Anna Sew Hoy
Temporary bookshop and exhibition
July 21 — August 25, 2011
Reception: Thursday, July 21, 6-8pm
Organized by Textfield, Inc.
205 Mulberry St.
New York, NY 10012
In conjunction with the bookshop, which will feature current and archived titles from Textfield Distribution, there will be an exhibition of work by artists that Jonathan Maghen has collaborated with through Textfield to realize various publishing projects. The exhibition will feature the works of Phil Chang, Arthur Ou, Eduardo Sarabia, and Anna Sew Hoy.
The bookshop and exhibition title have been appropriated from the Philippe Parreno work, No More Reality (the demonstration), 1991, which is a four-minute video of children demonstrating, and chanting the slogan and title ("No More Reality").


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5.3 percent of 12 to 24-year-old internet users report that they were bullied, stalked or threatened online in 2018. Over 140 thousand young people were affected. Girls were almost twice as likely to be a victim as boys (7.1 versus 3.6 percent). Statistics Netherlands (CBS) reports this based on a survey on cybersecurity and cybercrime.Read publication
Approximately one quarter of young people became victims of crime in 2012. Young men are more often victims of violent crimes than young women. The number of young men receiving victim support is also higher.Read publication
A growing part of 18-24 year-olds embark on a study in higher vocational education (hbo) or university (wo). Women and young people with a non-western background are the main contributors to the increase. The proportion of students in general secondary vocational education (mbo) has remained stable in recent years.Read publication


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How To Build It - The Jeep Grand Cherokee
How to beef up your Grand Cherokee
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The Grand Cherokee has had several generations since its initial introduction in 1993. The ZJ ran from '93-'98, WJ, the last Grand with front and rear solid axles, from '99-'04, WK , the last Grand with a solid rear axle, from '05-'10, and WKII from '11-present. These iterations of the Grand Cherokee are all pretty different, with the first two (the ZJ and WJ) sharing the most parts, and enjoying largest aftermarket following. We are gonna focus mainly on the first two generations of the Grand Cherokee since the latter years are still fairly pricy on the used market and lack the enthusiast following of the ZJ and WJ.
The ZJ was really the first mass-produced Jeep designed and built by Chrysler, initially intended to replace the XJ, but eventually basically replaced the last Jeep with a V-8, the '92 fullsize Grand Wagoneer. Powered by the 4.0L with an auto transmission (and the very rare '93 ZJ with the AX15), early on the ZJ also got the Chrysler 5.2L Magnum V-8 as an option. Despite this, both the V-8 with Quadra-Trac standard and 4.0L-powered ZJs with Quadra-Trac as an option (NP249) held a viscous coupler that would not lock even in low range. This means you could get stuck with one tire spinning even in low range. This means Jeeps with Select-Trac (NP242) would be slightly more desirable with its truly locking center differential. Also, if you want to go off-road, avoid the 2wd versions of the ZJ or WJ.
The ZJ was the first mass-produced civilian Jeep with coil and link suspension on all four corners. The front suspension is very similar to that of the XJ, with the rear suspension approaching the setup later found in the TJ Wrangler. In the last year of the ZJ a 5.9L Limited ZJ is probably the most desirable, with the introduction of a powerful 5.9L Magnum V-8. The downside with the 5.9L Limited Grand is associated with the fact that it's one year only. Lots of the parts on the 5.9L Limited are specific to that vehicle making them hard to find and expensive when available. After the ZJ the WJ debuted as a slightly larger Grand with an optional new 4.7L dual-overhead cam V-8 or the venerable 4.0L I-6. WJs also featured a revised four-link front suspension with a track bar and a three-link rear suspension with an upper wishbone. The WJ was also the first Jeep to wear the 5-on-5 bolt pattern, on wider axles, featuring bigger brakes, and factory steering with a raised passenger side knuckle for a nearly flat drag link. The best part of these Jeeps is that today they are cheap. The bad? They are generally pretty used up, and with all the electronic luxo-gizimos that many Grands have, reviving them is a chore. Still there is plenty of fun left to be had with either a ZJ or WJ. Look for one that spent its former life as a well-maintained family truckster.
Since there is a V-8 available, go for it. Churning up the muck with a 4.0L will work, but nothing beats a V-8 in the wet stuff. Adding suspension lift to your Grand will help gain more clearance for tires, but like with other coil sprung Jeeps much over 4 inches will throw suspension angles out of whack enough to make a long-arm conversion appealing.
When new a ZJ or WJ with all its viscous couplers and limited slips fully functional were pretty potent at getting traction off-road (as long as the tires worked). Now that all these wearable items have seen 150,000, maybe 200,000 miles expect them to be worn out and in need of a rebuild before reliable traction can be achieved. Having said that, you could have lots of fun in the slick stuff with a V-8-powered Grand with fully functioning limited slips, a T-case viscous coupler, and some decent mud tires. A snorkel will help your Grand's mill breathe more easily in the deep stuff, but don't forget to pay attention to the venting of your transmission. As a rule Jeep autos don't tolerate the introduction of water too well, and the Grand's autos are no exception. As most Grand Cherokees are sent out from the factory as fairly luxurious vehicles, most are gonna feature more electronic gee gaws than would be advisable for use in the mud. If you could find a low-optioned Grand with a V-8 for mud, that would be advisable over one with every electronic option available.
When building a Grand for rocks either the V-8 or 4.0L make a good starting point. If you are gonna run a 4.0L you are better off with an earlier ZJ with the AW4 or swapping to one as the 42RE is lighter-duty and is known to develop problems with heavy use. The AW4 is a heavier duty transmission that stands up to rock use fairly well. As for axles, if you have the Dana 44A we say lock it and run it until catastrophic failure takes it out, or as we would advise any Dana 35 owner, prepare to swap it out as soon as cash allows. We know of several people and companies that have swapped JK Rubicon axles under WJs. Both are of similar width and the brackets can be made to work. Likewise, swapping a ZJ to TJ Rubicon axles would also be a good option for anyone wanting to play in the rocks up to about 37-inch tires. Anything larger than that and you are gonna need some custom axles. Add in some aftermarket beef to the knuckles and axlehousings, and Rubicon axles should be good up to 35- or maybe 37-inch tires in a WJ or ZJ. If you plan on keeping the Dana 30 in the front of your ZJ or WJ we would suggest dropping the CV axleshafts at your earliest convenience for chromoly aftermarket units or the rare factory U-jointed parts. We'd also advise dropping a worn out NP249 or NP247 for the more tunable and rebulidable NP231 built for the power of a V-8, or go to an aftermarket gear driven T-case like an Atlas II (you know you want one!).
In general some stout bumpers, rocker guards, a rollcage and good fender trimming are all gonna be your friends if you want to put your Grand in the rocks. Chassis stiffeners with a few being available in the aftermarket for ZJ at least, are again a good idea for long term off-road use. As for the WJ, stiffeners are supposedly not necessary, as the Unitbody is stiffer than either the ZJ or XJ. Again, we suggest the lowest lift height possible and fender trimming to get to the tire size you want to play on in the rocks. Our WJ runs 33s and about 4.5 inches of lift thanks to a long-arm suspension system from Clayton Off Road. The Suspension works well on-road, on twisty crawling trails, and does decently at speed in smaller bumps off-road. We have friends running a ZJ with Notch Custom's flares running 4 inches of lift and 35s, so keeping a Grand low with big tires is possible.
Any Grand with a V-8 is gonna do best in the sand, and a few have been prepped for Jeep Speed or other "go fast in the dirt" racing, so the know-how is out there. The front Dana 30 is gonna be alright for use in the dunes, but you are gonna want to add some strength to prevent bending as well as limit straps to keep the suspension from falling apart in the air. Look into aftermarket housing brackets or tube inserts to strengthen the axle housing as the front axles are known to bend in both the ZJ and WJ. As for the rear axle you will want to either upgrade to another axle or if nothing else add strength with an axle truss of sorts to prevent bending. For the WJ, full size truck axles at about 65 inches WMS to WMS will make for a nice fit, but you'll lose the ABS (for good or bad) unless you use more modern axles with wheel sensors. We know of one WJ owner getting speed signal information from their swapped in T-cases (as the NP247 in the WJ lacks a speed sensor) rather than wheel sensors. To adjust signal, just splice in a Superlift True Speed between the replacement T-case and CPU speed sensor wire. Any of the transmissions (with the exception of the 42RE) will be alright in the dunes, but we would definitely add an aftermarket inline transmission cooler to keep the heat out of any of the autos in a Grand.
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MGS MOC Release No. MOC2-234, 22 June 2000
Small Color View 330 KByte
These pictures introduce the basic features of a martian gully. The figure on the left is an example from Mars, the figure on the right is a gully on Earth. In the Earth picture, rain water flowing under and seeping along the base of a recently-deposited volcanic ash layer has created the gully. For Mars, water is not actually seen but is inferred from the landforms and their similarity to examples on Earth.
The landforms both on Earth and Mars are divided into three parts: the alcove, the channel, and the apron. Water seeps from between layers of rock on the wall of a cliff, crater, or other type of depression. The alcove forms above the site of seepage as water comes out of the ground and undermines the material from which it is seeping. The erosion of material at the site of seepage causes rock and debris on the slope above this area to collapse and slide downhill, creating the alcove.
The channel forms from water and debris running down the slope from the seepage area. The point where the top of the channel meets the bottom of the alcove is, in many cases, the site where seepage is occurring. Channels are probably flushed-clean of debris from time to time by large flash floods of water released from behind an ice barrier that might form at the site of seepage during more quiescent times.
The aprons are the down-slope deposits of ice and debris that were moved down the slope and through the channel. Whether any water--likely in the form of ice--persists in these deposits is unknown. The fact that the aprons do not go very far out onto the floors of craters and troughs (e.g., the foreground of the figure on the left) indicates that there is a limit as to how much water actually makes it to the bottom of the slope in liquid form. Most of the water by the time it reaches the bottom of the slope has probably either evaporated or frozen.
The MOC image on the left was acquired July 3, 1999, and is located on the south-facing wall of an impact crater near 54.8°S, 342.5°W. The MOC image is illuminated from the upper left; north is toward the upper right. The MOC image covers an area 1.3 km (0.8 mi) wide by 2 km (1.2 mi) long. The pictures from the flank of the Mount St. Helens volcano in Washington (right; large image and inset) were taken by MGS MOC Principal Investigator, Michael C. Malin, in the 1980s after the eruptions of May 1980. They are illuminated from the left; note footprints on left side of the picture for scale, also note the colored bar, which is 30 cm (11.8 in) long.
Images Credit: NASA/JPL/Malin Space Science Systems
Click here to download a 3.2 MByte JPEG of the colorized gully image without annotation.
Malin Space Science Systems and the California Institute of Technology built the MOC using spare hardware from the Mars Observer mission. MSSS operates the camera from its facilities in San Diego, CA. The Jet Propulsion Laboratory's Mars Surveyor Operations Project operates the Mars Global Surveyor spacecraft with its industrial partner, Lockheed Martin Astronautics, from facilities in Pasadena, CA and Denver, CO.
To MSSS Home Page


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If the statue of Edward Austin Sheldon could suddenly come to life, the picture-perfect day of September 30, 2005, may have been a good time. If the joy of the day somehow brought the college's founder back and he took a stroll from his chair, many details would have astounded him. The buildings, and the whole scope of the campus, would have far exceeded the place he knew.
The first building he would see, the one in front of which his statue sits, would bear his name. Sheldon Hall also represents the oldest and first building on the college's current site. The architecture would likely be the most familiar to him, even if the cornerstone was laid in 1911, or 13 years after his death. The hallways themselves would look like the insides of a school he knew, and he may have felt at home in the historic classroom.
Peering inside one of the modern classrooms or offices, however, would prove more startling. Computers, large-screen video boards, all manners of electronic devices would look unfamiliar, though he likely would approve of the benefits they provided to learning.
But since it was a nice day and the sun was shining on his face, let us assume Sheldon instead favored an outdoor stroll to the lakeshore. Walking several strides west would find him meeting an avenue that bears his name. If he took that left, the first thing he would see on his right is the Mackin Complex. This building houses two residence halls, Lonis and Moreland, as well as a full-service dining hall. Home to traditional features of the residential campus, the building houses around 140 students, many of them upperclassmen or graduate students. The magnitude of today's residential campus with more than 4,300 students living on it may prove a slightly startling development compared to when most students lived off campus when his normal school was downtown.
On his left, he would find Rich Hall, home to the college's School of Business. Over the years, it also served as the first campus library building and later home of University Police — could he imagine his little normal school having its own police force? The architectural stylings, part of a renovation more than a century after he passed, may have seemed a tad unusual.
He may be surprised that his teacher training institute now included this School of Business in addition to a School of Education, plus a College of Liberal Arts and Sciences and School of Communication, Media and the Arts. The international nature of business, and how people in this building could close deals with a keystroke via the Internet, would perhaps prove mind-boggling. But as a longtime champion of having the most modern and helpful equipment, he would approve of its state-of-the-art nature. And that students learn by doing — the hallmark of the object learning method he helped popularize — would please him greatly.
If he continued to follow Sheldon Avenue toward the lake, he would see a familiar sight: His onetime home, Shady Shore. Today, Shady Shore is the home of the college's tenth president, Deborah F. Stanley. While the thought of a woman president may have seemed far away for many 19th-century residents, we doubt Sheldon would be too surprised. Many female administrators were key to the college's foundation, and he made no secret their value to the institution.
But Sheldon's nostalgia over his homestead would likely be superseded by the sound of hundreds of voices further around the bend on Rudolph Road. There he would see well over 1,000 people, most dressed in yellow T-shirts.
The idea of a $17 million college campaign having its public launch that day may well seem hard to fathom in scope — as could the $23.8 million the campaign would raise before its conclusion. The first building purchased for the campus cost a mere $31,000. The college's initial state annual funding of $2,128.50 was a lot of money in the 1860s.
But despite all the differences, there would be plenty in the scene the founder would have recognized. The easy camaraderie, the laughing, the grins among the people assembled would have been familiar. The marvelous backdrop, the splendid vista of Lake Ontario, would have looked the same. And maybe, just maybe, he would catch a certain spirit in the air, an affable joie de vivre, that he expected to feel among the community.
One can't help but imagine Sheldon smiling at the whole scene. How far, yet fruitful, the journey to this place from a dream he had in the middle of the 19th century.
Tim Nekritz M '05 is SUNY Oswego's associate director of public affairs/director of web communication. This is an excerpt from his unpublished history of the college, reprinted here with his permission.
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