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Benjamin Banneker, 17x11, digital signed print by T. Ellis $30.00 www.tellisfineart.com
In recognition of Black History Month... Benjamin Banneker
Benjamin Banneker was a largely self-educated mathematician, astronomer, compiler of almanacs and writer.
For Immediate Release
Media Contact:Carolyn M. Thibodeaux, Children's & YA Librarian
Port Arthur Public Library
4615 9th Ave
Port Arthur, TX 77642
(409) 985-8838 ext.2237
Port Arthur Public Library Commemorates Black History Month through Art-STEM ( STEAM)
Port Arthur Texas - In commemoration of Black History month,
The PAPL is elated to exhibit the Art of leveraging Science
Technology and History through art and technology featuring a
comprehensive collection of artwork from Ted Ellis featuring 29
Drawings of African Americans including biographies of 29 African
Americans created with the use of Samsung technology on their Galaxy Note 5 mobile phone.
This will be a first exhibit of its kind in the PAPLs History.
The exhibit starts February 1 through Feb. 29, 2016 with a free opening
reception scheduled Thursday February 11, 2016.
Fueled by his passion for his family and his heritage; enabled by
his artistic skill and commitment to excellence, Ted Ellis paints
"subjects that are representative of the many facets of American
life, particularly, African-American culture and history" as he knows
It. "I like to think of myself as a creative historian. I was put here to
record history…all aspects of American culture and heritage. My
sole purpose has always been to educate through my art."
With more than 30 years in the arts industry. Ted is not only a
talented and creative artist he is fully capable of capturing the tone
and significance of momentous events in a timely manner. Ted Ellis
Fine Art is synonymous to the American experience, not just from
the African American's perspective but from a cultural and iconic
Ideal.Ellis recently presented "Bloody Sunday-Selma, 1965" at the
50th Anniversary Commemoration Event. Learn more about T. Ellis,www.tellisfineart.com.
For more information on the Art-STEM ( STEAM) and how you can
support this event, please contact the Port Arthur Public
(409) 985-8838 ext.2237


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Moving Beyond Computer Literacy: Why schools should teach computer science
Computer Science — not computer literacy — underlies most innovation today, yet the majority of U.S. schools require only that students use computers. Computer science teaches students design, logical reasoning, and problem solving — all valuable well beyond the computer science classroom. This resource provides information about the value of computer science curriculum for students, educators, local and national economies as well as global society. It offers steps schools can take to successfully incorporate computer science education.
Release Date
November 19, 2009
Short URL:www.ncwit.org/schools

subset: commoncrawl


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- Quicklook Breville 3X Bluicer Pro Sugg. Price $600 Our Price $399.95
- Quicklook Breville Juice Fountain Cold Sugg. Price $250 Our Price $143.96
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High-Speed Juicers
Fresh juices made from whole fruits and vegetables are a great way to add nutrition to any diet. The juicer separates the nutrients from the fiber so that you get maximum nutrition in a single glass. Our collection of high-speed juicers includes centrifugal juicers and citrus presses.
No matter if you like to make large batches of fresh juice or just a cup at a time, a high-speed juicer can handle it all. Because it spins at a high speed, you can whip up a large pitcher of fresh juice for your whole family to enjoy in a short amount of time. The wide feed tube is large enough to handle most whole fruits and vegetables to cut down on the amount of prep you have to do before you start juicing.
Fresh orange juice is a perfect complement to any breakfast, but squeezing all of those oranges by hand can be tiring. With a citrus press, you can gently press every drop of juice out of the fruit with minimum effort. It can accommodate citrus fruits of all sizes from small lemons and limes to large grapefruits. Citrus presses are gentle on the peel to reduce the amount of bitter oils released into your juice so you can enjoy the pure flavor of your fruit.
Not all juicers are created equal, and some brands and models stand out from the rest. We take pride in quality craftsmanship, which is why you will find high-speed juicers from top brands in our collection. In particular, you will find Breville appliances, a top name in juicing. The strong motor spins at several thousand RPMs to extract juice quickly. Breville offers a quiet design, so you do not have to listen to the loud whirring of the motor while juicing your fruits and vegetables. The powerful motor, space-saving design and easy assembly make Breville juicers essential to any home.
Juicer attachments and accessories increase the versatility of your high-speed juicer. Compostable juicer bags collect all of the pulp from your juicer to make it easy to dispose of. It also simplifies the cleaning process.
Get more servings of fruits and veggies in each day with a centrifugal juicer to make fresh juices. Mesh strainers collect more pulp so can enjoy a smooth and refreshing beverage. Whether you want to make a batch of juice for your entire family or a single glass for yourself, a high-speed juicer is up to the task. Serve up your fresh juices in style with glass tumblers from Williams-Sonoma.


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Addictions specialist Dr. Drew Pinsky, host of the VH1 reality show, "Celebrity Rehab," will be here Sept. 24 to speak at a fundraising luncheon for Arapahoe House, Colorado's largest, nonprofit provider of affordable drug and alcohol treatment.
Tickets for the 11:30 a.m. event at Seawell Ballroom start at $75 and can be purchased online at www.ArapahoeHouse.org/Events or by calling 303-412-3643.
These announcements were made when 80 members of Friends of Arapahoe House gathered for a kickoff party chaired by Sharon Whiton Gelt and held at the Cherry Hills Village home of Ernie Blake and Sharon Magness Blake.
Judy McNeil, a past chair of the Barbara Davis Center's Brass Ring Luncheon, heads the benefit's steering committee. Her husband, Charlie, is chairing the corporate committee. CBS4 meterologist Ed Greene will emcee.


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Perimeter Institute welcomes Jonathan Braniff as its first Chief Advancement Officer (CAO). Braniff will lead the Institute's long-term private fund development strategy, raising awareness and support for Perimeter's research, training, and outreach activities.
As a public-private partnership and registered charity, Perimeter's operations are funded through a combination of government grants and donations from private individuals, companies, and foundations. Braniff's appointment as Chief Advancement Officer is an integral part of Perimeter's strategic plan for future growth and development, which calls for growing private sector and community support for the Institute's operations.
"Attracting private donations is vital to realizing our ambitious plans for the coming decade," said Michael Duschenes, Perimeter's Chief Operating Officer. "More than that, advancement is about building bonds with the public. Science is a fundamentally human effort: we're trying to understand the universe around us, and our place in it. Jonathan will give everyone an opportunity to be a part of supporting that effort. We've been fortunate to have wonderful partnerships with visionary philanthropists and government; our advancement efforts will strengthen those bonds and build new ones."
"Something extraordinary has been built here," said Braniff. "Perimeter is a world-leading centre devoted to the kind of research that can literally change our futures. That's incredibly exciting. I'm keen to play a part in helping realize Perimeter's plans. We're looking to establish more Perimeter Research Chairs, build support for the Institute's top-notch scientific training programs, and reach out to alumni and friends. Perimeter has earned a sterling reputation both nationally and internationally, not only for its research, but for sharing its science with everyone. That's a great place to build from."
During his career, Braniff has worked throughout Canada, Ireland, the United Kingdom, and the United States, helping organizations to raise over $300 million from individuals, corporations, foundations, trusts, and government. Most recently, he served as Vice President of Advancement for the University of Windsor, leading their restructuring and rebranding efforts.


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Salvete Omnes!
Bernie the Bolt is selling his large Saxon tent and has asked me to help put the word about.
Type: Hand (not Machine) made Saxon tent
Size: 20' x 9' with bell ends both ends
Condition: Some minor 'mouse' damage
Age: 5 years
Original Price: STG£1200
Sale Price: €500 O.N.O
He's coming to flags and can bring the tent over if anybodies interested. Please help put the word around (there's a discount on wool for me if he sells it )


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Welcome to the holocaust being inflicted upon the wild horses of the US. Terrorized by helicopter round-ups and held prisoner. Left to dehydrate and bake in BLM Hoarding Pens without shelter from burning sun, 100+ temps, given unsafe drinking water, foals dying from dehydration, adults and yearlings collapsing and dying in relentless heat and exposure…..why..awaiting slaughter…why so special interest big buck cattle producers can infringe on the lands given to the horses and protected by Federal Legislation. Hell they gotta feed their cattle right!! Govt coffers have to be filled with tax dollars, wildlife and protected lands must be exploited to make room for human greed. Enjoy:
Each and every person employed by BLM and who takes part in these round-ups and inflicts this incredible needless suffering should be charged with GROSS ANIMAL NEGLECT AND CRUELTY AND FACE THE MAXIMUM PENALTY THE LAW CAN LEVY.
BLM is clearly in violation of ALL Animal Cruelty Laws so the question is: Why have these people not faced Criminal Charges?
Because the are paid by the Government of the United States of America!!!
With your Tax Dollars!!!
BLM Hoarding Pen Posted on Buzzfeed
Below has been provided to this writer via email and the word is now being spread.
"Here is an article on Stull's comments versus her position on horses in California. Her position on horses in California goes along with the comments you have gotten from other vets HSUS, Guilfoyle,.Did she compromise her integrity for the BLM on Tuesday night. I would like for the the man who is in charge of securing shelters ( he was presented at the meeting but I didn't get his name) and the public to know about Stull's double standard."
Dr. Carolyn Stull appears to have one set of standards for horses in California and another for horses in Nevada.
Dr. Stull, along with others at UC Davis, wrote the code for standards of care for horses in California in 2010 and 2013.
In this code she says, "Shelter in the form of a structure must be available for horses in cases of extreme weatherconditions(below freezing temperatures, excessively high temperatures, and/or humidity, high winds, excessive
rainfall) regardless of the horses' age, breed, or body condition. It appears, contrary to what Dr. Stull said in Reno,Nevada, on August 6, all horses, not just compromised horses, are to be provided shelter in excessively high temperatures. In addition," all horses "should " be monitored for heat stress in hot, ambient temperatures. A horse facing heat stress may appear weak or disoriented. Other signs of heat stress include muscle tremors and shallow or rapid breathing." (Google "Standards of Care for Horses in California.)
links: www.vetmed.ucdavis.edu/ceh/sp_standards.cfm , www.vetmed.ucdavis.edu/ceh/docs/…/pub_HorseCareStandards
Rev2-sec.p, awic.nal.usda.gov/farm_animals/livestock_species/horses Google: Standards of Care for Horses in California to get Standards with Stull as an author
Animals' Angels investigation of BLM mortality discrepancies continues
Lack of accountability remains questionable
This is Reno
By Monika Courtney, Evergreen, Colo.
Was the quick organizing of a BLM workshop in Reno a courteous act or another PR stunt – pulling a hand brake on bad publicity pertaining to animal cruelty at Palomino Valley government holding facility?
OPINION: Elements relief and a hot debate on horses in holding
The Obama Administration's Stealth Horse Slaughter Program
The Obama Administration has said repeatedly that it opposes horse slaughter. But actions speak louder than words. What's happening now in Nevada suggests that the Administration — through its federal agencies — is actually complicit in sending horses to a slaughter auction. posted on August 15, 2013 at 12:46pm EDT
Please join the campaign to end the continued suffering of these Wild horses across the US. If it were not for the history of the blood and sweat of horses throughout the development of the US, the United States of America would not be where it is today. A DEBT OF GRATITUDE is owed to these magnificent heritage animals.
Please use the link below to address President Obama with your support of these animals now facing mass extinction due to BLM and the personal agendas of those who infringe upon the lands given to these horses and which is protected via passed Federal Legislation.


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The filters that we have in our homes are crucial to our day-to-day lives. They clean the air we breathe and purify the water we drink. How about giving these important household items some love? Send in a photo of your filters. Doesn't matter if it's an air filter, water filter, a filtration pitcher or even a car filter. Just email your photo to [email protected] and we will post the photo to our "Filters Need Love Too" Photo album (located directly under the cover photo). The picture with the most "Likes" wins a brand new ZeroWater 23-Cup Water Filtration Pitcher! So tell your friends you want a FREE water filtration pitcher. Tell them to help you out by liking our Facebook page and your photo to increase your chances of winning! Check out more details below!
To enter the contest:
1.) Email your photo of your household filtration products to [email protected] and we will post the photo to our "Filters Need Love Too " photo album (located directly under the cover photo)
2.) Tell all your friends to "Like" our Facebook page so they can "Like" your photo
3.) After your photo is submitted, everyone will vote for their favorite by "liking" the photo
4.) The contest ends Thursday June 14 at 3:00PM EST
5.) The winner of the contest receives a FREE ZeroWater 23-Cup Water Filtration Pitcher
6.) There is NO PURCHASE NECESSARY TO ENTER
7.) Only those who have not won a contest in the past 30 days will be eligible to win the prize
Prize Details:
The ZeroWater 23-Cup Water Filtration Pitcher is a patented 5-Stage Dual-Ion Exchange filtration system that has a 23-cup capacity dispenser, a TDS meter (which stands for Total Dissolved Solids, which will show you anything that is dissolved in your water and can abe used to let you know when it is time to change your filter), it also includes a filter.This water filtration pitcher will remove virtually all dissolved solids from your water, providing you with great tasting drinking water.
Additional Information:
- Voting and submission begins Friday June 8 and ends Thursday June 14 at 3:00PM EST. The photo with the most "Likes" by the end of the contest wins.
- Please be sure to post only your own photos.
- Only those who have not won a contest in the past 30 days will be eligible to win the prize.
- In the event of a tie, a winner will be randomly selected.
- The winner of the contest has one week to claim their prize.
You can win a great free pitcher just for sending in a photo. It's a win-win situation. Submit your photo today!


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Michael Topping fl.1728 died 1789
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The launch of a 24-gun 6th rate ship for the Honourable East India Company from John Perry's Yard at Blackwall circa 1745-50, with a view towards Blackwall Yard House on the Bank of the Thames where two similar ships are under construction.
Grisaille watercolour drawing on three large sheets, overall size 21 x 43 inches and contained in its original George III carved giltwood frame
Signed (lower part of letters trimmed) "M. Topping delin." on the lower left margin.
This especially fine ship-portrait seems to be the unique signed work by Michael Topping, a hitherto unknown marine draughtsman of self-evidentally exceptional talent. It relates very closely indeed to another monochrome drawing of the HEICS "Falmouth" in three views at its launch from John Perry's Blackwall Yard in 1752:
Here identified as by Michael Topping: The Falmouth, Captn Thos Field Launcht at Blackwall the 4th August 1752. Monochrome watercolour en grisaille on three sheets overall size 569 x 1117 mm / 22.4 x 44 inches (Collection National Maritime Museum PT2588).
Michael Topping has not previously been identified as a water-colourist, but it has proved possible to recreate his career to a reasonable extent. His date of birth is unknown, but he is presumable to be identified with the Michael Topping who married Margaret Watkins on 4th November 1728 at St Katherine by the Tower, London. Topping is an exceptionally rare name in the south of England, and no other family of the name has been traced at this date. There are two main distributions of the name, though, in south Lancashire and in Northumberland, whence perhaps he came as in search of a career.
In 1764/5 the great organ was build in the new St. Mary's Rotherhithe. The Wren-style church has been completed by Lancelot Dowbigin in 1747/8, and the congregation soon was pressing the Bishop of Winchester for permission to install an organ. The remarkably fine instrument was installed by John Byfield in 1764/5, and it remains today without peer in England for the playing of the Handelian and baroque repertiore. Michael Topping was recruited as the first organist in the church (they had used a small orchestra before) in 1765 at an honorarium of £30 per annum.
John Perry's Yard was long established at Blackwall on the Thames: in 1742 the Navy had surveyed the Thames to find the ship-building capacity of the river after an extended period of peace – and consequent building of few warships. They discovered that John Perry's Yard had the greatest capacity on the Thames. For the subsequent two decades, the Yard was a hive of activity as numerous armed merchantmen and naval ships were constructed. He was one of the main contractors for the East India Company, and specialised in these smaller fast Eastindiamen of which he built many. At John Perry's death in 17711 , Michael Topping was recorded as the senior supervising officer of the Yard.
Michael Toppings burial was at Bunhill Fields on 26th September 1789. His like-named son. Michael Topping II (1747-1796) was the chief Marine Surveyor of Fort St. George in Madras, and became the HEIC's Astronomer. He founded the oldest modern technical school2 outside Europe in Madras (Chennai) which opened May 17, 1794. Topping was also the first full-time modern professional surveyor of India having surveyed the seas off the Coromandel Coast, India's south-east coast.
1Will PRO PROB 11/721 ff142v-3v
2Now called the College of Engineering, Guindy


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Keri Hilson Gossip
Keri Hilson gossip, latest news, photos, and video.
Keri Hilson: sh-t by association
Oh look! It's Chris Brown. And he doesn't look contrite. No, not at all. In fact, Chris Brown looks like he's in great spirits – happy, relaxed, having a great time shooting a music video in LA. And why shouldn't he be living the life, enjoying the life? All he did, after all, was pound his girlfriend's face with his fist, bite her, kick her, almost kill her, and walk away unpunished, no consequences. Full Story


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ABOVE: Hear why Egypt's foreign minister said their proposed cease-fire is the only viable way to end the fighting in Gaza
CAIRO, Egypt – Egypt's foreign minister said Thursday that his country's proposal for a cease-fire between Israel and the Palestinian militant group Hamas is gaining momentum, calling it the only viable way to stop an "intolerable humanitarian situation" in Gaza.
He also expressed frustration that "Palestinian factions" – a clear reference to Hamas – did not share what he described as Egypt's "desire … to protect the Palestinian people in Gaza" by agreeing to the initiative.
"The only way to protect the people and to avoid additional bloodshed is acceptance of the plan," Sameh Shukri said Thursday in an interview with The Associated Press. "The plan has been widely endorsed by the Arab League, it has been endorsed by the European Union … and it continues to gain momentum in terms of recognition."
The minister's remarks came just before Israel and Hamas began observing a five-hour humanitarian cease-fire to allow Gazans to stock up on supplies.
READ MORE: Israel, Hamas enter 5-hour humanitarian cease-fire
"We hope that the five-hour cease-fire that has been declared will be extended and that all sides accept the Egyptian peace initiative which is on the table now for several days," Shukri said.
The plan, announced Monday, requires "unconditional acceptance" of the cease-fire by both sides, to be followed by "unfettered access" to Gaza for humanitarian aid, as well as further talks in Cairo, Shukri said.
The plan was accepted by Israel this week but rejected by Hamas, which said it had never been consulted, a claim Shukri denied.
Egypt "formulated this initiative after very intense consultation which took account of many of the various positions of interest that were expressed by those directly concerned," he said.
"Had it been accepted by all parties, had it been accepted by Israel, had it been accepted by all factions in Gaza, we would have saved many lives that have been lost unnecessarily," he said, indirectly blaming Hamas for the continuing bloodshed.
Israel launched the offensive July 8, saying it was a response to weeks of heavy rocket fire out of Hamas-ruled Gaza. More than 230 Palestinians and an Israeli have been killed in 10 days of mainly aerial attacks.
Hamas, which seized Gaza seven years ago, wants international guarantees that the territory's blockade by Israel and Egypt will be eased significantly and that Israel will release Palestinian prisoners.
Egyptian President Abdel-Fattah el-Sissi was meeting in Cairo Thursday with Western-backed Palestinian President Mahmoud Abbas. A day earlier, Abbas met with the deputy leader of Hamas, Moussa Abu Marzouk.
A Palestinian official in Cairo told AP that Marzouk presented Hamas' demands for a cease-fire, which were also delivered to Jordan and the U.N. They included a desire that countries other than Egypt – believed to be Qatar and Turkey —; be involved in forging an agreement to end the fighting, a sign of Hamas' mistrust of Cairo.
Middle East peace envoy Tony Blair also has been involved in talks this week with el-Sissi, and met Thursday with Shukri, who denied reports that the former British prime minister is now formally advising the Egyptian government in a private capacity.
Egypt, which in 1979 became the first Arab nation to sign a peace treaty with Israel, has often served as a mediator between Israel and Hamas.
But relations between Egypt and Hamas have become fraught with tension following the ouster last year of President Mohammed Morsi, who hails from the Islamist Muslim Brotherhood group, of which Hamas is the Palestinian chapter. Egypt has also been at odds with the wealthy Gulf state of Qatar, the Muslim Brotherhood's strongest Arab backer.
Gaza has endured Israeli and Egyptian border blockades to varying degrees since Hamas and other militants seized an Israeli soldier in a cross-border raid in 2006.
The following year Hamas overran the territory after defeating forces loyal to Abbas, who is based in the West Bank. The blockade was intended to keep out weapons and turn Gazans against their militant Hamas rulers.
After Morsi's overthrow last summer, Egypt's new leaders launched a sweeping crackdown on Hamas, shutting down a network of smuggling tunnels along the border that were the Islamic militant group's key economic lifeline – and a weapons supply route.
Cairo says Hamas is responsible for many of Egypt's security problems, including rising militancy in the Sinai Peninsula, which borders Gaza.


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Calling all workaholics and night owls: There is mounting evidence that dreaming and power naps are good for brain health and, more specifically, memory recall. This may come as good news for chronically sleep-deprived teens and college students gearing up for the new school year.
Several new studies have emerged in recent months suggesting naps boost information retention and learning.
Earlier this year, a study conducted by researchers at the University of California, San Diego, indicated that rapid-eye-movement (REM) sleep may enhance creativity and problem-solving. Participants were given various puzzles in which they had to come up with a word that links three other seemingly unrelated words. They were then instructed to take a nap, after which they completed more puzzles. Those who experienced REM sleep were able to solve 40 percent more puzzles than they had before their naps, while those who rested without falling asleep or didn't experience REM did slightly worse post-nap.
According to the paper's lead author, this improvement suggests that during this sleep phase, information is moved from the hippocampus region of the brain – an area responsible for the formation of new memories – to the neocortex, which holds older memories and experiences. Once the information is in the neocortex, the brain is able to associate the new information with older information, which can result in increased ability to solve problems and develop new ideas.
Another study conducted at the University of California, Berkeley, further supports the link between napping and improved ability to learn and complete tasks. The study, announced in February, found that those who napped for 90 minutes between learning sessions improved their scores, while those who didn't nap had worse scores.
High schoolers and college students should also take note: The same research team at Berkeley previously found that pulling an all-nighter decreases the ability to retain new information by nearly 40 percent, due to a shutdown of brain regions during sleep deprivation.
What Our Dreams Might be Saying
The recent movie "Inception" raises questions about dreams and where they come from, but real-life science suggests that dreams may actually be the brain's way of communicating to us that it is synthesizing information we've learned. In a study published in the journal Current Biology in April, scientists at Beth Israel Deaconess Medical Center in Boston asked 99 college students to undergo a computer exercise where they had to navigate a complex 3-D maze as quickly as possible. Afterward, half of the participants took a 90-minute nap, while the others remained awake and were asked to rehearse the maze in their heads.
Five hours later, the students performed the maze task again. The nappers who reported dreaming about the maze did significantly better than both their counterparts – the non-nappers and nappers who did not dream about the maze. According to the researchers, this suggests that while dreaming, the brain is processing information at a higher level and looking to find deeply stored associations for the new memories.
Squeeze In a Nap Whenever You Can
A 20-minute power nap is often enough to refresh your brain and body; this length is usually enough to leave me feeling rejuvenated without making an impact on my schedule.
If your calendar allows, naps between 60 and 90 minutes long have been shown to improve memory retention, as the above studies demonstrate. Naps of this length might be particularly helpful for students cramming for a test. However, keep in mind that anything longer than 90 minutes may affect your ability to sleep at night.
Mind your health,
Dr. Keith Black
For more information on Dr. Keith Black, visit the Cedars-Sinai Neurosurgery Department.


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Last year I saw that Pure Indian Foods, makers of a wonderful grass-fed, organic ghee, make a variety of herbal and spice infused ghees. I was in Portland at a food co-op, and wanted to buy one of each variety. Knowing I had limited suitcase space, I didn't purchase any of them, and decided I needed to try making my own. Well, one thing led to another, life happened, yadda yadda yadda, and I just never got around to making a batch. But those ghees have been dancing around in the back of my mind like little sugarplums dancing around on the night before Christmas.
Minneapolis has a thriving East African immigrant population, and is dotted with many Ethiopian and Somalian restaurants, markets, and cafes. I had the chance to eat at many of these restaurants before cutting out all sorts of stuff from my diet, and those memories are close to my heart. Much of East African food consists of lentils, beans, or meat stewed in vegetable or tomato sauces, flavored with lots of ghee, spices, and garlic and onions. Everything is served over large rounds of injera, spongy fermented flatbread made primarily of teff flour. You eat with your hands, scooping everything up with additional pieces of injera, and licking off your fingers as you eat your way through piles of warm, saucy curries. Finally, you devour that last piece of soggy injera that was sitting under everything, full of rich, amazing flavor. Truly, if you ever have the chance, you must eat East African food. Or at the very least, go get yourself some berbere seasoning mix and look up some recipes online.
Desiring that kind of flavor experience, I knew I had to make my own version of Niter Kibbeh. I combined this recipe with the ingredients listing in Pure's version, and made a few adjustments of my own. The results were nothing short of breathtaking. Aromatic and deep golden brown, this ghee is has a warm and complex flavor. It starts nutty and sweet, with strong notes of cardamom and fennel, then the smokiness of the cumin comes through, and it finishes with a subtle acrid heat from turmeric and the chili. It is good. Like, makes your brain explode good. Smear it off the plate good. Eat a little bit by itself from the jar good. Better than sex if you aren't currently having it good.
Wow. I'm getting all hot just thinking about it. The summer heat and all this warming food is stimulating my hormones, I think. Hell, something has to, Lyme has taken my hormones for a dreadful ride the last couple of years. ;)
So, how to use this ghee, you ask? Ghee is perfectly suited to be used in place of oil or butter in any recipe. Use it to saute vegetables or meats, rub all over a chicken before roasting it, add to a pot of beans or lentils, or season rice, quinoa, or millet. This is killer over sweet potatoes, would be darn good on carrots or kabocha squash, and would liven up any other vegetables or a slice of gluten-free toast. It added a wonderful yet subtle depth of flavor to a humble dish of sauted onions, collards, and zucchini, and spoonful over a warm slice of duck egg and spinach frittata made my knees go weak. If you want to make what I believe would be the most kick ass honey butter in the world, stir together equal parts of this ghee and some raw honey. No matter what you add it to, it gives a hint of that distinctive and rich Ethiopian flavor.
For a really in-depth tutorial on making ghee, check out my How to Make Ghee post, which includes step-by-step photos and full instructions. If you've never made ghee before, I'd recommend reading that post first for some pointers. You can follow the same technique to make this ghee – just add the spices per the instructions below.
Making Spicy Niter Kibbeh
This process is really simple. It requires about 30-45 minutes of cooking time, but that may vary depending on the type of pot you use, how chilled your butter is, or the heat of your flame. Basically, the key is keeping the heat low and using dry pots and utensils. Be patient, cook it slowly, and watch it closely. Don't be intimidated if you screw up and burn it – I have burned more than one batch of ghee in my day. Just try it again and watch it more closely next time! Use ghee in place of butter or oil in any recipes.
1/2 pound unsalted organic butter
3 Tbsp finely chopped onion
2 tsp garlic, finely chopped
1 tsp ground turmeric
8 cardamom pods, crushed
1 tsp fennel seeds
1 tsp cumin seeds
pinch nutmeg
1 dried Indian red chili or other red chili, thinly sliced
kitchen tools
metal fine sieve
unbleached coffee filter or cheesecloth
heat-proof bowl
1 pint glass jar
1. Cut up ghee in small chunks and place in a dry saucepan. Turn heat over medium and let butter melt. Slowly melt butter in saucepan over medium heat, then bring to a boil. Reduce heat to low. Make sure you reduce heat otherwise you risk burning your ghee.
2. When surface comes to a slight foam, add other ingredients and continue to simmer, uncovered. Slowly let ghee cook undisturbed – do not cover or stir – and you will notice it going through a series of changes.
3. Eventually, you will notice a second, larger layer of foamy dairy solids. The foam will reduce, and will reveal the ghee below. This is a good sign. Let it keep cooking until the foamy layer has reduced. You will notice the ghee underneath is golden, and there should be a layer of thick, darn dairy solids on the bottom of the pot. Your ghee is now done. Let ghee cool 10-15 minutes.
4. Carefully pour ghee through a fine metal sieve to strain out large chunks of spices and onion, collecting ghee in a bowl or large measuring cup. Make sure not to disturb the settled dairy solids in the bottom of the pan – they should stay there fairly well, but just be careful when you pour. Then line sieve with a coffee filter or a double layer of cheesecloth, and place sieve on top of a bowl. Pour ghee through lined sieve to strain a second time, which will remove any small chunks of dairy solids. You will be left with golden, rich brown colored ghee that is free of chunks.
5. Pour filtered ghee into the jar and let cool completely before screwing on the lid. I usually lay a cloth over the top of the jar to keep out dust and any curious little bugs while it cools. Because the dairy solids are gone and it is pure fat, ghee can be kept at room temperature without spoiling, however, I often keep mine in the fridge. Ghee will solidify in cool temperatures; melted ghee is a dark golden color, while solid ghee is a lighter yellow. Whether in the fridge or at room temperature, make sure to keep well sealed, make sure that all moisture stays out of jar, and use clean, dry utensils to scoop it out in order to ensure freshness.
Want step-by-step photos showing how to make regular, unspiced ghee? Check out my How to Make Ghee post.
makes about 7 ounces
recipe courtesy affairsofliving.com


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ALEX Toys Little Hands My Collage Farm
by ALEX Toys
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Product Description
You sing the songs, you know the animals, now bring the farm to life with Collage a Farm. This kit contains everything you'll need to color and decorate 4 farm friends with wacky designs and lots of cool supplies. Includes 4 printed animal cutouts, punch-outs, stickers, glue stick, wiggly eyes, crayons, ribbons, feathers and more!
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Sep 21, 2006 08:30 AM
Sep 22, 2006 04:30 PM
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Geospatial Metadata for State and Local Government Employees
September 2006
Authoring Geospatial Metadata with ArcCatalog
This one-day, free course will cover hands-on use of ESRI's ArcCatalog software to document data sets, map files, and map services, as well as an overview of why writing metadata about data sets, etc. is important, and what standard(s) are applicable.
The goals of the course are: 1) to prepare Geographic Information System users to create Federal Geographic Data Committee (FGDC) compliant metadata to document their geospatial records; 2) to assist GIS users to understand and use the information in geospatial metadata; and, 3) to encourage and facilitate geospatial data cataloging efforts on the New Jersey Geographic Information Network (NJGIN) Explorer, in support of the NJMapp/EPINET program, environmental assessment and regulation, and other geospatial data discovery and data sharing activities in New Jersey.
This course is aimed at state and local government employees who use GIS software, but is open to all who deal with digital data that has a spatial component, whether GIS data, or tabular data with a spatial reference such as an address, block and lot designation, census location, etc. Enough instruction will be given in the use of ArcCatalog so that first-time users can author metadata. Students should have the following background knowledge in order to follow the class: Elementary computer skills and terminology (copy, paste, mouse operations), exposure to GIS software (expert skills not required), and basic working knowledge of text editing (e.g. Microsoft Word). Those who have access to GIS software will get the most out of the course.
Preregistration is required.
The Metadata Doctor is IN
The day following the course, a half-day free workshop will be held for metadata authors. Instructors will be present to assist you with writing your own metadata record(s). Bring a data set (or sample thereof), map file, or other item that needs metadata, and get in-person, immediate help with your questions. You also will be able to get approved as a publisher on The New Jersey Geographic Information Network (NJGIN) Explorer and submit your completed metadata. Stay for part of or all of the workshop. Open to participants in the Thursday class and to anyone who has previously attended any formal metadata training class.
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Thursday, September 21, 2006 8:30am – 4pm Authoring Geospatial Metadata with ArcCatalog
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Instructors: John Bocchino, NJ Department of Environmental Protection, BGIS
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Location: NJ OIT 300 Riverview (by Trenton Thunder stadium)
Cost: No charge. Seats limited to 12 people.
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Kentucky's Harrison twins run out of magic against UConn
ARLINGTON, Texas — They were the targets of incessant criticism through much of the regular season and were two of the prime reasons why Kentucky resuscitated its championship hopes in the postseason.
After authoring memorable freshmen seasons under the bright spotlight found in Lexington, the Harrison twins didn't have any more late-game miracles left in them Monday night.
They failed to contain Connecticut's stellar backcourt of Ryan Boatright and Shabazz Napier — the featured matchup in the national title game — and consistent sharpshooter Aaron Harrison didn't have any more late-game heroics from beyond the three-point arc.
CHAMPIONS:UConn topples Kentucky for fourth NCAA title
UCONN:Boatright steps out of Napier's shadow for Huskies
Kentucky had a magical run during the NCAA tournament as a No. 8 seed, but the magic ran out against Connecticut, which won 60-54.
The Harrison twins' seasons began with them unable to live up to expectations that others had set for them. They were prematurely deemed disappointments who would likely have to return to school for their sophomore seasons because their NBA draft stock had slipped. Andrew Harrison said that it was difficult to tune out that noise during the season, but it helped when his father, Aaron Harrison Sr., told the twins to play loose.
Toward the end of the season, Kentucky coach John Calipari began preaching with his players that "less is more" on the court. Andrew Harrison said he especially followed his coach's mantra, which helped dramatically improve the team.
ARMOUR:It was UConn's title all along — only they knew it
ANALYSIS:5 factors that decided Huskies' championship
In the postseason, he averaged two more assists per game than he did in the regular season. As for Aaron Harrison, after shooting 30% from three-point range in the regular season, he made more than 50% of his shots beyond the arc in the postseason.
And of course Aaron Harrison made his largest impact in the final seconds. He made clutch three-pointers to help beat Louisville and Michigan in the Midwest Regional. Then he sank a 25-footer with 5.7 seconds remaining to beat Wisconsin in the national semifinals.
Both Harrisons got off to inauspicious starts in Monday's national title game.
The Harrison twins faced a daunting task trying to withstand the pressure of experienced guards in the junior Boatright and senior Napier, who had already made life difficult for accomplished backcourt players such as Florida's Scottie Wilbekin and Michigan State's Keith Appling in the tournament.
With both Harrisons standing 66, they had a height advantage over Boatright and Napier, neither taller than 6-1. But the Huskies guards had quickness and experience, especially with Napier, who won a national championship as a freshman in 2011.
JOHN CALIPARI:Lakers deny claim he'll be next coach
LOOKING AHEAD:Forecasting the 2014-15 Final Four
It didn't take long for the Harrisons to show some cracks. Five minutes into action, Napier forced Aaron Harrison to commit a backcourt violation.
During the first 10 minutes of the game, the Harrisons combined for four turnovers — as many as the entire Kentucky team committed against Wisconsin — while shooting 0-for-4 from the field.
Sitting in the first row, their father, Aaron Harrison Sr., yelled, "Just go! Don't wait!"
The Harrisons made an impact late in the first half, but, much like their teammates, ran out of late-game miracles.
Follow national college basketball reporter Eric Prisbell on Twitter at @EricPrisbell.


text:
Rosemeyer's death 65 years ago
Posted 27 January 2003 - 11:17
Those who asked for it, will get it tonight.
Hope you may share with me your comments and thoughts.
Posted 27 January 2003 - 20:31
Originally posted by aldo
On the eve of the anniversary, I'm pleased to confirm that my Technical Draft on the accident will be published tomorrow by Leif Snellman on his Website.
Those who asked for it, will get it tonight.
Hope you may share with me your comments and thoughts.
I´ve just finished reading your working draft on AU´s failure 65 years ago: an outstanding job, really. It´s a striking homage to Rosemeyer and maybe the most accurate analysis ever written on this unsettling subject for motorsport enthusiasts. Sad to know that Rosemeyer's death was, in fact, possibly as a result of a reckless project, a "Chronicle of a Foretold Death".
Posted 27 January 2003 - 23:07
Posted 28 January 2003 - 11:26
It can be found at http://www.kolumbus....ellman/zana.htm
Posted 28 January 2003 - 12:23
I do have a question, which I have already asked Aldo. He states that the plate covering the 9 underbody air outlets was 'mounted using not less than 26 6 mm screws: a mount which could be more apt to an armoured vehicle than a record car'. Yet it would appear to have been this item which failed. Why so?
Posted 28 January 2003 - 12:29
Posted 28 January 2003 - 12:44
Or rather, why did they found it neccessary to use 28 screws in the first place? Yes, Kirschberg says 28 screws , not 26. I must ask Aldo the reason for that.
Originally posted by Tim Murray
He states that the plate covering the 9 underbody air outlets was 'mounted using not less than 26 6 mm screws: a mount which could be more apt to an armoured vehicle than a record car'. Yet it would appear to have been this item which failed. Why so?
Posted 28 January 2003 - 13:37
It does seem to imply that Auto-Union were grossly negligent in sending Rosemeyer out in that car without proper testing and a gradual run-up to record speeds.
By the standards of today, they probably were, but isn't the history of motor racing littered with accidents caused by teams/drivers taking a chance on an untried car? Such as the early ultra-high rear wings for example.
Land and water record speed attempts have been even more risky over the years.
In such cases surely the blame is shared equally between team and driver, after all, he doesn't have to get in and drive the thing, knowing that it's experimental at best.
- MichaelJP
Posted 28 January 2003 - 19:59
I have some questions:
1. p.5: ZKB Are you sure you are talking about Friedrichshafen and not about the ZKB (Zentrales KonstruktionsBüro of AU in Chemnitz)
2. the whole artcicle; you are talking about some interesting pics, may it's possible to post the here? Especially those we havn't seen before?
And I'd like to add, that at Hasses testdrive the topspeed was not more than 330kmh at the Autobahn, I think it was near Dessau.
Great work Aldo, really, I'm impressed.
Is it meant to blame someone or something for Rosemeyer's death?
Yes. means the same for me, @Aldo, do you mean Eberan?
Posted 28 January 2003 - 21:24
I do think that an apt way to close the 65th anniversary day is to remember the words engraved on the grey stone column still standing in the place where Rosemeyer was found dead:
Dem Andenken an
der an dieser Stelle
am 28. Januar 38 bei
mit dem Rennwagen
toedlich verunglueckte.
It means something like: To the memory of, Bernd Rosemeyer, who in this place, on January 28 '38 during, record runs, with a racing car, suffered a deadly accident.
The monument is still there, in reasonably good conditions (as I saw it last August), at the end of the first lay-by after the Langen-Moerfelden overpass aiming South to Darmstadt. In 1939, that lay-by was named Bernd Rosemeyer Parkplatz (parking) and a large sign was installed.
Last summer, there wasn't any sign at the lay-by, and the monument was also quite hard to reach across the tall grass. A period wooden sign, close to the entrance of a small enclave with green hedges of prunus lauro cerasus on both sides, has the words: Mahnmal BERND ROSEMEYER 1938 (Monument to the memory of B.R.).
Of course, my wife and I put fresh flowers in an old vase already placed by someone else.
Posted 28 January 2003 - 21:47
4 + 9 pages on my printer, that amounts to 13. Bernd Rosemeyer would have liked that. I will read through these pages during lunch at a Waikiki Pâtisserie.
Originally posted by Leif Snellman
Ok.. Those who has read Aldo's document. What do you think about it? Comments?...
Posted 28 January 2003 - 21:51
Originally posted by aldo
About the number of screws in the air outlet plate, I double checked the original document and, yes, I apologize for a typo: there were 28 screws, not 26. By the way, 28 means that, being the plate of a square shape, there were 8 screws on each side. If they were 26, it would have been impossible to have the same number of screws on each side.
I do think that an apt way to close the 65th anniversary day is to remember the words engraved on the grey stone column still standing in the place where Rosemeyer was found dead:
Dem Andenken an
der an dieser Stelle
am 28. Januar 38 bei
mit dem Rennwagen
toedlich verunglueckte.
It means something like: To the memory of, Bernd Rosemeyer, who in this place, on January 28 '38 during, record runs, with a racing car, suffered a deadly accident.
The monument is still there, in reasonably good conditions (as I saw it last August), at the end of the first lay-by after the Langen-Moerfelden overpass aiming South to Darmstadt. In 1939, that lay-by was named Bernd Rosemeyer Parkplatz (parking) and a large sign was installed.
Last summer, there wasn't any sign at the lay-by, and the monument was also quite hard to reach across the tall grass. A period wooden sign, close to the entrance of a small enclave with green hedges of prunus lauro cerasus on both sides, has the words: Mahnmal BERND ROSEMEYER 1938 (Monument to the memory of B.R.).
Of course, my wife and I put fresh flowers in an old vase already placed by someone else.
Yes since two or three years Audi Tradition is interested to cover traditional places with their IDEA. In 1988 nobody from Audi was there at the 28 january, to share a moment for Bernd.
Posted 28 January 2003 - 22:21
Originally posted by Hans Etzrodt
4 + 9 pages on my printer, that amounts to 13. Bernd Rosemeyer would have liked that.
Aldo, I have changed the number of screws from 26 to 28 on my homepage.
Holger, three of the pictures you ask for are included in the variant of the document found on my homepage.
Posted 28 January 2003 - 22:58
"AU wanted to win all over the line: they clad the right side of the surviving Stromlinienwagen with upper fairings à la January 28 car and shot photos from the same angle as Büttner did".
Aldo, looking at the Hakenkreutz on the car ( Nixon page 212) one can see that it is a mirror image. i.e it is the left side that has been photographed. My guess is that for some reason there existed a spare left hand upper fairing but no right hand one. Or then it was the original Rosemeyer fairings and the RIGHT ONE WAS INDEED DAMAGED but not the left one!!!
Posted 29 January 2003 - 00:44
As for blame, I find it hard, certainly harder, for example, than the loss of the Challenger space shuttle.
Why? Because a whole team, including their driver was ready to push the envelope. They were under pressure, they accepted that and went ahead. Hindsight says they were wrong. What does hindsight say about the loss of Donald Campbell and John Cobb in their water speed record attempts?
As for thorough engineering in such endeavors, I seem to remember a certain amount of sneering when a British team were the first to put a wheeled vehicle through the sound-barrier. "Well, of course, they had all those engineers and aerodynamicists..."
Posted 29 January 2003 - 06:04
spoken from my heart
Originally posted by oldtimer
...Because a whole team, including their driver was ready to push the envelope. They were under pressure, they accepted that and went ahead. Hindsight says they were wrong. What does hindsight say about the loss of Donald Campbell and John Cobb in their water speed record attempts?...
Posted 29 January 2003 - 06:28
Originally posted by Hans Etzrodt
4 + 9 pages on my printer, that amounts to 13. Bernd Rosemeyer would have liked that. I will read through these pages during lunch at a Waikiki Pâtisserie.
Some guys get all the fun ;) It's cold and wet here, and the report says it's going to get even colder...
Posted 29 January 2003 - 06:56
Posted 29 January 2003 - 12:35
It gave me an idea of a drawing of Bernd on his final run - pic is based on drawing on Leif's page, and I also added Bernd's portrait.
Posted 29 January 2003 - 13:16
I remember from Alfred Neubauer's (the mighty Mercedes team manager) autobiography : "Männer, Frauer und Motoren", that he also had a theory in the same line regarding the Rosemeyer crash: Collapsing bodywork due to wind forces, and not the side wind alone which was the official explanation .
Neubauer had dedicated a chapter in his book to Rosemeyer and the speed attempts. He was of course present that fatal day, due to the Mercedes own record attempts earlier in the morning.
According to the book, and if I remember correctly, Mr. Neubauer drove the Audi Union boss Dr. Feuerreissen in his Mercedes, from the starting point down to the place of accident. They were among the first to arrive at the scene. Neubauer was scocked from the sight of the crashed car, and did not want to see Rosemeyers body. He wanted to remember the great driver as he had seen him alive.
The most of you may have seen this link before, but I enclose it anyway. There are some pictures showing the remainings of the car.
Posted 29 January 2003 - 15:11
I found the same photo of Parkplatz Bernd Rosemeyer in a 1939 German magazine: it's therefore rather difficult that it was placed there in 1948. Look also at the car in the background, hardly from 1948 vintage.
The last photo is rather puzzling. Maybe, it has been printed reversed (i.e, one has to flip over right and left sides), but, doing so, the wreck in foreground should be on the track not used by the car: it's likely.
Looking at the shadows of the persons, if the photo has been correctly printed, they are very, very puzzling.
Knowing the orientation of the Autobahn, the photo should have been taken before the hour of the accident. It's impossible, unless there was some kind of daylighyt saving time even in winter: can anyone provide such an information?
Posted 29 January 2003 - 20:08
Posted 29 January 2003 - 21:26
This photo appears to be a cropped version of the photo on page 104 of Le Leggendarie Auto Union by Cancellieri and De Agostini. The full size version shows clearly that the wreckage is on the carriageway used by Rosemeyer; a number of parked cars can be seen on the opposite carriageway.
Originally posted by aldo
The last photo is rather puzzling. Maybe, it has been printed reversed (i.e, one has to flip over right and left sides), but, doing so, the wreck in foreground should be on the track not used by the car: it's likely.
Looking at the shadows of the persons, if the photo has been correctly printed, they are very, very puzzling.
Knowing the orientation of the Autobahn, the photo should have been taken before the hour of the accident. It's impossible, unless there was some kind of daylighyt saving time even in winter: can anyone provide such an information?
Posted 30 January 2003 - 10:30
Originally posted by Hans Etzrodt
Brun, I did read through all pages during lunch at the Waikiki Pâtisserie, a roadside open restaurant, like they have in Paris during the summer. I wisely sat in the shade. It's too hot in the sun. I have to do some more reading in other magazines about this subject before I submit my comment.
Hans, if you don't stop, I will come over and slap you
On the other hand, while YOU were baking in the shade, I drove along a deserted autobahn at almost 200 km/h in a wonderfully growling post-war Auto Union, in order to catch a domestic flight. Doing my own little Rosemeyer, so to speak.
To stay on-topic: the f1-plus article is very interesting. I probably will be visiting Holger's in the spring, maybe I'll stop at this lay-by and take a look at Rosemeyer's memorial?
Posted 30 January 2003 - 10:47
Last night I made a printout of your impressive report, in order to read it more thoroughly. I saw that you aleady have mentioned Alferd Neubauer's theory regarding the crash.
I find your conslusions very interesting, and can agree.
I have a few questions/comments:
Quote from your report:
"Nevertheless, the explanation given by Eberan for keeping the front intake wide open and the radiator in place: "To cover up the fact that we, too, used ice cooling"(*) is puerile and it looks like an offense to Mercedes people, bystanders, and readers. Ditto for the use of the metal plate to reduce the front air intake in Run 3, as explained in Eberan's statement of February 14(*)."
Why do you think that AU made the two first run with the air intake wide open, and then closing it for Run 3? Was it for doing more aerodynamic testing before the final run? As can be seen from the quote above Mercedes had already run their car with ice cooling, and a cover-up looked puerlie as you say. The ice cooled Mercedes is also mentioned in Neubauers book.
Another quote:
"Otto Geyer(*) writes that, already in northbound Run 2 the car looked unstable, travelling close to the grass median. About Run 3, he adds to have heard an "explosion" when the left rear wheel of the car touched the grass. He also believes that Rosemeyer applied the brakes."
Do you think that the "explosion" heard by the timekeeper came from 2mm dural sheet loosning under the car and damaging the underpan and lower rear fins? Or was it the left front wheel collpsing (exploding?) Or a combination? The timekeepers must have beed several hundred meters away from the start of the accident, and the sound they heard was generated earlier than they saw it happend. However, everything happend very quickly and was over i few seconds as you say.
Last quote:
"AU reacted quickly, calling Herr Büttner and obtaining his agreement to say, even under oath, that the Stromlinienwagen body was in perfect shape at the start of Run 3(*). They bought the film and got an affidavit by him stating that no warps were on the body, but only reflexes of light, and that no, he didn't even see them until some third party pointed them out to him. They also agreed he would say to have immediately discarded such a vicious gossip and that, by the way, yes, he had mailed the photo to Stuttgart (guess whom!) ten days earlier, but without any malicious caption."
The "Guess Whom" was that Professor Porsche? According to Alfred Neubauer's book he met Porsche accidentally at the railway station i Stuttgart some few days after the accident, and Porsche was indignant and showed him a photo of the car with damages before the start. Neubauer answered that there were no damages visible before the start as far as he could remember.
One should not belive everything in Neubauers book. He may have wanted to make himself more important that he was, but he seemed to pop up everywhere when something interesting was happening.
Aldo, I think you should try to collect as much as possible of relevant photos to accompany your report. Maybe Leif Snellman could make a gallery on his homepage.
Posted 30 January 2003 - 14:13
Your words and questions are straight to the point. Let me try to answer something.
Q1. Ice Cooling. The puerile explanation is written in Eberan's memo dated Feb 11. It's also "puerile" what he writes in the Feb 16 document (sorry, I don't have all documents here and I'm writing dates out of the cuffs) saying that, having seen, on that morning, that MB used ice cooling, he didn't deserve it any longer necessary to conceal that they, too, used ice cooling.
Q2. Yes, they ran Run 1 and 2 with open intake. They partially closed it for Run 3. It's photographic evidence.
Q3. Explosion. I doubt that Geyer's "explosion" could have been felt so far away. Wind was blowing against the car and he was apparently located at km. 9.2. If we assume, like it appears, that the slide started before/at the end of the measured km (at km. 8.6), such an explosion should have been rather strong to be heard. We cannot, anyhow, rule against such an option. He links the explosion to the very moment in which the left rear wheel went on the grass median. By the way, everything Geyer writes is quite confused: he closes the letter apologizing for being in such a hurry, but he had to leave immediately to Frankfurt.
Q4. Neubauer, by all means. I found the photo taken at the arrival of Run 2 in the DaimlerChrlysler Archives. The agreement between AU and the photographer mentions "photos" mailed to Stuttgart, not only the well-known one. About Dr. Porsche's reactions, I'd rather think that he, too, was building up an explanation to download the accident unto something/someone else. Don't forget that he was deeply involved into the design of the 1938 car.
Q5. Additional photos. I have more, but I wish to keep them for myself, to be released in my future essays on the subject. You'll surely understand.
Posted 31 January 2003 - 06:37
best regards.
Posted 31 January 2003 - 09:50
Aldo Zana delivers some rather interesting aspects in a new light, which elevates his story to a highly entertaining and provoking article. However, I have neither the intellect nor the aerodynamic know-how to follow or agree with all of Aldo's theories brought forward. I can understand that certain sections of this working draft article will be revised. Maybe some of his ideas could then be explained differently for the layperson, like me, in order to present a more convincing account of those theories. This should include more detail and proof to substantiate the theory of the floor cover blown out. I have read certain paragraphs a few times over and still don't fully understand them. Therefore I am waiting in suspense to read many of the supporting documents to come, because they would probably answer many of my questions.
Unfortunately, Aldo Zana's Epilogue mirrors a certain amount of anger or bitterness by trying to solve the question of guilt, instead of looking at this tragedy more objectively. In an operation like that it is a futile exercise and will always be very difficult to point out one single person as the guilty party, especially where the driver has the last call. Let's not forget that the people involved did their best with what was available and what was known 65 years ago about aerodynamics. I hope that the final version of Aldo's story will make available the full account by Carlo Wiedmann.
Details of how the crash happened can only be reconstructed by tire marks left on concrete and grass median, (cut off trees, scattered pieces of the car) and with the help of the only true eyewitness account from head timekeeper Carlo Wiedmann. The experts should be able to answer with ease, why the body separated from the chassis when the car flipped over at a speed of around 400 km/h. But the experts were already of divided opinion 65 years ago.
Here some utterances by others:
1 – Aerodynamicist and "Streamline" bodywork engineer Paul Jaray in Automobil Chronik No. 11, 1974:
…Jaray was also substantially involved with the body design of the Auto Union record car from 1937/38.
"However, they [Auto Union] changed my specifications subsequently. I insisted on 1.2 mm thick sheet metal, but they used such of 0.7 and even 0.6 mm." Jaray opinionated, "The formation of a low pressure zone, that probably tore apart the Rosemeyer car, would not have led to the catastrophe if they had stuck to my specifications."
2 – Professor Dr. Eberan von Eberhorst (Auto Union Technical Director at that time) in Automobil Chronik No. 4, 1975:
"…A gust of wind must have caught Rosemeyer's car and moved it over half of the available concrete width, so that the car came with the left wheels onto the grass of the center median. Only a few hundred meters away, the center pillar of a bridge across the Autobahn forced Rosemeyer to steer heavily towards the right, which first became fully effective and then too strong, after the left front wheel came off the soft grass medium onto the gripping concrete surface. In this moment, the car was apparently over-steering, moving to the right and –suggested by the tire track– had to flip over the left front wheel. Rosemeyer was hurled out of the car. We found him without external injuries, lifeless at the forest's edge with a broken neck."
"…The fairy tale about the exploded body shell, however, remained firmly …"
3 – Aerodynamicist Baron Reinhard König-Fachsenfeld in Automobil Chronik No. 6, 1975 under reader's comments:
[I don't have the time to translate that lengthy article, which is not supporting Paul Jaray's statement and briefly explains Jaray's lack of involvement with Auto Union and other German companies of repute. It mentions König-Fachsenfeld's encounter with Alex Büttner, talks about photographs and basically supports the statement made by Eberan von Eberhorst.]
Posted 01 February 2003 - 06:47
Posted 01 February 2003 - 10:57
"I read Hans Etzrodt' s mail with great interest and respect. He really brings up many useful and significant items, on which we must go further in depth.
I have my own theory, which I wrote in what is called a Roadmap to a Tentative Explanation. It never wanted to deliver the revealed truth. Of course, I'm open to all contribution, comments, critics.
As a journalist, writer, and automotive historian as well as a person knowing something about aerodynamics, vehicle dynamics, and structural engineering, I dare to say that nothing, never, has been dealt with "objectively", and not only in motor history. Everyone has his/her background, know-how, education, civilization, society, nationality etc: all these factors are strong influencers on his/her thinking, and his/her writing.
I'm trying to build up an explanation of the accident, yet it's only a tentative explanation, a theory based on my own understanding of facts, as we know them, now. I don't dare to be "objective".
I understand that the Thirties and Nazi Germany were something highly different from today. Beyond being a country ruled by a gang of criminals, there were some issues on tune with the "esprit du temp". The worship of the hero, the national pride, the need to please the ruling powers, the race were so high to shake the whole framework of morality and values, including science, sport and life.
Yet, by all means, I refuse any statement saying that we should accept and share any decision pushing someone or someone else into the unknown, at the danger of his/her life, in the name of motor sport.
No risk shall be taken if it changes motor sport into a killing field. If the risk is taken and it ends up in a tragedy, we must (if we wish) try to understand why it happened and who shall be acknowledged as guilty.
As human beings of today, we are different from our ancestors living in the Thirties: we have a wider set of knowledge which allows us to look at the past in a novel way. Such an attitude has always driven historic researches and essays.
If we agreed on the acknowledgement that someone, somewhere, sometime, did that because that was what he knew and therefore he had to be a-priori excused on what he did (or, God forsaken, had someone suffering for what he did), research, society, civilization, and mankind would never have advanced in every field, not only in history and motor sport.
Sorry for all those words, Hans and all. Let's go back to the point.
Wiedmann's and Geyer's letters have been published in Kirchberg's book. I have copy of the originals. They don't explain that much even on the sequence of events since the skid marks. Furthermore, both guys didn't know anything on the car and we have to assume that they were busy checking their instruments: they cannot have seen that much.
The drawings of the Police reports have been partially published in the same book, but there are additional ones, much more detailed: I used them and reported data and figures written there. Unless we assume that drawings made a few days after the accident, based on Police reports and measurements, are less credible than some words said off the cuffs by Eberan 37 years after the event, the front left wheel never left the concrete and the rear left wheel went on the grass median when the skid was already beyond control. The skid marks start at the end of the clearing: if someone says that the car was already with both left wheels on the grass before the skid marks, he automatically cancels the sidewind option.
About understanding how the body separated from the chassis, it's a matter of looking at the photos, reading through the documents, and adding some common sense. No body, not only made of thin aluminum, could have survived intact those impacts with the ground. Before stopping on the bank of the overpass, it slided on the ground for many meter, thus ending the destruction. Yet, photos show some elements of the body not that far from the wrecked chassis. Once again, one has to be very careful in taking for granted what he sees in a photo, e.g. the positions of the ice tanks and some pieces of the wrecked body are very different in the two photos of the wreck laying upside down on the bank, that I know.
Plenty of books and articles have been written on that Jan 28, 1938 run; AU files are open to everybody, from every corner of the world; other documents and daily articles are filed somewhere in Germany, ready to be retrieved.
I' m so fascinated by this event, by Rekordwochen, by Bernd Rosemeyer (I rate him as one of the top 4 drivers in the history of motor sport, no more than four) that I ask everybody for keeping this Forum going on. As soon as I'll understand the reason why I've been denied posting replies since yesterday (writing too much, perhaps?), I wish to continue.
Posted 01 February 2003 - 17:24
Aldo - every time I clear my "Temporary Internet Files" from my hard drive, I cannot post at TNF. That means I have to sign on again with TNF. Is it possible that you overlook an error when signing on again? It has happened to me in the past a few times. Such a scenario would be the most logical explanation for preventing you access.
Originally posted by Leif Snellman
From Aldo (forwarded again)...
...As soon as I'll understand the reason why I've been denied posting replies since yesterday (writing too much, perhaps?), I wish to continue.
Posted 01 February 2003 - 18:20
About calling Buettner "paparazzo", it's only a literary way to deliver the feeling on how unfair and unbalaced was the fight AU vs him.
About the photos taken in the plant yard to show the world that the right side was in perfect shape, I followed a very acute thought by Leif: the picture is reversed, i.e. what we see is the left side of the surviving Stromlinienwagen. No doubt, after carefully looking at 1938 and 1937 photos and doing some research on how the Hakenkreuz (swastika) is used on planes and everywhere there are two sides. It looks like, beyond doubt, it must always rotate clockwise, while in the photo, it clearly rotates anticlockwise.
They simply slided the negative upside down in the enlarging machine and the trick was done. Maybe, they had only a left fairing and they didn't have time enough to build a new one. Or, as Leif suggested following Jugel affidavit, the left fairing was the one in better shape when recovered from the wreck. Therefore, they fixed and used it.
The photos are, even without such a trick, laughable because they were taken in a snow covered yard and everybody knows that snow has higher reflective power than the gravel at the side of the Autobahn. I have a photo in a set of four, in which no reflection at all appears: it's a basic move known by all professional photographer. One fits a polarizer filtre and, when there are unwanted reflections, it's enough to rotate it until reflections are either mininmal or canceled.
Looking at the photos, one can by the way see some warps at the screw mountings, but they haven't been tightened so strong like on the Autobahn.
Posted 01 February 2003 - 21:51
And keep it up, this is indeed fascinating.
Posted 01 February 2003 - 23:12
And there, of course, was Anita Ekberg in a fountain... but that's another story.
Posted 02 February 2003 - 02:29
Michael Ferner
Mr. Bush and cohorts have done a lot of damage to the relationship with their European friends and allies, and it will take them a lot of effort to patch that up.
Yet they haven't even stopped damaging - Does it really take that long to wake up???
Posted 02 February 2003 - 05:18
Well, it is historically inaccurate to call anyone "paparazzo" before 1960. It was the year when Fellini's "La dolce vita" was released. That movie brought two new words to everyday language all around the world. One is, of course, "dolce vita", a piece of clothing Marcello Mastroianni wore in movie. Other is "Paparazzo" - name of his character in it.
I'm sure dmj and everyone else knew this, and declined to make the inconsequential correction, but . . .
Mastroianni played "Marcello Rubini," rudderless ship and self-pleasurer nonpariel.
"Paparazzo" was the single-name photographer who seemed to appear from thin air whenever Marcello got a glimpse of something that seemed it might disturb his blase gaze.
Walter Santesso played the photog, according to IMdB.
Frank S
Posted 02 February 2003 - 21:58
Posted 03 June 2009 - 12:14
Is Elly Beinhorn Rosemeyer still alive ?
Or, if not, when did she die ?
Thirteen Flowers:
The Story of Bernd and Elly Rosemeyer
Until she passed away last year, and for the past 69 years, Elly Beinhorn made sure that thirteen flowers were placed every January 28th on the grave of her husband, Bernd Rosemeyer, in Berlin's Walfried Dahlem cemetery. Why January 28th? Why thirteen flowers? Thomas O'Keefe tells the remarkable story of Bernd and Elly Rosemeyer
By Thomas O'Keefe
autosport.com contributing writer
They are both gone now, the uber-couple of the Golden Age of Grand Prix racing: Elly, the dashing, tomboyish aviatrix, who flew solo flights around the world at the tender age of twenty four; and Bernd, the handsome young racing driver who mastered the magnificent rear-engined V16 Auto Union in the high summers of the 1930s when the Silver Arrows of Mercedes-Benz and Auto Union raced across the earth.
A lucky couple who seemingly had everything, they nonetheless bucked the odds and adopted the unlucky number 13 as their talisman since so many good things - for example, some of Bernd's most important race victories and their marriage - seemed to take place on the 13th day of the month or on multiples of 13.
And, they were lucky - in love at least.
But on January 28, 1938, 70 years ago this week, luck began to run out for this charmed couple when 28-year-old Rosemeyer had a fatal accident during a speed record attempt on the Frankfurt-Darmstadt autobahn in his Auto Union streamliner.
The streamliner touched 265 mph before it skidded, rolled and crashed, throwing Rosemeyer into a clump of trees in the nearby woods where he died soon after.
And on November 28, 2007, Elly Beinhorn Rosemeyer died of natural causes, in a nursing home near Munich, having turned 100 years old in May 2007.
Elly was literally the last survivor of the Silver Arrows era and for the first time in 70 years, when January 28th comes around, Bernd's beloved wife and fellow sportsman will not be there to remember him and their life together, a life that summed up an age.
Romance and Racing
How did the Bernd and Elly story begin?
By 1935, because of her dangerous solo flights around the world, Elly Beinhorn was already a world famous sportsman and a household name.
Elly Beinhorn in 1933 © SV-Bilderdienst/Scherl
Bernd, two years younger than Elly, was in a lesser league, only having recently graduated from racing motorcycles for DKW to the Auto Union team, where he was still a journeyman driver. Because of Elly's prominence, Bernd must have known who Elly was, but the reverse was not true, until the autumn of 1935.
The day Bernd and Elly met it all came good for Bernd Rosemeyer, in more ways than one. It was towards the end of the 1935 Grand Prix season on September 29, 1935, at Brno for the Masaryk Grand Prix.
Elly, who happened to be in Brno to give a lecture to a local flying club, had been invited by Auto Union to the Grand Prix as a celebrity in the paddock, and she assumed she would be greeting Auto Union's principal driver, Hans Stuck, as the winner when all was said and done.
But life had a surprise waiting for Elly when young upstart Rosemeyer beat his betters, outlasting Auto Union teammates Stuck and Achille Varzi as well as Alfa Romeo's Tazio Nuvolari, to win the race.
Auto Union's press officer saw that Beinhorn was reluctant to congratulate the rookie winner and said to her: "Please be kind - go and congratulate the young man. It is his first victory - he'll be so happy."
Elly complied, and so, at the victory ceremony - Rosemeyer's first victory in a car race, let alone a Grand Prix - 26-year-old Bernd and 28-year-old Elly first met and, after a vigorous pursuit on his part, he finally won Beinhorn over.
Inch by inch, by means of theatre dates, visits to the Berlin Zoo and the occasional spirited ride in Bernd's company car, a Horch sedan, Bernd continued to insinuate himself into Elly's busy life in the off-season, almost against her will, finally blurting out one day: "It must always be like this. And when the racing season begins, you must come with me."
Even then, Elly stubbornly resisted, though weakening to his boyish charm:
"That made me smile! 'Bernd, you innocent child, I thought to myself, 'you don't seriously imagine that I'm going to associate with your traveling circus of motor racing hooligans, do you?' Oh no, not me, not Elly Beinhorn."
But, by the time of the 1936 season, Elly had succumbed completely to Bernd's blandishments and the pair were a serious item. Rosemeyer and Auto Union were also an item and were about to have their best season, winning five Grands Prix and two mountain climbs, with Bernd taking the 1936 European Championship and humbling the better financed Mercedes-Benz and their star driver, Rudolf Caracciola.
To top off the extraordinary 1936 season, after their whirlwind courtship, the pair got married, choosing July 13 (their lucky number) as the date.
The Honour Guard they chose was a distinguished one, composed of Bernd's Auto Union mechanics and the Shell Oil Company flying mechanics that helped Elly with the logistics of her record flights.
Bernd and Elly Rosemeyer in 1936 © SV-Bilderdienst
Elly drives the Auto Union
By the time of the 1936 Italian Grand Prix at Monza on September 13, Mercedes-Benz had seen the writing on the wall - this was to be Auto Union's year - and did not even bother to put in an appearance.
With Rosemeyer guaranteed the 1936 championship and Mercedes-Benz not among the competitors, there was perhaps a kind of end-of-term atmosphere in the air at the Royal Park that surrounds Monza, and in that context, Elly got the chance to do yet another extraordinary thing: to drive the Auto Union.
Bernd had been scheming for months to give his wife a chance to drive the magnificent beast. At Monza, Auto Union had brought along an older, long-tailed version of the Grand Prix car as a training/spare car and, once practice was completed, that car could be considered surplus - or so Bernd had convinced Auto Union's team manager, Dr Feuereissen.
This is what happened next, told in a very personal way by Elly herself in My Husband, the Racing Driver:
"Bernd presented me with the challenge and at first I was not at all keen to accept it. I had always had a burning desire to drive what was by now the fastest car in the world, but not at Monza, where I was surrounded by friends and dozens of reporters and photographers.
"Before I knew it I found myself seated in the silver car with the long, long tail, equipped with Bernd's helmet and goggles and listening to his instructions.
"One of the reporters bent down towards Bernd, who was squatting by the car. 'Why are you so anxious to get rid of your wife, Rosemeyer?' The mechanics pushed me off. 'Let her go!'
"It was just like a race. I carefully dabbed at the accelerator and five hundred horsepower roared behind me. At first I was somewhat stunned and it took me a lap to begin to find my bearings. Miraculously enough, the monster could be driven slowly. Not very slowly, it's true - but slowly - and the gearbox was very easy to deal with.
"After another, even more exciting lap I was given the signal to stop from the pits, just like one of the aces, and naturally, like a well-disciplined driver, I drew up at once. 'Bernd, I'm so pleased and grateful. That was wonderful!'
"'I'm glad that you are still safe and sound,' he said. 'But you could have gone a bit faster on the straight - 200 km/h [125 mph] at least!'
"Needless to say, I have never forgotten the excitement of those two all-too-brief laps."
And make no mistake about it, the Auto Union Type C that Rosemeyer turned over to Elly was the mightiest of the Auto Unions, with its brutish-looking six-litre, 16-cylinder engine developing 520 bhp at 5000 rpm, making it quite a handful for any driver, let alone a novice like Beinhorn.
Bernd Rosemeyer drives the Auto Union C in the 1937 German Grand Prix at the Nordschleiffe © LAT
Bernd and Elly: Sidesaddle at the Nurburgring
Elly would have one more go in the Auto Union, this time as a passenger and, as it would turn out, a pregnant one at that.
Rosemeyer had lost a hard fight at AVUS against Mercedes-Benz on May 30, 1937, Elly's 30th Birthday, when a lengthy pitstop to replace his Continental tyres cost him victory in the final heat.
Earlier on he had battled his arch rival Caracciola in the Mercedes-Benz streamliner in the first heat, turning a lap of 172.75 mph and losing by only seven tenths of a second.
The next race was to be the Eifelrennan at the Nurburgring on June 13th. It was a track that no one drove better at than Rosemeyer, and he won his third successive victory at Nurburgring.
The day after the race, Bernd was asked by the Auto Union team to return to the Ring to do some filming, which gave the always-mischievous Bernd an idea, according to Elly's biography:
"He had long wanted to take me around the Ring in his racing car and here was his chance. 'This is a golden opportunity, Elly. You simply sit on the edge of my seat and I will drive very carefully, but fast enough that you may get an idea of what its like when I'm racing.'
"I was all for it, but my enthusiasm evaporated after the very first corner! At every bend I was ready to swear an oath that we would never get round and I was almost thrown out of the Auto Union by the centrifugal force.
"As I clung on for dear life my husband laughed himself silly. 'What are you complaining about? I can't drive fast at all on these running-in plugs. Dawdling along like this wouldn't get us tenth place!'
"I was by no means ashamed of my timidity. On the contrary, I was grateful for the chance to get some idea of what Bernd got up to on a circuit and it was abundantly clear to me that driving a racing car was infinitely more difficult than flying."
According to the records, Rosemeyer put in a 12-minute lap with Elly on board; his qualifying time was nine minutes and 46 seconds.
America and the Vanderbilt Cup Race
Bernd Rosemeyer was able to win four Grands Prix for Auto Union that year, but the 1937 Vanderbilt Cup race at Roosevelt Raceway on Long Island in New York was the most prominent of his wins, a kind of race of two worlds, pitting Europe's best against America's Indy 500 drivers, "My man's greatest success," is the way Elly characterised this victory.
It was a profitable weekend for the pair as Bernd's first prize was $20,000, a considerable sum of money.
What Bernd and Elly did with at least some of his winnings was revealing as to their true state of mind in the middle of 1937, after four years of Hitler's rule.
Although trotted out by the Nazis as the ultimate Aryan couple - the affable, handsome blonde Rosemeyer and his attractive and accomplished aviator wife - none of the German drivers and their wives were committed Nazis, least of all the Rosemeyers.
Interestingly, this is what they did with the 1937 Vanderbilt Cup winnings: as a hedge against future events, Bernd and Elly opened up a bank account at a New York bank and into the account went a portion of the $20,000 prize money.
Many years later, when Beinhorn became aware of a group of American women pilots who wanted to honour Amelia Earhart with a US postage stamp, Elly tracked down the New York bank account she and Bernd had established, and the proceeds were used to support a successful campaign to honour Earhart with a commemorative stamp.
The Bernd Rosemeyer memorial in 2007 © Schlegelmilch
Bernd Jr
Elly had been pregnant during this trip to America for the Vanderbilt Cup race and at Nurburgring, for her joyride in the Auto Union after the Eifelrennen. On November 12, 1937, Bernd Junior was born, with Tazio Nuvolari picked by the couple to be his Godfather.
A charming picture dated January 25, 1938, has come down to us of Bernd Sr holding 10-week-old Bernd Jr at home in Berlin-Charlotteburg, Bernd Sr looking up at a model of the Auto Union Type C on top of a cabinet that contained Bernd's trophies, the same kind of Auto Union driven by both Bernd and Elly.
Six months after the Vanderbilt Cup race in the summer of 1937 and only three days after that picture with Bernd Jr was taken, the Bernd and Elly fairytale ended abruptly on a winter's day, on a windswept autobahn that ran between Frankfurt and Darmstadt.
Elly wanted desperately to be at the record run but was giving a sold-out lecture that day in what was then Czechoslovakia, the same country where they first met at Brno less than four years earlier. The last words in her autobiography are: "I never got to Frankfurt on time."
Although Elly subsequently remarried and had other children, she never forgot her whirlwind courtship and marriage to Rosemeyer. The son Bernd and Elly had together just before the accident, Bernd Jr, is still with us and is a professor of orthopedics in Munich.
Elly, in recognition of their bittersweet life together and the couple's lucky 13, made sure throughout her life years that there were 13 roses placed upon Bernd's grave on January 28th, the anniversary of Bernd's death.
This year on January 28th, Bernd Jr will honor his mother's tradition and provide the 13 roses in honor of both of his remarkable parents, who lived and loved so well.
Author's Note: Elly Beinhorn was a fabulous writer as well as an ace flyer. She wrote 'Mein Mann, der Rennfahrer' (My Husband, the Racing Driver) in what she called "The darkest hours of my life." In 1986, Silver Arrows expert Chris Nixon worked with Elly on an English translation called 'Rosemeyer!' which has been relied upon here.
Edited by Rosemayer, 03 June 2009 - 12:17.
Posted 01 January 2011 - 13:05
Posted 27 January 2013 - 13:19
Bild: © Unternehmensarchiv Audi AG
Posted 23 July 2017 - 11:23
Can anybody tell me if there is a later version of the paper by Aldo on the Rosemeyer accident at http://www.kolumbus....ellman/zana.htm? or is that the current version?
Posted 24 July 2017 - 19:52
Without any doubt, Aldo performed excellent work collecting and analyzing so many relevant period documents, and evaluating possible scenario's. Before raising my main issue, two additional points are of interest.
- Who first got the idea to organize record speed trials on the Autobahn? The unprecedented speeds achieved by racing cars as a consequence of the 750 kg formula, and streamliners built for the AVUS, certainly played a role. So did the spirit of the time: national pride in the superior German cars, national pride in the Autobahn, fueled and exploited by the powers that were (the Party, the NSKK), and of course rivalry. But the Autobahn was a narrow road and then there was the overhead crossing. How wide was it, and has such an attempt ever been considered at the time anywhere else?
- I was surprised when years ago I first read about the wind tunnel experiments. Just recently, an F1 team suffered from inconsistencies in modern wind tunnel testing. So what was the state of land-based vehicle aerodynamics at the time? Consider the number of possible inaccuracies and error sources, testing a vehicle scale model in a windtunnel designed for aircraft research. Accuracy of the model, ground effects, speed effects, etc. This being said, indeed the aerodynamic effects at the 400 km+ speeds are about double compared to the 300 km testing and racing speeds – but not the vehicle weight (1). Even the 1938 model has just about the same weight as my present daily transport Golf, just a compact.
So now for my main observation: Aldo provides the weight and how it is built up for both the 1937 model and the 1938 model, and hints at the relative position of the COG and COP.
Using his numbers, I've roughly estimated the front/rear weight distribution to shift from 40/60 (quoted elsewhere for the C-type) to 34/66, conservatively assuming the ice/water tank replacing the fuel tank at the rear axle center line. This does not sound, ehh, very sound.
The COG would have been moved 20-25 cm back.
And then there was the increase in ride height due to the larger wheels, and the stiffer springs (at the rear only, without stiffening the chassis?) that were untested for their effect on the swing axle rear suspension concept.
Too many unknown factors affecting elementary vehicle dynamics. Just wondering how this all has played a role.
A modern vehicle dynamics analysis (taking chassis flexibility into account), CFD simulation of the car at speed, and possibly even considering the venturi effect of a breeze blowing through the opening in the woods(2) might help us to understand what happened. Any takers (Audi LMP, Petronas Mercedes spring to mind, in their spare time)?
But it would not bring us the most famous citizen of Lingen back to life for more amazing exploits….
(1) My rear engined Renault 8 with a rear weight bias was highly sensitive to crosswinds, at just 120 kmh and about 800 kg with fuel and driver
(2) I've seen bicycle riders blown off their mount due to the high wind speeds between individual buildings
Posted 24 July 2017 - 22:56
- Who first got the idea to organize record speed trials on the Autobahn? The unprecedented speeds achieved by racing cars as a consequence of the 750 kg formula, and streamliners built for the AVUS, certainly played a role. So did the spirit of the time: national pride in the superior German cars, national pride in the Autobahn, fueled and exploited by the powers that were (the Party, the NSKK), and of course rivalry. But the Autobahn was a narrow road and then there was the overhead crossing. How wide was it, and has such an attempt ever been considered at the time anywhere else?
Public roads were still being used for full LSR attempts into the 1920s - notably at Arpajon in France. But beaches and then salt flats came into use and attempts on public roads declined, although Gyon in Hungary was used for class records in the early 1930s. The Italians - in the absence of anything else on home soil and not really being involved in LSRs, just small class records - continued using closed roads, notably between Firenze and Lucca (Alfa Romeo often tested on public roads and Attilio Marinoni would actually be killed testing a 158 on a still open public road in 1940 when he hit a truck whose driver had fallen asleep and drifted across the road).
But it was - as you surmised - all about national pride for the Germans. Any record surely had to be set on the soil of the Fatherland. Der Führer would accept nothing less. The problem was that those zwei verdammte Engländer - who were happy to run on salt in America - kept raising the bar. Frankfurt-Heidelberg would never have been suitable for a full LSR attempt because of the curve and the central strip - plus it was just too short; it was barely long enough for the runs that were done at speeds well below LSR pace. So they started work on Frankfurt-Darmstadt, which was gun-barrel straight, had no central strip and could probably have easily accommodated a run of about 325mph; 350 at a pinch. But shortly after it was finished, Eyston bumped the record up to 312 and then he and Cobb took it to 357 in 1938 - and Cobb took it to nearly 370 in August 1939; he was already talking of beating 400mph, providing Dunlop could supply him with suitable rubber for 1940. The Mercedes Benz T80 - in its final form - was expected to do anywhere between 400 and 450, but there was no way that could have been done in Germany (even if they could have made tyres which would stand it), so they too would have had to use Bonneville. In addition to not being long enough, Darmstadt might also have been too narrow - especially in the case of another emergency; at Bonneville there was lots of space on both sides of the run if you went off line. So as far as Hühnlein was concerned, the arrival of hostilities meant one problem less to worry Hitler about and the whole thing was shelved at the end of 1939.
In 1946 Goldie Gardner wanted to use Darmstadt with his MG, but was refused permission. He made some unsuccessful attempts on a public road in Italy, but eventually ended up on an unopened section of motorway at Jabbeke in Belgium, which was used regularly afterwards by a number of manufacturers, notably Jaguar.
Posted 25 July 2017 - 13:47
Wasn´t also the Autobahn section at Dessau (Berlin-Leipzig) intended to be used for speed records? At least in 1954 the East Germans used that for a class record.
But it was - as you surmised - all about national pride for the Germans. Any record surely had to be set on the soil of the Fatherland. Der Führer would accept nothing less.
Autobahn propaganda was certainly a factor, but maybe also lack of foreign currencies. To travel to the States would have meant to spent a lot of money at a time when the Reich was already almost totally bankrupt.
Posted 25 July 2017 - 15:23
Planning to visit Frankfurt/ Darmstadt autobahn next month. Probably to much whinging from my travelling companions
Posted 25 July 2017 - 16:23
So they started work on Frankfurt-Darmstadt, which was gun-barrel straight, had no central strip and could probably have easily accommodated a run of about 325mph; 350 at a pinch.
The Frankfurt-Darmstadt autobahn retained its central strip, so Rosemeyer, Caracciola et al only had two lanes to play with.
Wasn´t also the Autobahn section at Dessau (Berlin-Leipzig) intended to be used for speed records? At least in 1954 the East Germans used that for a class record.
According to Chris Nixon in Racing the Silver Arrows the stretch of autobahn near Dessau was specifically intended for record breaking. The central strip was concreted over for a distance of some 14.5 km and three black guidelines were painted along the centre of the combined carriageway. Mercedes used it to set various 3-litre records in February 1939, and Caracciola found things very much easier with more width of road to use, although he learned to stay away from the concreted-over section as it was very dusty and slippery.
Posted 25 July 2017 - 17:06
It was late when I posted that. Dessau was what I meant, rather than Darmstadt! Nevertheless, it still wouldn't have been long enough, given the way Eyston and Cobb pushed the record up so fast. When Dr Porsche started work on the T80 the LSR was Campbell's 301.129mph - between them Eyston and Cobb increased it by just over 22% in just under two years.
Ironically, had anyone gone to Bonneville in 1940, conditions would have been ideal - it saw very little rain that summer - and both Ab Jenkins (Mormon Meteor III) and George Barringer (Miller RE4) did extensive running there. In 1941, the place was more salt lake than salt flats for the whole summer.
Posted 25 July 2017 - 17:57
Planning to visit Frankfurt/ Darmstadt autobahn next month. Probably to much whinging from my travelling companions
I've just found out that the 'Parkplatz Rosemeyer', where the memorial is, was renamed by the local authority in 2014, and is now known as 'Bornbruch Ost/West'. Although there has apparently been no official confirmation, it seems this may well have been done because of Rosemeyer's supposed links to the Nazi party.
Posted 25 July 2017 - 19:04
Posted 24 September 2017 - 15:42
I've just found out that the 'Parkplatz Rosemeyer', where the memorial is, was renamed by the local authority in 2014, and is now known as 'Bornbruch Ost/West'. Although there has apparently been no official confirmation, it seems this may well have been done because of Rosemeyer's supposed links to the Nazi party.
Even now 72 years after the demise of Hitler and the National Socialist Party aka Nazis, the German populace are still being taught/punished by the politicos, the media and the academics to be ashamed of something they had no part of.