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Evolve or die. That's the imperative guiding the development of cybersecurity technologies and strategies across government and industry. The ongoing evolution of the federal IT enterprise, extended in all directions by advances in networking and mobile technology, must be matched to similar advances in information and network security. But above all, the nature of the current cybersecurity threats requires a new way of thinking. The old approach to cybersecurity, which was based on defending the perimeter, cannot hold up against the wide array of cyber threats that agencies now face.
Download this special report for in-depth articles on infrastructure security.
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There's a new age of cybersecurity threats targeting websites and business-critical applications - how can you fight back and protect your organization? This guide will detail the threats common to websites and web applications and what you can do to mitigate them.
Defining data via data discovery and classification is an often overlooked, yet critical, component of data security and control. Security and risk (S&R) pros can't expect to adequately protect data if they don't have knowledge about what data exists, where it resides, its value to the organization, and who can use it. Read this report to learn how to utilize data classification in your data security initiatives.
Today, the societal needs have become very interconnected. Many complexities exist for the societal infrastructure such as power, water, and medical services – as well as the most basic economic activities.
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text: Way back in January, I was sent a sample of Caudalie Vinosource Quenching Sorbet Creme ($40.00 retail). Containing Caudalie's famous grape seed polyphenols, the creme claims to quickly soothe and calm the skin. What I Loved Grape seed extract, also known as Vitis vinifera, pine bark, Pinus maritima, and Pycnogenol, has an antioxidant capacity derived from Read more »

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BeneFit Cosmetics High Brow
203 reviews
76% would repurchase
Package Quality: 4.0
Price: $$$
Package Quality: 4.0
Price: $$$
INGREDIENTSTitanium Dioxide (Ci77891), Ricinus Communis (Castor) Seed Oil, Ethylhexyl Palmitate, Euphorbia Cerifera (Candelilla) Wax, Nylon-12, Octyldodecanol, Bis-Diglyceryl Polyacyladipate-2, Copernicia Cerifera (Carnauba) Wax, Caprylic/Capric Triglyceride, Simmondsia Chinesis (Jojoba) Seed Oil, Talc, Cetyl Alcohol, Beeswax (Cera Alba), Calcium Sulfate (Ci 77231), Montmorillonite, Tocopherol, Iron Oxides (Ci 77492), Iron Oxides (Ci 77491), Carmine (Ci 75470), Iron Oxides (Ci 77499), Ascorbyl Palmitate, Wheat Germ Glycerides.
on 7/16/2010 3:29:00 AM
Age: 36-43
Skin: Combination, Fair-Medium, Not Sure
Hair: Black, Straight, Medium
Eyes: Black
This is my MOST fav. highlighter. Looks so pretty and is a matte highlight with a warm tint. Very nice with brown and peach eyeshadows. I put it in the corners of my eyes too.
on 7/13/2010 11:54:00 PM
Age: 25-29
Skin: Acne-prone, Fair-Medium, Neutral
Hair: Blond, Straight, Fine
Eyes: Blue
This product works wonders! I think the color is PERFECT for a brow color and it is so easy to blend in! Love love love it!
on 7/7/2010 7:33:00 AM
Age: Unknown
Skin: Other, Other, Not Sure
Hair: Other, Other, Other
Eyes: Other
Great brow product, shapes and fills in brows nicely. Only con is the colour - makes black eyebrows look lighter but its ok with my lightly tinted hair.
on 6/26/2010 2:32:00 PM
Age: 25-29
Skin: Normal, Fair-Medium, Not Sure
Hair: Brunette, Wavy, Medium
Eyes: Brown
This has become a staple in my mu routine! When I'm looking a bit 'blah' a bit of high brow on my brow bone and corner of my eyes totally gives me a fresh look! This is great when you are doing a full night on the town face OR just a quick swipe before you head out the door in a rush. Its really great when you have those tiny eyebrow hairs that are too small to tweeze because this totally hides them! This product goes pretty quick for me as I use a generous amount at each application and I like to keep my pencils sharpened. But overall I would recommend this for those who want to look fresh without trying too hard!
on 6/13/2010 6:15:00 PM
Age: 30-35
Skin: Very Oily, Dark, Not Sure
Hair: Brown, Relaxed, Coarse
Eyes: Brown
I bought this product on a whim. While it's not a bad product, it is very concentrated and the product is very hard to blend under the brows. I prefer to use eyebright instead because it is easier to blend. I've read that some MAU's keep theirs in the fridge, so maybe that might work. I think I will only purchase the eyebright for now on.
on 6/9/2010 3:43:00 PM
Age: 25-29
Skin: Very Dry, Fair-Medium, Not Sure
Hair: Brunette, Other, Other
Eyes: Hazel
I adore High Brow! It is wonderful to use in between getting my eyebrows done to hide those dark hairs. It is surprising how well it works! There is nothing better for the price. It lasts quite a long time. Just make sure you have a sharpener. I highly, highly recommend!
on 6/5/2010 9:12:00 PM
Age: 18 & Under
Skin: Combination, Fair-Medium, Not Sure
Hair: Black, Wavy, Medium
Eyes: Brown
it gives a beautiful colour perfect for the brow bone and i also use it for the inner corners of my eyes. i really went to get benefits eye brights but they were out, i do think high brow works just great for your tear ducts and sometimes i use it just to outline the middle of my top and bottom lip to kinda highlight them :) great item and i will be purchasing when i run out :D xXx
on 5/30/2010 1:01:00 AM
Age: 36-43
Skin: Combination, Fair, Not Sure
Hair: Blond, Curly, Medium
Eyes: Green
What I love about this product is it's portability. Normally I don't want anything in my laptop bag that is a uni-tasker; however, one swipe of this right under my arches around 4 pm gives me a lifted look that refreshes my tired-looking computer strained eyes. I find that my morning makeup has started to lose it definition and this gives me a little pick-me-up.
I normally don't reach for this in the morning as there are better options (that require a brush). However, this is good for on the go types like me.
on 5/24/2010 7:00:00 PM
Age: 19-24
Skin: Normal, Fair, Neutral
Hair: Red, Wavy, Medium
Eyes: Hazel
i really wanted to like this product, like really wanted to like it..i had heard great things about it, so i knew i had to try it...i bought it and used like just like i was suppose to, but under my brows still looked the same...(i have fair skin)..it did nothing for me..the color blended in with my skin..i even had a girl at the benefit counter try it on me and she even said it did nothing for me...i willl say though that the texture was very nice; it was soft and creamy and it blended perfectly with a finger or brush..i would not recommend this product if you have fair skin
on 5/18/2010 2:08:00 PM
Age: 19-24
Skin: Combination, Fair-Medium, Neutral
Hair: Brunette, Wavy, Fine
Eyes: Green
Lovely product, was a bit unsure about paying £14 for it but after trying it in store i couldnt resist!!! it was between this and arch de triumph by soap and glory which was almost half the price but worth it! good for corners of the eyes and to brighten on the waterline to wake them up!
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Headless Zombie 2.3
It is a story about a former nobleman called Carl, who converted into a zombie. Carl is trying to sort things out in his difficult situation and become a human again, but keeps losing his head again and again. Physical platformer with a twist, juicy noir graphics and amazing animation. Awesome storyline, tricky puzzles. Finish the story and find out what realy happened with Carl.
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Moyea PPT to iPad Video Converter can convert PowerPoint to video in formats like AVI, MPEG, FLV, WMV, MP4, MOV, 3GP, DV, VOB with excellently quality. This PowerPoint to video converter allows you fully retaining the original elements (movie clips, transition, etc.), adding background music and combining with the original video & audio file in order for video conversion. Then you can easily enjoy your PPT on iPad, YouTube, Portable Player.
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ARSKill 18.104.22.1683
Will help to get rid of the annoying Autorun'ov (by means of which are started viruses and other harmful programs) which are on various removable data carriers started in memory of the computer and also to prevent their emergence in system in the future. Also will help to clean system from some harmful programs and other garbage which are already available in it
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PayPunch is a Biometric Time Clock & Attendance tracking system that replaces the typical time clock used to track employees' attendance. Instead of employees punching a time-card, they simply insert their hand into the reader and enter their employee number. PayPunch does the rest! PayPunch ROI is absolutely outstanding and it can pay for itself in as little as 2-3 months.
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APClose 22.214.171.1245
Allows on pressing of a "hot" key at any moment, quickly to hide and unload process or group of processes of random access memory. Will help to hide quickly start and operation of applications without confirmation of closing and preservation of the dens belonging to them
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Stylish rock-n-roll ball where you fight zombies, just like in those pictures you drew daydreaming in school. This fun Arkanoid-style game is fun for all ages. Accompanied by a quality soundtrack...you'll fall in love! Enjoy an unforgettable adventure in the style of " Breakout." All told, the classic gameplay , organic musical number and a special attention to the graphics are the main ingredients of any great game.
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Search within mind maps
Feb. 23rd 2015 | by Stefan Schuster
Finally a feature that has repeatedly been requested by our users is available. Search within mind maps. The regular "Find in page" feature of modern browsers has always been able to highlight matches within the currently visible area of the mind map. But since the browser didn't know about the way Mind42 shows the mind map, and about the data structure of the mind map, this was very limited. Our own implementation now should solve those issues. It expands the branches which contain a match, and scrolls the matched node into view.
As with every brand new feature, feedback is very welcome. This first implementation is only available within the mind map editor (and not in published mind maps at the moment). Also it highlights the whole matched node, and not only the matched search term - so we know there is some room for polishing there. But hopefully this will help some of our users to navigate their bigger maps more easily.
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Five players scored in double figures Friday as red-hot Park Rapids breezed past Wadena-Deer Creek 66-24 in a Mid-State showdown on the WDC court. The Panthers won for the seventh straight time and improved to 8-2. Their last loss was Dec. 13. The Panthers are locked in a race with Pequot Lakes for the Mid-State crown. Pequot is undefeated in conference play while the Panthers are 3-1. Gabie Johnson was high-pointer for the Panthers with 18. Megan Grimes and Katie Klein tied with 14 points apiece. Madison Wagner and Hope Johnson gave the Panthers 13 points apiece.
Five different players scored goals Saturday as the Long Prairie-Grey Eagle/Wadena-Deer Creek Blue Devils downed Luverne 5-2. The Blue Devils started strong on the Wadena ice scoring three times in the first period. McKayla Woods opened the scoring with goal at 1:07. Ashlee Helseth and Brooke Ostendorf were credited with assists. After Morgan Zeise scored an unassisted goal at 9:12 Helseth iced a goal at 14:22 assisted by Kenzie Christianson and Abigail Ecker. "We had a strong start scoring three goals in the first," WDC head coach Scott Woods.
John Karboviak scored four goals and Alex Donaldson and Alex Vagle combined for eight assists Saturday as Kittson County Central pummeled Wadena-Deer Creek 12-1. Karboviak gave the Bearcats all the goals they needed in the first period by finding the net twice. He added final two goals in the third period. The Wolverines found themselves trailing 5-0 before Jarrett Pettit scored at 12:45 of the second period with assists from Mike Behl and Austin Sutherland. Bill Thorsteinson and Dalton Klegstad played big supporting roles for the Bearcats. Thorsteinson had two goals and three assists.
John Karboviak scored four goals and Alex Donaldson and Alex Vagle combined for eight assists Saturday as Kittson County Central pummeled Wadena-Deer Creek 12-1. Karboviak gave the Bearcats all the goals they needed in the first period by finding the net twice.
Wadena's Trent Petro earned the decision Saturday in defeating St. Cloud's Avery Miller in a four-round main event fight at the Wadena National Guard Armory. "Trent started slow but kept getting stronger," WDC boxing coach Bob Tubandt said. Rayne Denzel was also a winner for Wadena as he scored a decision over 160-pound foe Jackson Knapp of St. Cloud. Diego Bojoquez boxed for the first time under the Wadena banner and lost a close decision to Leech Lake's James Robinson at 125. Verndale's Matt Umland also lost a close decision in his 115-pound fight with Leech Lake's Ronnie Hulleh. St.
A chilly yet sunny Saturday in early January brought a small band of nature lovers to Glendalough State Park. DNR Parks and Trails naturalist Ben Eckhoff shared insights and facts with the group as they trooped around Sunset Lake on the western edge of the 2,761-acre Otter Tail County park. The hikers found the tracks of many of the park's inhabitants in the light snow cover, including deer, rabbit, fox, voles and squirrels.
Raiders qualify for Class A state team wrestling tournament Steve Techam' Bertha-Hewitt/Verndale Raiders made their first trip to the Class A state team wrestling tournament since 2002 with a 44-31 victory over Border West in the Section 6A championship at Pelican Rapids. The Raiders won 15 dual matches in a row during the season. They met Frazee in the first round of the state team tournament and lost 32-22.
Bertha-Hewitt/Verndale wrestlers Ethan Kimber and Hayden Truax won championships and four of their teammates claimed runner-up honors Saturday in the Jaguar Invitational at Belgrade. Kimber posted an 8-3 decision over Aaron Collins of Kerkhoven-Murdock-Sunburg at 160.
A 1995 red Ford Explorer was the victim of an early morning fire Monday, Jan. 5 on First Street Southwest in Wadena. The Wadena Fire Department extinguished the blaze after...
Mac Schluttner, Mitchell Blaha and Ethan Korfe all scored in double figures Friday as Verndale's Pirates romped to a 62-37 cage victory over Royalton. Schluttner led the balanced scoring attack with 14 points while Blaha pumped in 13 and Korfe canned 11.


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Around Town
Get started with Cappex to compare the Washington State University weather with your hometown!Create an account now!
Hike, backpack, go play sports.Read More
you can bowl, go for ice cream, get coffee or go on a hike.Read More
This is a party school if there ever was one! There is always a something going on on Greek Row or out in apartment land. Campus events are a good alternative if you're not into the party scene or not interested in drinking. The campus offers a good variety of events for students, but mostly at the start and end of the terms, so you might consider joining a club or volunteering to keep busy during the middle of the term.Read More
The school is always doing events to keep people entertained. They play free movies at the CUB. There you can also shop for books, and school spirit. There are games you can rent out, a pool table, and a big screen television for when they stream cable movies. There are plays at the local theater, you can go downtown to explore, and in each dorm there are movies you can rent out or games or equipment for you to play pool, Foosball, darts, and more.Read More
There are multiple movies that stream at the Compton Union Building (CUB) that you can go and watch with friends, but if you don't want to walk there you can star gaze at night in the fields or explore Pullman, there are many old building that are interesting to see and find.Read More
Fun parties, games are so fun and school spirit is everywhere. Even just walking in downtown Pullman is fun. The REC is almost always open to work out of go play sports.Read More
The late night cafes are the best. Everyone goes there. The REC (exercise) center is extremely up to date with workout equipment and is open all the time. The CUB (student union building) has everything from standard fast food court venues to pool to games to study lounges and the event space. They even have student organizations with offices that you can join!Read More
Recreation trips! Bowling night! Join a club! Join in on one of the amateur sporting events. And much more. Ping pong and a pool table in the commons area for when you're in between classes. Meeting with all of the friends you have made from all of those events and clubs, of course!Read More
Partying, football and of course studying! Being in the middle of wheat fields with the closest city being a 90 minute drive away means you get to have time building friendships, networking, studying, exploring the area, attending sporting events, and of course keeping up on your course work.Read More
SLEDDING in the winter is super fun, definitely have to sled after the first snow doesn't matter what time it is you must go outside with a sled!Read More


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In this section, you will find the reason of lazyinitializationexception in hibernate.
The org.hibernate.LazyInitializationException is the sub class of the org.hibernate.HibernateException.
The lazyinitializationexception exception occurs when you try to access unfetched data or non-initialized association after the session is closed. For example, if session is closed and uninitialized collection is accessed, lazyinitializationexception occurs .
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Category Archive
'Brass cars and horseless carriages': 83 Posts
New Old Stories: "The Motor Pirate"
As regards the appearance of his assailant, Mr. Bradshaw can give few particulars, save that he was clad in a large leather motoring coat, and his face completely hidden by a mask. The car can, on the contrary, be easily identified. It is boat-shaped, running to a sharp cutting edge both in front and behind. The body is not raised more than eighteen inches from the ground. The wheels are either within the body, or so sheathed that they are completely hidden. It has apparently seating accommodation for two persons, the seat being placed immediately in the center of the car. Mr. Bradshaw is quite convinced that petrol is not the motive force used for its propulsion, and as he cannot imagine that an electric motor of any kind was employed; the rapidity of motion, the perfection of the steering, the absence of noise and vibration, are so remarkable that he is utterly at a loss as to what build of car was driven by the stranger."
Copyrighted in 1904 and straddling the science fiction and "shocker" (aka murder mystery) genres, The Motor Pirate has much to teach us about the early days of the automobile, some of it quite intriguing. The 261-page 20,000 Leagues Under the Sea-like novel written by G. Sidney Paternoster is about a highwayman terrorizing the English countryside around London with his beyond-the-state-of-the-art automotive mount.
Ostensibly intended for young people—a fact supported by the inscription in my copy signed "From Mother"—the high quality of the writing means that in all likelihood the novel would have found a much wider audience; a "motor-mad world"—as one Boston Herald reviewer enthuses—"will thoroughly enjoy reading [it]." Though the storyline is predictable, the book is not without some remarkable revelations. Original copies can be had for as little as $10, or you can read it for free here.
Let's tick off some of what's not necessarily surprising in The Motor Pirate, but nevertheless useful to be reminded of:
- Early roads were highly variable in quality from place to place and across weather conditions, both in the United States and in England. In a single drive, one could encounter everything from broad boulevards and bumpy paving stones to deep, rutted quagmires and cow paths. In good weather, dust was a real problem, and driving at any appreciable speed necessitated the driver and passengers wear masks and long coats.
- Piloting an automobile for any significant length of time (in the book, five hours was enough) led to cramping and severe pain in the hands and the head, as well as intense thirst, sickness and even delirium. A recognized remedy was champagne, much as it was for French racer Jules Goux when he drove in the 1913 Indianapolis 500 that he won after stopping to drink the stuff. Whiskey and soda is also carried onboard the protagonist's car in The Motor Pirate, "for emergencies."
- Tires were one of the weakest points of an automobile, frequently falling victim to punctures or catastrophic blowouts. They're seen as enough of a trouble in The Motor Pirate that one of the characters spends his leisure time testing new forms that he's invented in an effort to improve them. Precise steering and engine vibration were also troubling automotive concerns.
- Headlamps were of the acetylene kind, were actually thought bright by users and were often demountable for use as portable torches. Automobiles, at least in England, were obliged to repeatedly toot their horns as they drove through towns to warn people and animals out of the way. And automobile clubs could be employed to assist in road-related concerns, in the case of The Motor Pirate, to search for the criminal who was plundering travelers.
As you might expect from a sci-fi novel about cars, the really cool stuff in The Motor Pirate has to do with automobiles. As seen in the passage at the top, the hallmarks of the rogue's miraculous conveyance are its extreme speed—at one point in the book, it is calculated at 100 MPH—and its relative silence and quality of running.
According to some sources, The Motor Pirate was actually first published earlier, in 1903, a full year before Henry Ford's 999—a far more unwieldy contraption than the Pirate's—set a world land speed record of a comparatively slow 91.37 MPH.
Considering that the protagonist, in an effort to increase his likelihood of capturing the Pirate, purchases the fastest production automobile of the time—a 60-hp Mercedes—this date remains plausible if Paternoster was a fast writer. With a top speed of 68 MPH, the Mercedes is set then to participate in what may be the world's first fictional car chase, one that, stretching from the area around London to the southernmost tip of Cornwall, would easily surpass Bullitt in audacity and excitement.
Given a date of 1903, the means by which the Pirate's car is able to achieve such speeds—aerodynamics and a very special powerplant—are particularly intriguing. Streamlining for automobiles at the time was non-existent, and airplanes, long credited with inspiring aerodynamics in car design—had yet to take to the air. It would be December before the Wrights' powered aircraft would fly, and even that would be entirely devoid of wind-cheating cones, curves and fairings, though ovoid airships with tapered noses and tails had been around for nearly two centuries.
While the cover art of the 1905 edition, published by Stitt of New York, was likely influenced by American Louis S. Ross's January 1905 twin-Stanley Steamer-powered land speed record setter, with its ballistic shape, Paternoster's inspiration was probably nautical, a fact born out by the terminology he uses to describe it and the ship-like vehicle depicted in the frontispiece, which has been present since the first edition.
As to the powerplant, and in light of a fairly straightforward plot, discovering its motive principle ends up being the driving—ahem, sorry—force that keeps you reading. Even by today's standards, the Pirate's car's performance is enviable. In 1903, it was intoxicating. Paternoster speaks to the primal part of every speed lover when one of his characters muses…
Imagine what the possession of that car means on a night like this, with the roads clear from John-o'-Groat's to Land's End. Fancy flying onwards at a speed none have ever attempted. Can you not see the road unwinding before you like a reel of white ribbon, hear the sweet musical drone of the wheels in your ears." (46)
I won't spoil the surprise, as The Motor Pirate is worth a read for folks interested in the details, attitudes and dreams of early motoring history. The cutting-edge car in this science-fiction novel is not driven by internal combustion, nor electric power or even magnetism. Let's just say… There's a great future in hydrogen.
First-ever Packard leaves Lehigh University for first preservation work in 85 years
1899 Ohio Model A, "Old Number One." Photo from B.R. Howard.
Though it has rested in a glass case in Lehigh University's engineering building for the last 85 years, Old Number One—the vehicle considered to be the very first Packard ever built—hasn't exactly sat idle that whole time. Students over the years got to take it on jaunts around town, and it seems every time some dignitary came by, Lehigh officials would pull it out for a photo op. With Lehigh installing a new permanent enclosure for it, however, Old Number One's cruising days may very well have come to an end.
No tombstone grille adorns the front of Old Number One, and technically it's not even a Packard—it was built as an Ohio Model A four years before the automotive division of the New York and Ohio Company in Warren, Ohio, changed its name to Packard—but Packard enthusiasts and historians embrace it as one of their own nonetheless. James Ward Packard, his brother, William Doud Packard, and two former Winton employees, George Weiss and William Hatcher, built the car in 1899 as the first of five Model A's, conceived after James Ward Packard took his troublesome Winton back to the factory in Cleveland one too many times with suggestions for improvements.
Completed on November 6, 1899, the Model A featured a number of innovations, including a pedal for throttle control, automatic spark advance, a float-feed carburetor and a recirculating water pump for the cooling system. It still remained rather primitive in other aspects, however, with a tiller steering system, a total-loss oiling system, a buggy-type body built by carriage-maker Morgan and Williams, and a 9 horsepower single-cylinder suction-intake engine driving through a four-speed planetary transmission and chain drive to the rear axle.
Photos courtesy The Making of Modern Michigan.
Though little information seems to exist on Old Number One from the first 30 years of its existence—James Ward Packard reportedly drove it as his everyday vehicle, and it posed for plenty of photos in the early years of what would become the Packard Motor Car Company—Chris Larkin of Lehigh's engineering school said it ended up sitting outside of Packard's Detroit plant after the company moved there in 1903. Not until late 1929 did Packard officials seem to take an interest in it again, refurbishing it for its donation to the university in November of that year.
James Ward Packard, an 1884 graduate of Lehigh University, made it a point to give back to his alma mater, and before his 1928 death, donated $1.2 million for an entirely new laboratory to house the university's engineering school. So as not to forget who made that possible, the school installed Old Number One in the building's lobby. "It's very emblematic for our dyed-in-the-wool alumni and supporters," Larkin said. "It's what makes Lehigh special to them, so there's a whole lot of interest in that community to see that the car's treated properly." In addition to the student voyages (supervised, and used as rewards for particularly high-level accomplishments) and the photo ops, Old Number One also ventured out for Packard's centennial celebrations in 1999 and again to a show in 2004.
Photos from Lehigh University.
The engineering college recently decided to renovate that lobby, a project that included devoting more space to Old Number One and a new, larger display case for it. Because it still dripped a little oil here and there—and because the new display case included LED and fiber optic lighting aimed at the underside of Old Number One—college officials decided it was time to clean up and preserve the car. "It wasn't in pristine condition back when it was donated, but Packard had clearly done some work to bring the car back to life then," Larkin said. Since then, it's sat under light bulbs that threw off plenty of heat and has started to look forlorn, Larkin said.
So, they handed it over last month to B.R. Howard, a central Pennsylvania firm that specializes in conservation and preservation. Brian Howard said that removing the body from the chassis has revealed "a more interesting history than perhaps Lehigh even knows. When it was last run, it was ridden hard and put away wet." He described flaking paint and deteriorating leather fenders and dash, along with some touch-up repairs done with black spray paint and some repairs using plastic strapping and staples where the body met the frame. "Right now, we're taking a couple of cross-sections to see if there's any evidence of an earlier finish, and it looks like it may have been a burgundy red at one point," Howard said. "What we see now—no striping, all black—really is not typical for a vehicle of this era."
Howard said he also intends to flush the coolant and oil lines, possibly after one last engine start-up, and refill them with corrosion inhibitors. "We'll do everything we can to mothball it, but nothing to prevent it from being used again," Howard said. "That's the real hard ethical concerns with a project like this. If it's a typical museum piece, then sure, they'll never touch it again, but in the automotive world, that's a different sell. We love autos for what they are, not for being some static exhibit."
Larkin said that the university doesn't expect to ever drive it again. "It's too important of an artifact to be out of its case," he said. Still, they want to make sure the engineering college students get a good look at Old Number One's mechanisms and how James Ward Packard put the car together.
Photo from B.R. Howard.
Both Howard and Larkin expect the preservation process to last another two to three months, after which Old Number One will return to its new enclosure. Larkin said the lobby of the Packard Lab building is, and always has been, open to the public.
From the Archives: McIntyre high wheeler
This horseless beauty graced the pages of Hemmings Motor News in the July 1974 issue. McIntyre was originally the Kiblinger Company Carriage Works, located in Auburn, Indiana, a hotbed of classic automobile history and home to over 10 automobile companies. The Kiblinger Company became McIntyre in 1909 and the production of these horseless high wheelers commenced.
From the seller's description:
Buggy style high wheeler painted black with red wheels and undercarriage pin striped in yellow. Solid tires, 2-cylinder engine, very rare. Only 13 remaining and only 2 of this style. $5,000 includes trailer.
McIntyre suffered the same fate as many of the buggy builders of that era. Despite their attempt to make more conventional cars such as the Model 6-40 Limited Touring car and the Model 4-25 Touring car, the company went into receivership in 1915. The Auburn Cord Duesenberg Museum at one time had a 1909 buggy just like the one featured in Hemmings and may still have it. They also have other McIntyre cars on display including a 1913 Imp cyclecar and a 1907 Kiblinger.
It's hard to gauge what these cars would be worth today, but the original McIntyres sold for around $500 back in 1909, which equates to around $12,000 today. The $5,000 price tag in 1974 would come out to $24,000 in 2014 dollars.
From the Archives: 1913 Mighty Michigan Model R Touring
The Michigan Buggy Company – or "Mighty Michigan" as its four-cylinder roadster and touring cars would come to be known – was a perfect example of Brass Era bravura that would ultimately burn out far too quickly. The cars were first built in 1904 and were available for $450. The Kalamazoo company would go through a lot of trial and error for seven years, with original cars powered only by single-cylinder engines with two speeds and no reverse. After enduring several hiccups, the Michigan was mass produced in 1911, and the company became known as the Michigan Motor Company.
Here is a 1913 Mighty Michigan Touring that appeared in the March 1977 issue of Hemmings Motor News. From the seller's description:
40 hp, 4-1/4" x 5-1/4", 118" wheelbase, four-speed transmission. Very good original condition, new top, five new 35 x 5 white walls, plating done, wheels and lights restored, fast 55 mph. Drive it home. $11,500.
The company's advertising materials claim that more than 6,000 were sold, but these numbers must be taken with a grain of salt, or maybe a block of salt. A scandalous front office that included mail fraud in an attempt to boost stock sales as well as an executive playing the ponies with company funds helped lead to an early demise for the Mighty Michigan. After a few unsuccessful attempts to keep the company afloat, company officials sold the building in 1915, and the company ceased to exist.
Though rare, there are still examples floating around today, including a 1913 Model R Touring that sold at RM's Motor City Auction this past July. The final bid was $132,000 for what was described as a fine example from a private and distinguished collection. Likely this final sale was an exception to those Michigans that are still out there, but if the asking price of $11,500 in 1977 still holds true, that would amount to a little over $45,000 today.
Rubber stamps? Not quite. The automotive art of the last letterpress engraver in New York City
Photos by the author.
A thousandth of an inch at a time, using a bit that spun at 33,000 RPM, Jim Graney etched his line cuts. Thousands of them, all of different designs, all in reverse, committed to zinc and copper plates no more than a few inches square and backed with a few layers of thin wood. And of the countless engravings he produced in a 50-year career, maybe a few hundred remain, all displayed on a table at the edge of the recent AACA Hershey swap meet.
His work appeared in newspapers across the country, including the New York Times, and in many other publications, including Hemmings Motor News. All of it went uncredited, however. Graney, who grew up in Brooklyn and now lives in Warwick, New York, never really considered himself an artist, just a laborer who took on a photo engraving job in 1946, when he was 15. "I just needed an afterschool job," Graney said. "I worked for a mail order shop to begin with and did a lot of thumbnail prints that people could order from a catalog for their business cards or whatever. There were slews of Model A's and other old cars in there, and so, every time we got an order for an old car, I made two and set one aside."
He would eventually take on commercial photo engraving as well and go on to work for Sterling, at the time the biggest photo engraving shop in New York City. And he became known among his colleagues as the guy who wanted duplicates of all the automotive photo engravings that came through the shop. "Everybody knew to make another one for Graney," he said.
The line cuts that came about, largely genericized depictions of popular cars, tended to illustrate classified ads when classified editors didn't have a photo of a particular car for sale, but still needed an illustration that was close enough to it. "They were ersatz when it was okay not to be specific," said Graney's daughter, Jen Graney O'Connor, who said she grew up learning to identify collectible cars through her father's line cuts. "He just happened to get the job and stayed with it for 50 years. He loved the art and loved printing and gadgets."
His love for gadgets also led him to a love for older automobiles, and that in turn led him to start Obsolete Fleet, a company that specialized in renting out older cars to film productions in New York City. If he didn't own the vehicle himself, he'd consult the member list of the Greater New York region of the AACA, for which he served as treasurer, to see if a fellow club member had a car that would work. And he'd often pull out his automotive lithographs to help movie producers narrow down what sort of vehicles they wanted to cast. Through Obsolete Fleet, he provided cars to Francis Ford Coppola's Godfather movies, among many others.
Then in the early 1980s, the printing industry completed its move away from the letterpress technology—which dated back to Gutenberg and relied on millions of engravings like Graney's—toward offset printing. The shop that Graney worked for, the last offering such photo engravings for commercial use, closed in 1983. "I was the last man standing, more or less," he said. Graney, however, had seen the end coming years before, when he came across a photo engraving machine like the one he worked with every day during a visit to the Smithsonian. In the meantime, he persuaded the shop's owner to let him engrave as many different automobiles as he could before he eventually made the switch to offset printing.
Starting in 1982, he and his family made the annual trek to the AACA's Eastern Fall Meet at Hershey to sell the small engravings to enthusiasts for a buck apiece. Among them, logos and scripts abound—for Ford, Packard, Oldsmobile, and for lesser-known marques such as Kline Kar, Orient, Elgin and Tourist, all rendered about as accurately as if they came from the auto manufacturers themselves—but the majority remains reliefs of collector cars in profile or nearly so, somewhat generic but still readily identifiable as a 1958 Cadillac or a 1969 AMX or a mid-year Corvette or a Curved-Dash Oldsmobile.
The Graney family still makes it out to Hershey every year, even though their inventory's down to the three or four boxes and trays of engravings that the family had for sale on a folding table for $8 apiece. "What you see here, this is all that's left," O'Connor said. She had her pitch down pat, grabbing swap meet attendees as they headed toward the car show on Saturday morning, and had even enlisted her son into relating parts of his grandfather's story.
Graney prefers to sit back and play it low-key while his daughter and grandson work, while his own life's work slips away in ones and twos to other auto enthusiasts scanning the jumble for a car or a logo they identify with, something to keep on a shelf as a unique piece of memorabilia.
"They're disappearing pretty fast," he said, without much reluctance. "I'd say we have another five to eight years before they're all gone."
1907 American Underslung sells for $1.43 million, setting record for the marque
1907 American Underslung Roadster. Photos courtesy Bonhams.
Omnipresent today, the idea of an automobile with a low stance (and hence, a lowered center of gravity) and oversize wheels is nothing new; in fact, the American Automobile Company of Indianapolis, Indiana, embraced this design philosophy in 1907, to give its Underslung models superior handling and a sporting attitude. On October 6, a 1907 American Underslung 50hp Roadster with a known history since new crossed the block at the Preserving the Automobile sale in Philadelphia, selling for $1.43 million (including buyer's fees) and setting a reported auction record for the marque.
Dr. Fred Simeone, founder of the Simeone Automotive Museum that played host to the Bonhams auction, has called the American Underslung "America's first sports car." As would be the case with generations of sporting automobiles to come, the 1907 American Underslung Roadster made do with minimal bodywork (and hence, minimal luggage room), but offered a relatively powerful 50-horsepower, 476.5-cu.in. four-cylinder engine mated to a four-speed transmission.
To lower the car's ride height and improve its handing, the frame rails were placed below the axles, giving rise to the "Underslung" name. Such reduced ground clearance would have been problematic on the primitive roads of the day, so the automaker's solution was to equip Underslung models with oversize wheels, which provided the required clearance and were better suited to navigating potholes and other obstacles.
This particular American Underslung Roadster was purchased new by Frank "F.C." Deemer, a successful businessman who'd amassed a humble fortune in the oil and gas business. So impressed was Deemer with the Underslung Roadster that he opted to use the car for his honeymoon, perhaps testing the limits of his new bride's packing ability. At one overnight stop, the car was damaged in a barn fire, prompting the couple to hop a train for Indianapolis so that Deemer could replace his American Underslung as quickly as possible.
Eventually, Deemer would come to own four American Underslung models, including the "Honeymoon Roadster" (which was shipped back home for repair), a 1908 model Roadster, a 1909 Traveller and a 1910 Traveller.
Fast-forward to 1960, a year after F.C. Deemer's death. Automobile collector Walter Seeley had heard rumors of an American Underslung still in the possession of the Deemer family, but a subsequent tour of the family's barn revealed four such models in various states of disrepair. Attempts to purchase any or all of the automobiles were rebuffed, but the Deemer family finally came to terms with Seeley: If he agreed to restore all four Underslung models, the family would gift him one for his efforts.
The 1907 American Underslung Roadster was completed in time for the 1968 AACA Fall Meet in Hershey, Pennsylvania, where it was presented to F.C. Deemer, Junior. As promised, the car was then given to Seeley for his restorative work, who retained possession until the car was acquired by Dick Teague. In 1986, Teague sold it to W.K Haines, who in turn sold the car to its consigner in 2004. Counting the new buyer, the 107-year old roadster has seen just six owners over the course of its remarkable life.
1948 Tatra T87.
Other cars in the top-10 at the Preserving the Automobile sale included a 1927 Rolls-Royce Phantom I Piccadilly Roadster, which sold for $220,000; a 1932 Cadillac V-16 452-B five-passenger sedan, which sold for $181,500; a 1925 Cunningham Series V-6 phaeton, which sold for $162,250; a 1961 Porsche 356B T5 cabriolet, which sold for $134,750; a 1916 Simplex Crane Model 5 berline, which sold for $126,500; a 1961 Mercedes-Benz 190 SL roadster, which sold for $123,200; a 1967 Aston Martin DB6 saloon (partially restored and apart, but said to be complete), which sold for $110,000; a 1948 Tatra T87 sedan, which sold for $104,500; and a 1959 Austin-Healey 100/6 two-seater roadster, which sold for $85,800.
1966 Oldsmobile Dynamic 88 sedan.
There were bargains to be had as well, the most significant of which was likely the 1966 Oldsmobile Dynamic 88 sedan that traded hands for $1,540. Other deals included a 1926 Renault NN rumble seat roadster in need of restoration, which sold for $1,100; a 1951 Packard Patrician 400 sedan, which sold for $2,750; a 1926 Ford Model T custom stake-bed pickup, which sold for $7,150; a 1966 Land Rover 88 Series IIA, which sold for $7,150; a 1967 Austin Mini MkII Countryman Estate, which sold for $8,250; and a 1920 Dodge Brothers Series 20 Touring, which sold for $9,900.
For complete results from the Preserving the Automobile sale, visit Bonhams.com.
Why The Race of Gentlemen is so important
Images courtesy of David Carlo Photography, firstname.lastname@example.com
Some of you may be wondering what's with all the attention we've been giving The Race of Gentlemen in our blog, Facebook and print magazines lately. Maybe you question why Hemmings—long identified with stock classic, muscle and sports cars—decided to sponsor a race of hot rods and jalopy hop ups to begin with. Aren't there plenty of other enthusiast publications out there more appropriate for covering these kinds of cars?
The answer is that what happens out there on the sands of Wildwood beach each October is special, and it's important to the car hobby.
With its prewar focus, The Race of Gentlemen harks back to a time when machines and life seemed simpler; when a fellow could repair (or improve) his own motorized conveyance without the use of an OBD reader; when we were less afraid of getting hurt trying do something exceptional; when Americans were filled with great visions—of highways, bridges, skyscrapers, airplanes—and were in the midst of making them a reality with their own hands.
Image courtesy of David Carlo Photography, email@example.com
For automotive enthusiasts, the first third of the 20th century is especially alluring because it was close to the beginning of things, and this is a fact that resonates with Mel Stultz, the impresario of The Race of Gentlemen (TROG).
When Mel first got interested in the world of motors and wheels, it was Fifties cars and hot rods that attracted him. He thought everything about them and their culture seemed cool, but, he explains, "The more I learned, the more I realized that it was the old guys I needed to learn from, and I started to regress. I went from Fifties cars to hot rods, and then I went from hot rods to gow jobs, and then I went from gow jobs to loving the early incarnations of speed equipment and brass cars." He currently owns a 1929 Ford roadster and a Harley-Davidson with a 1938 UL engine in a '34 VL frame.
Because of his own experience, and because he's a natural teacher, Mel is understanding of the journey that people follow from interest to experience in the automotive life. "Where you start, is just where you start," he says. "You learn along the way, and every day you're getting educated. That's what we do at the race, because many people have never seen the stuff, let alone seen the stuff run."
Image courtesy of David Carlo Photography, firstname.lastname@example.com
For those of us concerned with the future of our car hobby and who think that being involved with it has much to offer that is positive, The Race of Gentlemen is good news. It's an alluring hook for the next generation of enthusiasts.
"There're so many people at this race," Mel continues, "for whom it's their first car or motorcycle experience. And, for me, that's one of the greatest jobs that I can do, because it's such an amazing thing in my life—it's touched me and taught me so much."
But because Mel has such a good eye for the way racing was—the way it looked, how it felt—TROG doesn't just attract the twenty-somethings. Its authenticity manages to tempt some of the old timers out of retirement, and then the race becomes a powerful tool for passing on the knowledge.
Image courtesy of David Carlo Photography, firstname.lastname@example.com
"My favorite thing about the race," Mel explains, "is that the old guys—that we're losing every day—are a wealth of knowledge. They jibe with my generation because we love it, we love what they did, we love their generation, and we respect them. And they respect us that we're so interested and so hungry, and they're willing to teach us. And we've got to suck that up as best we can before they leave us."
Add a solid contingent of motorcyclists—many of whom are restorers or were professional racers—to this mix of classic car drivers and vintage speed tinkerers at TROG, and you have rich and lively soil from which an automotive renaissance—rooted in the ideals of a bygone golden age—might spring.
Image courtesy of David Carlo Photography, firstname.lastname@example.com
Real or romanticized, TROG—from the goggled duelists with their straightforward machinery, their pre-1939 cars and pre-1953 motorcycles, to the throngs of spectators lining the track along the strand—is something people respond to. They seem to sense something living in it, something real that is missing from the world around us.
When he explains what he thinks we've lost, Mel becomes especially animated. "I've said it a zillion times. I think it's this crappy world we live in, where we replace everything and we don't fix it. The new generation of people in charge is just making bumpers and things all replaceable. You spray it, and you pin it on. You're not hammering the stuff out any more. Everything is built like crap, and it doesn't last, and the days that we admire are the days when things were built once, and they lasted."
Image courtesy of David Carlo Photography, firstname.lastname@example.com
From the canvas advertising banners, to the timing tower, emcee stand and checkered pylons—and, of course, the cars and motorcycles themselves—everything at TROG has been made by hand. For Mel's part, all of this takes an immense amount of energy and more than a year of time. As race time nears, he falls back on his military experience to get it all to fall into place.
"Not many people can deal with me as we get closer because I'm like, 'We gotta go! We gotta do it!' There's such a Marine in me—I won't stop. I'm painting, I'm welding, I'm cutting wood, I'm giving directions, I'm emailing, I'm calling, I'm non-stop from 3 in the morning. I wake up and I start, and I fall asleep by 9, 9:30. I can only get so much done, but every year it gets better and it gets better. Again, people don't do things all the way any more. It's the one thing I can do that's mine, and I'm going to do it my way, and I'm going to do it the right way."
Mel Stultz directing the battle. Image courtesy of David Carlo Photography, firstname.lastname@example.com
But don't think for a second that putting on TROG is anything but fun for Mel. "I live for making things, and I love racing, so it's my two favorite things slammed together."
And maybe that's the most convincing reason why Hemmings has thrown its support behind The Race of Gentlemen, because we've heard over and over again that it's the way racing using to be. It's the essence of the car, of having an idea, of building, testing, rebuilding, pushing. It's the sun on your face, and it's the wind in your lungs. It's the way it used to be. It's fun.
Image courtesy of David Carlo Photography, email@example.com
Vintage Literature: antique tool and part catalogs
Photographs by the author.
Maybe you just picked up some obscure tool at a swap meet and are now wondering what it is. Perhaps the ahooga horn on your Model A is missing its identification plate, or you're trying to decide what aftermarket components on your REO are period-correct. Possibly you're an enthusiast of petroliana, spark plugs, or packaging and product display stands, and you want to see what's missing from your collection. Or, heck, maybe you just like leafing through pages and pages of old tools, parts, car-care products, hardware, trinkets and doodads.
If any of this sounds familiar, track down an automotive equipment catalog like the one featured here. Of course, because they were typically used for a year or two and then discarded, the supply is spotty, though you're likely to find at least a few at a swap meet, and you might even stumble across one in your local whatnot shop. Examples discovered in either of these kinds of locations are likely to be less expensive than those you will find on eBay, and you'll have the benefit of being able to easily make sure they contain what you're looking for.
However, if you're like me, and locating a catalog from a particular year or specializing in a certain brand vehicle is important, the used-book seller's online marketplace called abebooks.com or eBay might be your best bet. The example here is dated 1923 and sold for $39.99, plus shipping – which is a little steep – but the investment got me 279 heavy-weight, glossy, hardbound pages filled with…
…fascinating insights into the wide variety of automotive equipment that was being used in garages and private workshops in the time of the Model T.
From air compressors to vulcanizers, gas pumps to oil cans, drill presses to jacks and lifts, every tool listed in this wholesale catalog is accompanied by exceptional illustrations and extensive descriptions explaining the product's uses as well as its features and cost to the salespeople who will be selling them. Retail catalogs – when they existed – likely have less meat-and-potatoes information, favoring instead whiz-bang marketing tactics aimed at charming the private customer.
Check out the Weaver Hi-Lift jack (above left). Though it utilizes a worm-and-gear mechanism to raise a vehicle and reliably hold it aloft, something about sitting under said vehicle perched in quite the way that this one is, without wheel chocks or brakes on the jack's casters, just makes me cringe.
…soaps, polishes, waxes, greases, oils, grinding compounds, solvents, sealants, shellacs, enamels and varnishes galore.
Old favorites like Johnson's wax and Havoline oil, as well as obscure brands like Se-Ment-Ol radiator cement and Mendall Metal pack the pages of these catalogs, tempting the automobiliac and the font-o-phile alike to seek out the last surviving examples of this rare ephemera tucked away in the backs of cabinets in falling-down garages everywhere.
…aftermarket parts like distinctive bumpers, radiator emblems, Motometers, dash clocks and lamps, spotlights and taillamps, and the aforementioned ahooga horns, too.
However, one thing to keep in mind with these catalogs is that even though they seem to be overflowing with products, they do not in fact contain everything that was available on the market at a given time.
Take that identity-plate-lacking horn, for example: To determine what model it is would require consulting multiple catalogs from the same era. Together, the H.A. McRae & Company Inc. catalog depicted here and my 1924 A-E Supply Company catalog (at bottom) present only three brands of horn—Klaxon, Sparton and Buell, and the Buells aren't even electrically-driven ahoogas; rather, they're of the cylinder-explosion single-tone type.
…brand-specific tools and replacement and aftermarket components.
The catalogs from H.A. McRae and A-E Supply both feature a section near the back containing Ford-specific items, ranging from replacement fenders to roller bearings, from dash-mounted oil gauges to Fat-Man-style folding steering wheels, and from "perch pushers" to long-handled petcock wrenches (so you don't have to get down on your hands and knees to open the petcock to check the oil level, of course!).
The comprehensiveness of these brand-specific sections varies from resource to resource, with A-E offering a small assortment of the more commonly needed replacement components, like fenders and radiators, along with a smattering of specialized tools, and H.A. McRae providing almost everything one would need to construct an entire Model T from scratch.
…some interesting surprises.
Automotive parts and tool catalogs, like all old books, have had long lives and may have picked up some intriguing items along the way. Hand-drawn fabrication plans, parts lists, newspaper articles, love notes and paper currency may have been slipped between these pages to mark a spot or for safe keeping. Though maybe not quite as interesting as these, the above letter selling Chief auto mirrors was found crisply pressed in between the pages of my H.A. McRae catalog.
All of the wholesale catalogs I've seen include extensive indexes, making them especially useful when you're not just whiling away the time turning the pages, but actually doing research. If it's just an easy-to-use reference that you're after, though, rather than an authentic antique automobile text, a few of these catalogs have been digitally scanned to computer disks, presumably with built-in search capabilities, and are available for a fraction of the price of the paper texts on eBay.
Finally, as your nightstand can undoubtedly attest, grunting under the stacked weight of your own current automotive parts and tools catalogs, these resources have only proliferated over the history of the automobile. So, even if your tastes run to vehicles more recent than the 1920s and '30s, there are plenty of catalogs out there to suit you. For a great read on these more contemporary catalogs, including those featuring speed components, read Tom DeMauro's article on the Hemmings blog.
Franz Ferdinand's Fateful Phaeton Update
1910 Graef & Stift Type 28/32 Double Phaeton loaned by Count Franz Harrach to the Archduke for his use in the June 28, 1914, motorcade through Sarajevo. Photo courtesy of the Museum of Military History in Vienna.
Recently, Hemmings Daily ran a story on the car that shaped the events that touched off The Great War a century ago, the 1910 Graef & Stift that Archduke Franz Ferdinand and his wife, Sophie, were assassinated in.
As we explained in that piece, very little definitive information on the vehicle itself exists in English, so we – committing to locate and present this data – acquired a copy of the 2014 book Das Auto von Sarajevo, which had been recommended to us by the Heeresgeschichtliches Museum (Museum of Military History) in Vienna, where the Phaeton is exhibited.
Putting my anything-but-authoritative German translation ability to the test, we've discovered that this automobile is not only a fascinating piece of tangible history, but a stunning example of advanced early automotive engineering…
It is now August of 1914, and it's been just over a month since Archduke Franz Ferdinand and his wife, Sophie, were assassinated by 19-year-old Gavrilo Princip in Sarajevo. At this point, Germany has invaded Belgium and the Battle of Tannenberg has just started. The world is at war.
Almost four years earlier, on December 15, 1910, Count Franz Harrach took delivery of his new Graef & Stift Type 28/32 Double Phaeton. The Count had paid 15,500 crowns (approximately $3,100) for the car, tires and instruments.
Rather than having his car's coachwork done by Armbruster like most Graef & Stifts, Count Harrach chose Czerny to body his car. Czerny charged Count Harrach between 2,800 and 3,800 crowns ($560-$760) for the beautiful, primarily aluminum, coachwork. Upon registry with the government, the car received the license plate number A III-118.
This advanced vehicle came equipped with a water-cooled, 5.8 Liter, four-cylinder, T-head engine, with the cylinders cast in pairs and producing 32 horsepower at 1,400 RPM. The cylinders were mounted on an aluminum crankcase, and the Graef & Stift-designed four-barrel carburetor was placed in between the two cylinder pairs. The spark plugs were located above the hanging valves of the firing chambers.
Also perched atop the Phaeton's engine cylinders were priming cups, whose terminology in German evocatively translates as "sizzling faucets." These priming cups made starting the car easier by providing a means through which gasoline could be poured directly into the combustion chambers. Once primed, the Graef & Stift was started using a Bosch ignition system.
Advanced design was not limited to the engine bay, though, as the rest of the car was also exceptionally well engineered. The radiator to cool down the engine bay was licensed by Mercedes, while the headlamps placed in front of it were sophisticated carbide lamps manufactured by Carl Zeiss.
When it came time to stop, the car had been equipped with a braking system that incorporated a band-style transmission brake and water-cooling—an arrangement well suited to the torturous mountain terrain the car was engineered to operate in.
Getting started in the Alps is as challenging a prospect as stopping, so the Graef & Stift came with an early form of hill-start assist. The bottom of the car was manufactured with a metal prop that could be lowered using a cable, thereby preventing the car from rolling during shifting into gear.
Another quirk of the car is its secondary odometer, which is located in the right front wheel hub. It reads 8,596 kilometers, which is how far the car had traveled until its Imperial occupants met their fate.
As you recall, two assassination attempts were made that day, and the car shows signs of both. While the Archduke and his wife had escaped the first unscathed, shrapnel from the bomb nevertheless left a large dent on the left rear side of the car and damaged the rear-located gas tank.
Later in the day, as chauffeur Leopold Lojka struggled with the Graef & Stift to right the wrong turn he had taken, Gavrilo Princip stepped forward and fired two 9-millimeter rounds from his self-loading M1910/12 pistol at the Archduke. His first shot slipped through Ferdinand's throat, while his second shot slammed into Sophie's stomach, but only after it punched a hole through the aluminum of the right side of the car, just below the rear seat's armrest.
The Graef & Stift has not been driven since kilometer 8,596. It remains in a preserved, but unrestored state in the Museum of Military History in Vienna—an automobile that stands as a physical testament to an event that changed the world forever.
Remembering Henry Austin Clark Jr. and the Long Island Automotive Museum
Henry Austin Clark Jr.'s 1911 Mercer Type 35R Raceabout. Photo by Darin Schnabel, courtesy RM Auctions.
[At about the same time that the 1911 Mercer Type 35R Raceabout that formerly belonged to Henry Austin Clark Jr. was getting prepped to cross the block at RM's recent Monterey auction – where it sold for $2.53 million – we were speaking with author Geoff Gehman about his recently released book, The Kingdom of the Kid: Growing Up in the Long-Lost Hamptons, which describes Long Island in the 1960s and 1970s and – of particular interest to us – includes a chapter on collector Henry Austin Clark Jr., with reminiscences from former Hemmings editor Dave Brownell. Geoff gave us permission to reprint the Austie chapter here. For more on the book, visit SUNYPress.edu.]
One of the landmarks on the Montauk Highway in Southampton was a big blue building that imitated an airplane hangar with three humps. Behind that bulky steel façade was every conceivable classic car: primitive, elegant, sporty, crazy, exotic, erotic, extinct. Inside that cavernous garage, my heart burned rubber and my imagination popped a wheelie.
One of my favorite vintage vehicles was the 1907 Thomas Flyer that won a 1908 around-the-world race from Times Square to Paris. I couldn't believe that such a basic automobile—basically, an open-air wagon with a steering wheel and a motor–traveled nearly 22,000 miles over 169 days. Another top choice was a Pierce Silver Arrow made for the 1933-1934 Century of Progress International Exposition in Chicago. I was less impressed by the pedigree than by the sleek, smart body. The recessed door handles, the tapered back, the front fenders that stored spare wheels—here was my first piece of moving sculpture.
The adventure continued around the grounds. For no trip to the Long Island Automotive Museum was complete without cruising a backyard dirt road in an antique hook-and-ladder fire engine that spewed smoke and lurched like a cranky freight train. Cranking the ear-slapping, window-rattling siren made me feel like the captain of the resident Sandy Hollow Fire Company.
The museum was, in short, a candy store. Somehow it makes sense that it was owned and operated by an heir to the Jack Frost sugar empire, a man with a sweet tooth for classic cars. Raised in Flushing, Queens, Henry Austin "Austie" Clark Jr. was a Harvard freshman when he acquired his first early auto, a Ford Model T made in 1915, two years before he was born. After leaving the Navy, where he served as a radar technician in World War II, he began collecting vintage vehicles in earnest. By 1948, he owned 35, some of which he exhibited in his new Southampton museum in a three-bay Quonset hut.
Clark was a detective with flair. He found that 1933 Pierce Silver Arrow, for example, in a junkyard in Cicero, Illinois. He bought it because it was stylish, because it was one of only six made that year, and because he could easily polish its provenance. The holes in the trunk, he loved to say, were made by bullets fired by gangsters employed by Al Capone, the car's original owner and Public Enemy No. 1.
Clark doubled as a canny archaeologist and an uncanny psychologist. "My father amassed his collection in large part because widows wanted these hulks hauled out of their garages," says his son, Henry Austin "Hal" Clark III. "He had all sorts of stuff, from the ridiculous to the sublime. He had 17 cars that no one knew existed."
In his heyday, Clark owned some 250 autos and countless other motorized devices (i.e., a gas-powered pogo stick). What separated him from other collectors was his role as a one-stop shop. His museum hosted "The Iron Range," a sporadic flea market of rare parts, many made of brass from the 1890s to World War I, a period dubbed "The Brass Era." His house in Glen Cove, Long Island, was a museum of rare books and catalogs, photographs and postcards, paintings and trophies. Visitors could read car magazines owned by Kaiser Wilhelm in a pair of bucket seats from a Locomobile, made by the maker of an early internal combustion engine. Today, they can see most of Clark's archives at the Henry Ford Museum in Dearborn, Michigan, a first-rate repository of Americana created by the visionary behind Clark's first classic car.
Clark filtered his encyclopedic knowledge into The Standard Catalog of American Cars: 1802-1945, a bible for collectors and historians. He was the chief researcher for writer and good friend Beverly Rae Kimes, an acclaimed auto authority who shared his fondness for driving the corkscrew turns between fact, fiction and fable. He strained his love of interviewing, editorializing and yarning into "Young Nuts and Old Bolts," a 1972-1978 column in Old Cars magazine (now Old Cars Weekly). A preservationist to his chassis, he even bought the rights to a dead company, Simplex, which customized luxury autos for the Rockefellers.
Clark's many lives were shared by Dave Brownell, founding editor of Old Cars, former editor of Hemmings Motor News, and boon companion. Brownell edited Clark's columns, traded information with Clark on auctions and appraisals, raced Clark's cars. He even bought one of Clark's cars, a 1924 Bentley 3 Litre. In a pair of interviews from his Vermont home, he recalls Austie as a 120-mph rogue.
I met Austie in 1967 in Manhattan at an auction of vintage auto memorabilia. All he did was basically outbid me on every piece. Afterward I said to him: "You're Henry Austin Clark."
"The one and the same."
"I was chasing a number of the things you bought."
"Oh, are you an automotive art collector?"
"A budding collector."
"Oh, you must come back to the house, and I'll show you some things you probably haven't seen."
So I went out to Glen Cove and spent a delightful afternoon with him. I bought a couple of pieces at very, very reasonable prices. I was charmed by an early French print of a guy behind the wheel of a car, wearing a checkered hat, with a lady. They're flying along in the breeze and she has a big Gibson Girl hat on, with a bow strung around her chin. I thought it was a very, very nice embodiment of what early motoring was about. There was also a poster of a Zust [made in 1905-1917], one of the participants in that New York to Paris race in 1908. It was done by a famous German Expressionist artist. A very arresting piece.
I remember there was this great painting in his library: J.C. Leyendecker's "Mercedes at Madison Square." A classic piece: It was on the cover of the 1905 Collier's automobile supplement. I vowed to myself: I'm gonna have that. I did eventually get it. I used to look at it every night. I'd study Leyendecker's brush work, just the way he'd do a brass lamp with one twist of color.
That's how our friendship began. It was worth losing out to him.
Another time, we were going into the city to an auction of auto memorabilia from the estate of [auto journalist] Ken Purdy. Ken was a guy who interested a lot of people in old cars and car collecting with his enthusiasm. He had a very romantic way of talking; one of his books was called Kings of the Road. Austie's wife Waleta–"Wally"–could be tough; he nicknamed her "The War Department." Before we went to the auction she told Austie: "You've got enough stuff here; don't you dare bring anything home." And he said: "Yes, dear"–which was always his response to her.
Austie was an inveterate collector. So, of course, we loaded that car with so much stuff, it was dragging. After we stopped at every topless place on Queens Boulevard—he was a collector of pulchritude, too–we came back to Glen Cove at midnight and hid stuff in the cellar, so Wally wouldn't see it right away.
The next morning, Wally asks Austie: "What did you buy at auction?" "Nothing," he says. And she says: "Well, you must have bought something, because there's something wrong with the rear springs."
Austie used to hold these gatherings in the backyard of his house in Glen Cove. It was a wonderful microcosm of terrific automobiles and terrific people. I remember one time they had to go out and rescue Charles Addams [cartoonist, vintage car collector and Clark friend] because his Bugatti had crapped out on the Long Island Expressway.
So they brought it back to Glen Cove and somebody started fiddling with it. And "Gggggaaaa!" Somebody said, "Wait a minute," and stuck his hand in the carburetor and pulled out an honest-to-God butterfly. It was blocking the air intake. He started it again and this time it turned over: "Gggggaaaa—vrrroom!" And I said to myself: "Only a Bugatti could be stopped by a butterfly."
The Thomas Flyer–that was the crown jewel in Austie's collection, in a way. Yet he could never get George Schuster to actually verify that was the car that he drove when he won the around-the-world race in 1908. That was one of the great collecting frustrations of Austie's life.
Photo by Darin Schnabel, courtesy RM Auctions.
I'd say my favorite vehicle of his was his [1911] Mercer [Type 35] Raceabout. It was designed by Finley [Robertson] Porter, a Long Islander who said he wanted to make great cars for the public. It's probably one of the great genius designs of the early 20th century. The steering is pinpoint accurate. The balance of those cars, the performance—they were the Corvettes of their time. It's one of my dream cars.
Austie was always a grand host. One year he hosted the Pioneer Automobile Touring Club for Brass Era cars. I didn't have a Brass Era car, so he lent me his Mercer for five days. We were doing demo laps at the [Bridgehampton] Race Circuit and I was trying to be very careful and take care of Austie's car, and this guy [Bill Campbell] in a [1910] Stevens Duryea–a great lumbering car–chops me on the corner. Well, that got my dander up and I went by that Stevens Duryea like it was tied to a post. And I looked at the sweep hand on the speedometer and it was 94 mph–the highest speed in any segment.
Well, I told Austie I was a bad boy. And Austie looked at the speedometer and he smiled and he said: "You weren't a bad boy. You were a good boy." Anybody else would have torn their hair out. His attitude was: Did you enjoy the car? And, boy, did I ever!
He loved his Model T fire chief's car. He loved fire engines–probably as much as cars. He had this bright idea he wanted his own fire department, so he started the Sandy Hollow Fire Company. He appointed his friends as captains with badges. I was disappointed that I never became an honorary captain. I'd pester him, but he never gave one to me. I know plenty of people who dodged speeding tickets because they had that badge. The badges–and Austie's good relations with the local authorities–saved their bacon.
One time, Austie wrote the outfit that made police and fire department badges and asked for maybe 40 captain's badges. I guess somebody at the company called up and said: "Excuse me, the only time we've gotten a request like this was from New York City." And Austie said: "Don't worry about it–my credit's good."
Austie was always holding these sales of old parts, rusty parts, bits for cars at the museum. They were called the Iron Range or Early Iron and they went back to the '50s. It was never a formal announcement; you just sort of found out through the old-car telegraph. There were a lot of old, decrepit chassis—a bunch of skeletons of early cars–hanging around the back of the museum. If they weren't so old, it would simply be a junkyard.
The last Iron Range I went to, Austie had a radiator shield from an SS Jaguar just sitting in the corner. "Austie," I said, "how much is the SS Jaguar?"
"That's not a Jaguar, that's a '32 Chrysler."
"No," I said, "that's an SS Jaguar."
"Don't argue with Uncle Austie."
"Alright, how much is the '32 Chrysler?"
So I bought it–and sold it to a Jag guy.
At some point, he'd halt all the business at the Iron Range and announce it was time for lunch. We'd pile on the old Autocar bus and ride to Herb McCarthy's [a favorite Clark restaurant-watering hole in Southampton]. Going down was okay; coming back was a little bit interesting because we had done a bit of drinking. Let me tell you, that thing wasn't easy to drive when you were dead sober.
If you were smart, you waited Austie out on the Iron Range. People in the know knew that after a few drinks at McCarthy's, by the time he got back to the Iron Range, he was a lot easier to deal with on the price.
It's a privilege to know some people, and that's the way I felt about Austie. I mean, the depth of his knowledge was awe inspiring. He had a steel-trap mind when it came to finding stuff and minutiae. And the resources he had in that library were just mind boggling. Well, he couldn't have had a Standard Catalog without it; that book did more for the history of the American auto than anything else. And he was never one of these guys to throw his weight around. If you made a mistake, he wouldn't jump all over you. He knew better than most people, and he was content to know.
There was no pretense about him. Here he is, the son of wealth, living in the private enclave of Glen Cove, has a summer home in Southampton–he could have been a hideous snob. Instead, he was one of the great guys. Believe me, there are an awful lot of cars that wouldn't be on the road if it wasn't for his parts. He just wanted to see those cars get back on the road. And he was so generous. He had all this literature, all this ephemera, and he donated the whole shooting match to the Henry Ford Museum. In his own quiet way, he had a real mission for the preservation of automotive history. That was his work, that was his job. I think he always enjoyed what he was doing. He enjoyed it so much, he wanted everybody else to enjoy it too. And there's nothing wrong with that.
I learned so much from him. One time he told me: "You know and I know these early cars don't start a damn. So lesson number one, when you're guiding one of these cars, is try to keep it rolling. Don't stop unless you absolutely have to." Because it's much more difficult to go through the gears than it is to keep the car rolling.
Austie proved his point in a [1906] Pungs-Finch [Limited, the first automobile with a hemi-powered engine]. It was a very powerful early car; I think he had the only surviving one. He was going into Southampton to fill it up with gas. And my wife was invited to ride along with him. So off he went, and they got to the first traffic light and he hit the brake pedal and there was nothing there. So he kind of held the steering wheel and stood up and surveyed the situation and said: "Out of the way–I have no brakes!" And hoped that people could hear him.
The other thing he taught me is you shouldn't take yourself too seriously. Life should have some fun to it. When Austie died, my ex-wife had a very trenchant observation. "You know," she said, "his entire life was one long fraternity party." That about sums him up. If you liked cars and you liked an occasional drink and you liked to have a good time, you were his guy.
I remember one time we were on the Glidden Tour [for Brass Era cars], staying at the Lake Placid Hotel; I remember I was using Austie's Mercer. And Wally told Austie: "Our neighbor [in Glen Cove] just lost the presidency of the Chase Manhattan Bank." And Austie says: "It serves the son of a bitch right–he could never make a decent martini."
I just about fell on the floor. That's just about pure W.C. Fields; that's such pure Austin Clark.
Austie Clark's Long Island Automotive Museum had an inglorious end. In 1980 he closed the three-bay Quonset hut to the public after decades of decreasing revenues. He blamed his fall from grace on the Town of Southampton's refusal to let him advertise on billboards around town. He apparently didn't benefit enough from the extra traffic on the Montauk Highway after the 1972 opening of Exit 72 of the Long Island Expressway, which enabled motorists to bypass Riverhead and race faster to the East End.
In 1980, Clark auctioned many of his vintage vehicles in front of his museum. Being a natural ringleader, he naturally served as his own auctioneer. Dave Brownell, a fellow collector, appraiser and antique-auto historian, watched the sale with Charles Addams and another Clark crony. "We started making side bets about which cars would make the most money," says Brownell. "And Charlie Addams was really good. He won two-thirds of the bets. He cleaned our clocks."
Clark died in 1991, three years after Charlie Addams expired in one of his cars. By then, the museum was a wreck; today, it's a dead mausoleum. The Quonset hut has a rusty façade, broken windows and skateboard graffiti. The gap-toothed sign reads "LONG ISLA MO IV M." The parking lot is a grove of rogue birch trees. It seems entirely fitting that nearby is a company that sells funeral monuments.
UPDATE (4.November 2014): The Long Island Motor Parkway Preservation Society has planned an evening of tribute to Henry Austin Clark Jr. and the Long Island Automotive Museum, scheduled for the evening of November 20 in the Bethpage Public Library.


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Seattle Seahawks & NFL News
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Cruise to Europe with 12 and 16 year old
mom1993February 4, 2009
Can anyone recommend a cruise line for a family cruise? We have never been on a cruise before and plan on taking a Mediterranean cruise this summer. We'd like a fun ship, comfortable accommodations, and interesting land excursions.


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