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Blast from the past

In 1960, photojournalist Ormond Gigli assembled 43 women, dressed them in refined, colorful garb, and situated them in 41 windows across the facade of the classic New York City brownstones. Years later, the image ended up being his most famous artwork.

Back in the day, Gigli found himself working out of a studio on East 58th Street in the heart of Manhattan. Across the street stood a series of townhouses, set for demolition.

Intent on capturing the beauty of the buildings before it was gone for good, the artist set to work on crafting the perfect image to memorialize the neighborhood he had come to love so well.

He hadn?t the money to pay for professional models ? or an access to a budget for a picture that had no sponsorship.

In the end, Ormond gathered 43 women clad in their best formal wear and no two figures looked exactly alike; the posture and outfit each woman assumed alludes to what her personality might be like outside the confines of the photograph.

Perched from the fire escape of his studio, he was able to capture action happening across five floors. The final product proved to be something surreal, reducing the living, breathing women to brightly colored toys in a doll house.

No two figures looked exactly alike; the posture and outfit each woman assumed alludes to what her personality might be like outside the confines of the photograph.

Perched from the fire escape of his studio, he was able to capture action happening across five floors. The final product proved to be something surreal, reducing the living, breathing women to brightly colored toys in a doll house.

The richness of the photograph stems from the ability to appreciate it in different ways: either as a whole, as a rhythmic composition of color and form, formed by the pattern of windows, human figures, and colorful dresses; or the viewer is drawn to explore its various parts, each woman presenting a different point of the interesting story (Gigli?s wife is on the second floor, far right and the demolition supervisor?s wife is on the third floor, third from left).

So, he contacted the foreman of the building and convinced him to clear a 2-hour period of time for him to work ? and clear out the window jams.

He reached out to a modeling agency that he had worked for, and asked for models to volunteer to be in his ?dream? picture. They were to wear what they wanted and show up over the lunch hour.

Since the building had been gutted of electricity and gas ? there was a gaping hole on the sidewalk. So, unafraid to ask a favor, he contacted the city and asked for permission for the Rolls Royce to be parked on the sidewalk for the time necessary to set up the picture.

He then placed the models, including his wife, trying to loosely coordinate their outfits into the 30 windows. Some were bold enough to stand on the window jam and some were framed by the window. With three additional models, two on the street and one on the ground floor the picture was complete.
 

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[youtube]https://www.youtube.com/watch?v=fNrU2njnb_o&ab_channel=HistoricGarage[/youtube]

 

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The Bonneville Salt Flats are in Utah, USA, near the border with Nevada, and as the name suggests it?s a very big and very flat area of land. Speed freaks began using the terrain for racing way back in 1912.

Since 1935, Bonneville?s been one of the primary venues for land speed record attempts, with most land speed records recorded between 1935 and 1970 set there.

The flats were first recognized for their potential as a speed-testing ground by Bill Rishel, who in 1896 had cycled across the area to win a competition run by the newspaper publisher William Randolph Hearst.

In 1907 Rishel and two local businessmen tested the suitability of the salt for driving on by taking a Pierce Arrow onto the flats. A railway line across the Bonneville Salt Flats was completed in 1910, marking the first permanent crossing.

The use of the salt flats as a speedway began in 1914 with Teddy Tetzlaff?s run there which exceeded the land speed record, although the new record was not officially recognized.

Rishel continued to promote the area for racing, and in 1927 Ab Jenkins raced against a train over a 125-mile (201 km) stretch between Salt Lake City and Wendover.

Jenkins went on to set up a 10-mile (16 km) circular course on the salt which he used to establish 24 hour records in 1932 and 1933.

The area became internationally famous in 1935 when Malcolm Campbell set a new land speed record, making him the first to break the 300 mph (480 km/h) mark. For the next 35 years, nearly all land speed records were set at the salt flats.
 

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The Dornier Do X: The world?s largest ?flying boat? that could barely get off the ground, 1929-1933

The Dornier Do-X was the largest, heaviest, and most powerful flying boat in the world when it was produced by the Dornier company of Germany in 1929.

With a wingspan of 157 feet (48 meters) and length of 130 feet (40 meters), the Do X was powered by 12 engines and carried 169 passengers.

First conceived by Claude Dornier in 1924, planning started in late 1925 and after over 240,000 work hours it was completed in June 1929.

The Do X was a semi-cantilever monoplane and had an all-duralumin hull, with wings composed of a steel-reinforced duralumin framework covered in heavy linen fabric, covered with aluminum paint.

It was initially powered by twelve 391 kW (524 hp) Siemens-built Bristol Jupiter radial engines in tandem push-pull configuration mountings, with six tractor propellers and six pushers mounted on six strut-mounted nacelles above the wing.

The nacelles were joined by an auxiliary wing to stabilize the mountings. The air-cooled Jupiter engines were prone to overheating and could barely lift the Do X to an altitude of 425 m (1,394 ft).

The engines were managed by a flight engineer, who controlled the 12 throttles and monitored the 12 sets of gauges. The pilot would relay a request to the engineer to adjust the power setting, in a manner similar to the system used on maritime vessels, using an engine order telegraph.

Many aspects of the aircraft echoed nautical arrangements of the time, including the flight deck, which bore a strong resemblance to the bridge of a vessel. After completing 103 flights in 1930, the Do X was refitted with 455 kW (610 hp) Curtiss V-1570 ?Conqueror? water-cooled V-12 engines.

Only then was it able to reach the altitude of 500 m (1,600 ft) necessary to cross the Atlantic. Dornier designed the flying boat to carry 66 passengers on long-distance flights or 100 passengers on short flights.
 

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The luxurious passenger accommodation approached the standards of transatlantic liners. There were three decks. On the main deck was a smoking room with its own wet bar, a dining salon, and seating for the 66 passengers which could also be converted to sleeping berths for night flights.

Aft of the passenger spaces was an all-electric galley, lavatories, and cargo hold. The cockpit, navigational office, engine control, and radio rooms were on the upper deck.

The lower deck held fuel tanks and nine watertight compartments, only seven of which were needed to provide full flotation.

Three Do Xs were constructed in total. The original operated by Dornier, and two other machines based on orders from Italy. The X2, named Umberto Maddalena (registered I-REDI), and X3, named Alessandro Guidoni (registered I-ABBN). The Italian variants were slightly larger and used a different powerplant and engine mounts.

To introduce the airliner to the potential United States market the Do X took off from Friedrichshafen, Germany, on 3 November 1930, under the command of Friedrich Christiansen for a transatlantic test flight to New York.

The route took the Do X to the Netherlands, the United Kingdom, France, Spain, and Portugal. The journey was interrupted at Lisbon on 29 November, when a tarpaulin made contact with a hot exhaust pipe and started a fire that consumed most of the left wing.

After sitting in Lisbon harbor for six weeks while new parts were fabricated and the damage repaired, the flying boat continued with several further mishaps and delays along the Western coast of Africa and by 5 June 1931 had reached the islands of Cape Verde, from which it crossed the ocean to Natal in Brazil.

The flight continued north via San Juan to the United States, reaching New York on 27 August 1931, almost ten months after departing Friedrichshafen.

The Do X and crew spent the next nine months there as its engines were overhauled, and thousands of sightseers made the trip to Glenn Curtiss Airport (now LaGuardia) for sightseeing tours.

The Great Depression dashed Dornier?s marketing plans for the Do X, and it departed from New York on 21 May 1932 via Newfoundland and the Azores to M?ggelsee, Berlin, where it arrived on 24 May and was met by a cheering crowd of 200,000.
 

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Bizarre and unique photos from history that show how weird our past was, 1910-1960

1. A visitor with a candle in her hand smiles at the large collection of skulls in the catacombs of Paris. 1935.

2. Soviet cryptographer Igor Guzenko, 1945. In this photo, he hid his face for an interview with Soul Pett from the Associated Press. Guzenko worked at the Soviet embassy in Ottawa and fled to the West in 1945. He brought more than a hundred classified documents and information from the Soviet spy network in Canada; 29 spies were arrested and convicted afterwards. Guzenko received an impressive reward, a mansion, and political asylum.

3. Italian traveler Attilio Gatti with two hired pygmies and a gorilla caught by them in the Belgian Congo, 1930.

4. Dr. Heinz makes an injection of fluids taken from a live hare to a person, which, together with ultraviolet radiation and gymnastics, should lead to rejuvenation. Berlin, 1925.
 

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1. Disguise of British military equipment as elephants, India, WWII.

2. The Hungarian engineer Stefan Nailed near the machine he invented supposedly made people and inanimate objects invisible. 1935

3. Oldriev?s new tricycle. Photo by Chas. W Oldrieve, 1882.

4. Du Mont engineer James A. Craig demonstrates a simple dialing procedure on a completely automatic ?dial-direct? mobile two-way radiotelephone system in Clifton, New Jersey, on March 28, 1957. The system, presently used by the Richmond Radiotelephone Service, Inc., is manufactured by Allen B. Du Mont Laboratories, Inc., and is the first radiotelephone equipment to allow phone calls to and from vehicles to be relayed completely unattended through local telephone companies.

 

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Vintage video game ads from the 1980s and 1990s
 

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KFC Through the Years: Vintage Menus and Ads that Will Take You Back
 

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Bizarre Beauty Pageants: Vintage Photos of the Weirdest Competitions Ever Held, 1920s-1960s
 

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The old shaggin wagon.  In their time I've seen guys pay fortunes for custom paint jobs. I have also seen idiots coin the art out of spite.  :mad:
 
Faces of Evil: The Female Guards of Nazi Concentration Camps, 1939-1945
 

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Vintage Photos That Capture Everyday Life in Berlin During the 1920s
 

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Subway was founded by Fred DeLuca and financed by Peter Buck in 1965 as Pete?s Super Submarines in Bridgeport, Connecticut.

After several name changes in the beginning years, it was finally renamed Subway in 1972, and a franchise operation began in 1974 with a second restaurant in Wallingford, Connecticut. Since then, it has expanded to become a global franchise.

Subway serves an array of topping choices, allowing the customer to choose which toppings are included in their sandwich. The longtime Subway slogan, ?Eat Fresh?, is intended to indicate the fresh ingredients that are used in their sandwiches.
 

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The predecessor to Burger King was founded in 1953 in Jacksonville, Florida, as Insta-Burger King. After visiting the McDonald brothers? original store location in San Bernardino, California, the founders and owners (Keith J. Kramer and his wife?s uncle Matthew Burns), who had purchased the rights to two pieces of equipment called ?Insta-machines?, opened their first restaurants.

Their production model was based on one of the machines they had acquired, an oven called the ?Insta-Broiler?. This strategy proved to be so successful that they later required all of their franchises to use the device.

After the company faltered in 1959, it was purchased by its Miami, Florida, franchisees, James McLamore and David R. Edgerton.

They initiated a corporate restructuring of the chain, first renaming the company Burger King. They ran the company as an independent entity for eight years (eventually expanding to over 250 locations in the United States), before selling it to the Pillsbury Company in 1967.
 

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