The screen door slams, Mary's dress sways Like a vision she dances across the porch as the radio plays Roy Orbison's singing for the lonely Hey, that's me and I want you only Don't turn me home again I just can't face myself alone again
Don't run back inside, darling You know just what I'm here for So you're scared and you're thinking That maybe we ain't that young anymore Show a little faith, there's magic in the night You ain't a beauty, but hey, you're alright Oh, and that's alright with me
You can hide 'neath your covers and study your pain Make crosses from your lovers, throw roses in the rain Waste your summer praying in vain For a savior to rise from these streets
Well now, I'm no hero, that's understood All the redemption I can offer, girl, is beneath this dirty hood With a chance to make it good somehow Hey, what else can we do now?
Except roll down the window And let the wind blow back your hair Well, the night's busting open These two lanes will take us anywhere We got one last chance to make it real To trade in these wings on some wheels Climb in back, heaven's waiting down on the tracks
Oh, come take my hand We're riding out tonight to case the promised land Oh, Thunder Road, oh, Thunder Road Oh, Thunder Road
Lying out there like a killer in the sun Hey, I know it's late, we can make it if we run Oh, Thunder Road, sit tight Take hold, Thunder Road
Well, I got this guitar and I've learned how to make it talk And my car's out back if you're ready to take that long walk From your front porch to my front seat The door's open but the ride ain't free And I know you're lonely for words that I ain't spoken Tonight we'll be free, all the promises will be broken
There were ghosts in the eyes of all the boys you sent away They haunt this dusty beach road In the skeleton frames of burned out Chevrolets They scream your name at night in the street Your graduation gown lies in rags at their feet
And in the lonely cool before dawn You hear their engines roaring on When you get to the porch they're gone on the wind So Mary, climb in It's a town full of losers I'm pulling out of here to win
Oh, come take my hand We're riding out tonight to case the promised land Oh, Thunder Road, oh, Thunder Road Oh, Thunder Road
Today, The Grandma has been reading about Friedrich Wilhelm Bessel, the German astronomer who used the method of parallax to determine reliable values for the distance from the Sun to another star.
Friedrich Wilhelm Bessel (22 July 1784-17 March 1846) was a German astronomer, mathematician, physicist, and geodesist.
He was the first astronomer who determinedreliable values for the distance from the Sun toanother star by the method of parallax. Certainimportant mathematical functions were first studied systematically by Bessel and were named Besselfunctions in his honour.
Bessel was born in Minden, Westphalia, thencapital of the Prussian administrative region Minden-Ravensberg, as second son of a civil servant into a large family. At the age of 14 he left the school, because he did not like the education in Latin language, and apprenticed in the import-export concern Kulenkamp at Bremen. The business's reliance on cargo ships led him to turn his mathematical skills to problems in navigation. This in turn led to an interest in astronomy as a way of determining longitude.
Bessel came to the attention of Heinrich Wilhelm Olbers, a practising physician of Bremen and well-known astronomer, by producing a refinement on the orbital calculations for Halley's Comet in 1804, using old observation data taken from Thomas Harriot and Nathaniel Torporley in 1607. Franz Xaver von Zach edited the results in his journal Monatliche Correspondenz.
Having finished his commercial education, Bessel left Kulenkamp in 1806 and became assistant at Johann Hieronymus Schröter's private observatory in Lilienthal near Bremen as successor of Karl Ludwig Harding. There he worked on James Bradley's stellar observation data to produce precise positions for some 3,222 stars.
Despite lacking any higher education, especially at university, Bessel was appointed director of the newly founded Königsberg Observatory by King Frederick William III of Prussia in January 1810, at the age of 25, and remained in that position until his death. Some elder professors of the Philosophical Faculty disputed Bessel's right to teach mathematics without any academic degree. Therefore, he turned to his fellow Carl Friedrich Gauss, who provided the award of an honorary doctor degree from the University of Göttingen in March 1811. Both scientists were in correspondence from 1804 to 1843. In 1837 they got in quarrel about Gauss's habit of very slow publication.
In 1842, Bessel took part in the annual meeting of the British Association for the Advancement of Science in Manchester, accompanied by the geophysicist Georg Adolf Erman and the mathematician Carl Gustav Jacob Jacobi, where he gave a report on astronomical clocks.
Bessel married Johanna Hagen, the daughter of the chemist and pharmacist Karl Gottfried Hagen who was the uncle of the physician and biologist Hermann August Hagen and the hydraulic engineer Gotthilf Hagen, the latter also Bessel's student and assistant from 1816 to 1818. The physicist Franz Ernst Neumann, Bessel'sclose companion and colleague, was married to Johanna Hagen's sister Florentine.
Neumann introduced Bessel's exacting methods of measurement and data reduction into his mathematico-physical seminar, which he co-directed with Carl Gustav Jacob Jacobi at Königsberg. These exacting methods had a lasting impact upon the work of Neumann's students and upon the Prussian conception of precision in measurement.
While the observatory was still in construction Bessel elaborated the Fundamenta Astronomiae based on Bradley's observations. As a preliminary result he produced tables of atmospheric refraction that won him the Lalande Prize from the French Academy of Sciences in 1811. The Königsberg Observatory began operation in 1813.
Starting in 1819, Bessel determined the position of over 50,000 stars with a meridian circle from Reichenbach, assisted by some of his qualified students. The most prominent of them was Friedrich Wilhelm Argelander, his successors were Otto August Rosenberger and August Ludwig Busch.
Bessel determined the first reliable value for the distance between a star and the Solar System with a heliometer from Fraunhofer using the method of stellar parallax.
In 1838 he published a parallax of 0.314 arcseconds for 61 Cygni, which indicated that the star is 10.3 ly away.
Compared with the current measurement of 11.4 ly, Bessel's figure had an error of 9.6%. Thanks to these results astronomers had not only enlarged the vision of the universe well beyond the cosmic magnitude, but after the discovery in 1728 by James Bradley of the aberration of light a second empirical evidence of the Earth's relative movement was produced. A short time later Friedrich Georg Wilhelm Struve and Thomas Henderson reported the parallaxes of Vega and Alpha Centauri.
Precise measurements with a new meridian circle from Adolf Repsold allowed Bessel to notice deviations in the motions of Sirius and Procyon, which must be caused by the gravitational attraction of unseen companions. His announcement of Sirius's dark companion in 1844 was the first correct claim of a previously unobserved companion by positional measurement, and eventually led to the discovery of Sirius B by Alvan Graham Clark in 1862, the first discovery of a white dwarf. John Martin Schaeberle discovered Procyon B in 1896.
Bessel was the first scientist who realized the effect later called personal equation, that several simultaneously observing persons determine slightly different values, especially recording the transit time of stars.
In 1824, Bessel developed a new method for calculating the circumstances of eclipses using the so-called Besselian elements. His method simplified the calculation to such an extent, without sacrificing accuracy, that it is still in use.
We must admit with humility that, while number is purely a product of our minds, space has a reality outside our minds, so that we cannot completely prescribe its properties a priori.
Today, The Grandma has been reading about Louis Rigolly, the first man who drove a Gobron-Brillié racing car at over 100 miles per hour, on a day like today in 1904.
Louis Rigolly (1876–1958), a Frenchman, wasthe first man to drive a car at over 100 miles per hour (160 km/h).
He set a record of 103.561 mph (166.665 km/h) on a beach at Ostend in Belgium on 21 July 1904, driving a 13.5 litre Gobron-Brillié racing car. He covered a 1 kilometre course in 21.6 seconds, beating Belgian Pierre de Caters mark of 97.25 mph (156.51 km/h), set the previous May over the same 1 kilometre course in Ostend. The record stood for just three months. Rigolly also participated in early Grand Prix motor racing, winning the Light car class of the inaugural Circuit des Ardennes in 1902, driving a Gobron-Brillié.
Gobron-Brillié was an early French automobile manufactured from 1898 to 1930.
The original company, Societé des Moteurs Gobron-Brillié, was founded by the French engineer, Eugène Brillié, and industrialist, Gustave Gobron, at 13, quai de Boulogne, Boulogne-sur-Seine, near Paris, in 1898.
Eugène Brillié studied at the École centrale des arts et manufactures, and then went on to work, from 1887 to 1898, at the Compagnie des chemins de fer de l'Ouest. Meanwhile, Gustave Gobron (15 June 1846 to 27 September 1911) started as director of Godillot, a supply company to the military, but took up politics, and was elected to the National Assembly, from 1885 to 1889, at which point he created a car manufacturing company, under his own name. The two men went into partnership, creating the Société des Moteurs Gobron-Brillié.
Brillié had developed an unusual type of internal-combustion engine, with two opposed pistons within each cylinder. The compression stroke involved the two pistons approaching each other, and then the ignition was subsequently triggered between them. The inlet and exhaust valves were also placed at this point of closest-approach between the pistons.
Mounted vertically, the lower piston in each cylinder was connected by a conventional connecting rod to the crankshaft, while the upper pistons were connected to an overhung yoke, with two long connecting rods back down to the crankshaft, one on each side.
Instead of a carburettor, a revolving petrol distributor was developed, with the quantity of fuel being regulated by a drip-feed. One advantage of this device was that a wide variety of fuels could be used.
The engine was mounted at the rear, on a triangulated tubular chassis, with chain-drive to the wheels.
By 1899 they were registered at 17 rue Philippe de Girard, Paris.
By 1900, the company was producing about 150 cars per year. The cars were also built, under licence, in France as La Nanceene, and in Belgium as the Gobron-Nagant, and Botwoods of Ipswich sold them in England as Teras.
When Brillié left the company, at the end of 1903, the design was changed to use a more conventional pressed-steel ladder-frame chassis, the engine was moved to the front, and the fuel-distributor was replaced by a carburettor, but they still kept the opposed-piston engine design.
After the First World War, the company changed name to Automobiles Gobron, and moved to new premises at Levallois-Perret. The design continued to use opposed-piston engines, until 1922 (a 25 hp model).
In 1922, the design was changed to using a more conventional 1.5-litre Chapuis-Dornier engine, and was additionally marketed under the name of Stabilia, but it sold badly. By 1927, the company was producing about 250 vehicles a year, but by 1930 it was down to two, and the company was forced to file for bankruptcy.
Brillié had left the company at the end of 1903, to join the Ateliers Schneider at Le Havre (formerly the Ateliers d’artillerie des Forges et Chantiers de la Méditerranée, which had been bought by Schneider in 1897). There, he built touring cars and commercial vehicles of more conventional design.
Schneider progressively took more control of the company, and abandoned the fabrication touring cars, preferring to develop the utility vehicles market.
In 1906, the Brillié company delivered its first Paris buses. The installations at Le Havre were not well adapted, and the works were moved to other factories in Chalon and Champagne-sur-Seine. In March 1914, Schneider took his automobile activity to the Société d’outillage mécanique et d’usinage d’artillerie.
During the First World War, in December 1915, a meeting between Colonel Estienne and Brillié took place to elaborate a tank project. At the start of January 1916, Joffre gave the go-ahead for the project and, on 31 January, put in for a purchase of 400 of what he called terrestrial battleships, armed with a 75 mm cannon . This was the first French tank, the Schneider CA1.
Today, The Grandma has been reading about the Arroyo Seco Parkway, one of the oldest freeways in the United States, that was opened on a day like today in 1940.
The Arroyo Seco Parkway, also known as the Pasadena Freeway, is one of the oldest freeways in the United States.
It connects Los Angeles with Pasadena alongside the Arroyo Seco seasonal river. Mostly opened in 1940, it represents the transitional phase between early parkways and later freeways. It conformed to modern standards when it was built, but is now regarded as a narrow, outdated roadway.
A 1953 extension brought the south end to the Four Level Interchange in downtown Los Angeles and a connection with the rest of the freeway system.
The road remains largely as it was on opening day, though the plants in its median have given way to a steel guard rail, and most recently to concrete barriers, and it now carries the designation State Route 110, not historic U.S. Route 66. Between 1954 and 2010, it was designated the Pasadena Freeway.
In 2010, as part of plans to revitalize its scenic value and improve safety, the California Department of Transportation (Caltrans) restored the roadway's original name.
All of its original bridges remain, including four that predate the parkway itself, built across the Arroyo Seco before the 1930s. The road has a crash rate roughly twice the rate of other freeways, largely due to an outdated design lacking in acceleration and deceleration lanes.
The Arroyo Seco Parkway is designated a State Scenic Highway, National Historic Civil Engineering Landmark, and National Scenic Byway. It waslisted in the National Register of Historic Places in 2011.
The Arroyo Secois an intermittent stream that carries rainfall from the San Gabriel Mountains southerly through western Pasadena into the Los Angeles River near downtown Los Angeles. During the dry season, it served as a faster wagon connection between the two cities than the all-weather road on the present Huntington Drive.
The first known survey for a permanent roadway through the Arroyo was made by T. D. Allen of Pasadena in 1895, and in 1897 two more proposals were made, one for a scenic parkway and the other for a commuter cycleway. The latter was partially constructed and opened by Horace Dobbins, who incorporated the California Cycleway Company and bought 10 km right-of-way from downtown Pasadena to Avenue 54 in Highland Park, Los Angeles.
Construction began in 1899, and about 2.0 km of the elevated wooden bikeway were opened on January 1, 1900, starting near Pasadena's Hotel Green and ending near the Raymond Hotel. The majority of its route is now Edmondson Alley; a toll booth was located near the north end, in the present Central Park.
Due to the end of the bicycle craze of the 1890s and the existing Pacific Electric Railway lines connecting Pasadena to Los Angeles, the cycleway did not and was not expected to turn a profit, and never extended beyond the Raymond Hotel into the Arroyo Seco. Sometime before 1910, the structure was dismantled, and the wood sold for lumber, and the Pasadena Rapid Transit Company, a failed venture headed by Dobbins to construct a streetcar line, acquired the right-of-way.
Due to the rise of the automobile, most subsequent plans for the Arroyo Seco included a roadway, though they differed as to the purpose: some, influenced by the City Beautiful movement, concentrated on the park, while others, particularly those backed by the Automobile Club of Southern California (ACSC), had as their primary purpose a fast road connecting the two cities. The first plan that left the ArroyoSeco in South Pasadena to better serve downtown Pasadena was drawn up by Pasadena City Engineer Harvey W.
Hincks in 1916 and supported by the Pasadena Chamber of Commerce and ACSC. Frederick Law Olmsted Jr. and Harland Bartholomew's 1924 Major Street Traffic Plan for Los Angeles, while concentrating on traffic relief, and noting that the ArroyoSeco Parkway would be a major highway, suggested that it be built as a parkway, giving motorists a great deal of incidental recreation and pleasure. By the mid-1930s, plans for a primarily recreational parkway had been overshadowed by the need to carry large numbers of commuters.
Debates continued on the exact location of the parkway, in particular whether it would bypass downtown Pasadena. In the late 1920s, Los Angeles acquired properties between San Fernando Road and Pasadena Avenue, and City Engineer Lloyd Aldrich began grading between Avenues 60 and 66 in the early 1930s.
By June 1932, residents of Highland Park and Garvanza, who had paid special assessments to finance improvement of the park, became suspicious of what appeared to be a road, then graded along the Arroyo Seco's west side between Via Marisol (then Hermon Avenue) and Princess Drive. Merchants on North Figueroa Street (then Pasadena Avenue) also objected, due to the loss of business they would suffer from a bypass. Work stopped while the interested parties could work out the details, although, in late 1932 and early 1933, Aldrich was authorized to grade a cheaper route along the east side between Avenue 35 and Hermon Avenue.
To the north, Pasadena and South Pasadena endorsed in 1934 what was essentially Hincks's 1916 plan, but lacked the money to build it. A bill was introduced in 1935 to add the route to the state highway system, and after some debate a new Route 205 was created as a swap for the Palmdale-Wrightwood Route 186, as the legislature had just greatly expanded the system in 1933, and the California Highway Commission opposed a further increase.
6.0 km section opened on July 20, 1940, connecting Orange Grove Avenuein South Pasadena with Avenue 40 in Los Angeles.
The story of 'Highway' is completely about travel. It is about the fascination of travel to an extent that I don't want to even reach the destination and also being away from society gives you a certain view of the society, so that was the intention of the film.
Today afternoon, TheGrandma has been watching Le Tour de France. She likes cyclism and she is a great follower of this amazing event. She has remembered Maurice Garin, who won the first Tour on a day like today in 1903.
Maurice-François Garin (3 March 1871-19 February 1957) was an Italian-French road bicycle racer best known for winning the inaugural Tour de France in 1903, and for being stripped of his title in the second Tour in 1904 along with eight others, for cheating. He was of Italian origin but adopted French nationality on 21 December 1901.
Garin was born the son of Maurice-Clément Garin and Maria Teresa Ozello inArvier, in the French-speaking Aosta Valley in north-west Italy, close to the French border. The name Garin was the most common in the native village of Maurice, called Chez-les-Garin, belonging to five of the seven families. They had four daughters and five sons, of whom Maurice was the first son.
In 1885 the family left Arvier to work on the other side of the Alps, almost to the Belgian border.
Garin worked as a chimney sweep. He later moved to France. By the age of 15, he was living in Reims as a chimney sweep. He moved to Charleroi in Belgium but by 1889 he was back in France, at Maubeuge.
Garin's younger brother, Joseph-Isidore, died in 1889. The father died shortly afterwards in Arvier. Garin's brothers François and César stayed in northern France and, with Maurice, opened a cycle shop in the lower end of the boulevard de Paris in Roubaix in 1895. Brothers César and Ambroise also competed as professional cyclists.
Garin moved to Lens, Pas-de-Calais in 1902 and lived there the rest of his life. He bought his first bicycle for 405 francs, twice what a forge worker would earn in a week of 12-hour days, in 1889. Racing did not interest him but he did ride round the town fast enough to be called a madman -le fou.
Until 2004, it was said that Garin had taken French nationality when he was 21, in 1892 but in 2004, the reporter Franco Cuaz found the naturalizing act and Garin took French nationality 21 December 1901.
He began racing in northern France in the same year when the secretary of the cycling club at Maubeuge persuaded him to enter a regional race, Maubeuge-Hirson-Maubeuge, over 200 km.
Garin became a professional by chance. He planned to ride a race at Avesnes-sur-Helpes, 25 km from where he lived. He arrived to find it was only for professionals. Not allowed to compete, he waited until the riders had left, raced after them and passed them all. He fell off twice but finished ahead of the racers. The crowd was enthusiastic but the organisers less so. They refused to pay him the 150 francs due to the real winner, so spectators raised 300 francs among themselves. Garin became a professional.
His first true professional win was in a 24-hour race in Paris in 1893. It was held on the Champ de Mars, site of the Eiffel Tower. The riders competed, as was the custom, behind a succession of pacers. The event took place in February and the cold drove out riders one after the other. Garin rode 701 km in 24 hours, beating the only other rider to finish by 49 km.
The first Paris–Roubaix was in 1896; Garin came third, 15 minutes behind Josef Fischer.
The Tour de France began to promote a new daily sports newspaper, L'Auto ahead of the largest paper in France, Le Vélo, which sold 80,000 copies a day. Some of Le Vélo's advertisers had disagreed with the paper's support for Alfred Dreyfus, a soldier found guilty on trumped up charges of selling secrets to the Germans but eventually acquitted after being sent to Devil's Island. The Tour was to promote their new rival paper, L'Auto.
The editor, Henri Desgrange, planned a five-week race from 31 May to 5 July. This proved too daunting and only 15 entered. Desgrange cut the length to 19 days and offered a daily allowance.
The race began at the Au Reveil Matin café at a crossroads in Montgeron, south of Paris, and ended in Ville-d'Avray, another suburb, having circuited France in six days of racing over 2,428 km. One stage, between Nantes and Paris, was 471 km. Sixty riders started at an entry fee of 10 francs and 21 finished. Garin won 3,000 francs for finishing first in 94h 33m 14s, or 6,125 francs in all with his other prizes. Lucien Pothier was second and Fernand Augereau third.
Garin retired from cycling and ran his garage in Lens until his death. The garage is still there, although wholly changed from Garin's era.
Successful change leaders exemplify excellence, visionary planning, adaptive leadership, a nd active engagement to navigate challenges a nd inspire their team towards sustainable organisational evolution.
Today, The Grandma has been reading about Intel, the American multinational corporationthat was founded in Mountain View,California, on a day like today in 1968.
Intel Corporation is an American multinational corporation and technology company headquartered in Santa Clara, California, and incorporated in Delaware.
Intel designs, manufactures, and sellscomputercomponents such as central processing units (CPUs) and related products for business and consumer markets. It was the world's third-largest semiconductor chip manufacturer by revenue in 2024 and has been included in the Fortune 500 list of the largest United States corporations by revenue since 2007. It was one of the first companies listed on Nasdaq.
Intel supplies microprocessors for most manufacturers of computer systems, and is one of the developers of the x86 series of instruction sets found in most personal computers (PCs). It also manufactures chipsets, network interface controllers, flash memory, graphics processing units (GPUs), field-programmable gate arrays (FPGAs), and other devices related to communications and computing.
Intel has a strong presence in the high-performance general-purpose andgaming PC market with its Intel Core line of CPUs, whose high-end models are among the fastest consumer CPUs, as well as its Intel Arc series of GPUs.
Intel was founded on July 18, 1968, by semiconductor pioneers Gordon Moore and Robert Noyce, along with investor Arthur Rock, and is associated with the executive leadership and vision of Andrew Grove.
The company was a key component of the rise of Silicon Valley as a high-tech center, as well as being an early developer of static (SRAM) and dynamic random-access memory (DRAM) chips, which represented the majority of its business until 1981. Although Intel created the world's first commercial microprocessor chip -the Intel 4004- in 1971, it was not until the success of the PC in the early 1990s that this became its primary business.
During the 1990s, the partnership between Microsoft Windows and Intel, known as Wintel, became instrumental in shaping the PC landscape, and solidified Intel'sposition on the market. As a result, Intel invested heavily in new microprocessor designs in the mid to late 1990s, fostering the rapid growth of the computer industry. During this period, it became the dominant supplier of PC microprocessors, with a market share of 90%, and was known for aggressive and anti-competitive tactics in defense of its market position, particularly against AMD, as well as a struggle with Microsoft for control over the direction of the PC industry.
Since the 2000s and especially since the late 2010s, Intel has faced increasing competition from AMD, which has led to a decline in its dominance and market share in the PC market. Nevertheless, with a 68.4% market share as of 2023, Intel still leads the x86 market by a wide margin.
Intel has been my second family. It is an amazing company that has changed the way people live their lives, and I am proud to have contributed to that in a meaningful way.
Today, The Grandma has been reading about WillisCarrier, the American engineer who created the first air conditioning on a day like today in 1902.
Willis Haviland Carrier (November 26, 1876-October 7, 1950) was an American engineer, best known for inventing modern air conditioning, inventing the first electrical air conditioning unit in 1902.
In 1915, he founded Carrier Corporation, a company specializing in the manufacture and distribution of heating, ventilation, and air conditioning (HVAC) systems.
Willis Haviland Carrier was born on November 26, 1876, in Angola, NewYork, the son of Duane Williams Carrier (1836-1908) and Elizabeth R. Haviland (1845-1888). He graduated from Angola Academy in 1894 and from the Buffalo High School in 1897.
He studied at Cornell University starting in 1897 and graduated in 1901 with a Master of Engineering degree.
After graduating, Carrier joined the Buffalo Forge Company as a research engineer. In Buffalo, New York, on July 17, 1902, in response to an air quality problem experienced at the Sackett-Wilhelms Lithographing & Publishing Company of Brooklyn, New York, Willis Carrier submitted drawings for what became recognized as the world's first modern air conditioning system. It was so humid in summer that the paper grew and shrank, which resulted in poor quality images, because the color printing process involved running the same piece of paper up to four times, each with a different color ink.
The 1902 installation marked the birth of air conditioning because of the addition of humidity control, which led to the recognition by authorities in the field that A/C must perform four basic functions:
-control temperature
-control humidity
-control air circulation and ventilation
-cleanse the air
After several more years of refinement and field testing, on January 2, 1906, Carrier was granted U.S. patent 808,897 for an Apparatus for Treating Air, the world's first spray-type air conditioning equipment. It was designed to humidify or dehumidify air, heating water for the first function and cooling it for the second.
In 1906, Carrier discovered that constant dew-point depression provided practically constant relative humidity, which later became known among airconditioning engineers as the law of constant dew-point depression. On this discovery he based the design of an automatic control system, for which he filed a patent claim on May 17, 1907. U.S. patent 1,085,971 was issued on February 3, 1914.
In 1908, the Carrier Air Conditioner Company of America was created as a subsidiary of the Buffalo Forge Company, with Willis Carrier as its vice president.
On December 3, 1911, Carrier presented what is perhaps the most significant document ever prepared on air conditioning -Rational Psychrometric Formulae- at the annual meeting of the American Society of Mechanical Engineers. It became known as the Magna Carta of Psychrometrics.
This document tied together the concepts of relative humidity, absolute humidity, and dew-point temperature, thus making it possible to design air-conditioning systems to precisely fit the requirements at hand.
With the onset of World War I in late 1914, the Buffalo Forge Company, where Carrier had been employed for 12 years, decided to confine its activities entirely to manufacturing. The result was that seven young engineers pooled together their life savings of $32,600 to form the Carrier Engineering Corporation in New York on June 26, 1915. The seven were Carrier, J. Irvine Lyle, Edward T. Murphy, L. Logan Lewis, Ernest T. Lyle, Frank Sanna, Alfred E. Stacey Jr., and Edmund P. Heckel. The company eventually settled on Frelinghuysen Avenue in Newark, New Jersey.
In 1930, Carrier started Toyo Carrier and Samsung Applications in Japan and Korea. South Korea is now the largest producer for air conditioning in the world.
The Carrier Corporation pioneered the design and manufacture of refrigeration machines to cool large spaces. By increasing industrial production in the summer months, air conditioning revolutionized American life. The company became a subsidiary of United Technologies Corporation in 1980, and remained so until 2020, when it was spun off again as an independent publicly traded company.
The Carrier Corporation remains a world leader in commercial and residential HVAC and refrigeration.
In 2018, the Carrier Corporation had sales of $18.6 billion and employed 53,000 people.
The Willis H. Carrier Total Indoor Environmental Quality Lab at the Syracuse University's Center of Excellence in Environmental and Energy Systems is named in his honour. The lab was established in 2010 with a donation from the Carrier Corp.
My family lived off the land and summer evening meals featured baked stuffed tomatoes, potato salad, corn on the cob, fresh shelled peas and homemade ice cream with strawberries from our garden. With no air conditioning in those days, the cool porch was the center of our universe after the scorching days.
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