About.......Contact.......Society.....................
Showing posts with label Technology. Show all posts
Showing posts with label Technology. Show all posts

Sunday, May 7, 2017

The Magnificent Chinese Flying Machine


China's C919 narrow-body jet during its first high-speed taxi test
at Shanghai Pudong International Airport in Shanghai, April 16, 2017

-----------------------------------------------------------------

First Chinese-Built Airliner Flies for the First Time

By: Jay Bennett
May 5, 2017
popularmechanics.com

The Comac C919 is China's first step to competing with Boeing and Airbus in the commercial aviation sector.

China's very first home-built passenger airliner took flight on Friday, soaring over Pudong International Airport in Shanghai for about an hour. Chinese government officials and aerospace industry leaders gathered to watch the C919 narrow-body jet make its maiden flight. The state-run manufacturer of the of the jet, the Commercial Aircraft Corporation of China (Comac), declared the test a success after landing.

The flight represents China's ambitions to become a world leader in aviation and start not only manufacturing jets for its own airlines, but also exporting passenger aircraft to other countries. The C919 is designed to accommodate 158 passengers or more, putting it in a class of aircraft with the Boeing 737 and Airbus 320.

The first flight of a large passenger plane is a good start, but China's aircraft manufacturers still have a long way to go before they can compete with established plane builders. The C919 is still "years — if not decades — behind aircraft made by Airbus and Boeing," writes The New York Times.

Although the aircraft was designed and built in China, it uses a number of Western components and technologies, including CFM International Leap-1C engines developed by GE and French aerospace company Safran Aircraft Engines. Honeywell also supplied critical components of the jet, including power systems, fly-by-wire controls, navigation equipment, wheels, and brakes.

It will be some time before the C919, or a future aircraft built by Comac, will be as cheap to fly and as easy to maintain as proven aircraft from Boeing and Airbus. Before western airliners could even operate the twin-engine jet airliner, safety regulators in the U.S., Europe, and elsewhere would need to sign off on the plane.

[Source:The New York Times]

Monday, June 29, 2015

America's the Greatest Land of All





-------------------------------------------------------------------------------------------
Posted By: Kidist P. Asrat

Monday, December 29, 2014

When America Was Great


Museum of Modern Art, New York
1956
Medium:Photolithograph
Dimensions:40 x 25"
Gift of TWA


The poster is from a recent Antiques Roadshow. Below is the appraisal's description. It was appraised at $2,500 - $3,000 in the original show in 2009, and upgraded to $3,000 - $4,000 in 2014.
APPRAISER: Let me tell you what I know about the poster. The obvious thing is, it's advertising TWA flights to New York City. The artist signs his name "David." His full name is actually David Klein. And David Klein was a very prolific artist who worked for TWA. This is one of the more recognizable and one of the more popular images that he designed.

GUEST: Really?

APPRAISER: And in my opinion, it is one of the greatest graphic depictions of Times Square. It's a geometric, abstract, almost kaleidoscopic view of this great, bustling intersection. He captures all of the energy, he captures all of the excitement, he captures all of the movement. It was done in 1956. It is part silk screen and part photolithograph. The bright colors have been put on through a silk-screen process, and everything else has been printed via a lithographic process. One of the other great things about the poster is the plane that's on top. The plane is the TWA Lockheed Constellation, known as the Connie. They were considered great airplanes. You see it was a propeller plane. There's the propellers on it. And with these planes, TWA was able to initiate full service to Europe. Now, I'm not the only one who likes this poster. The company liked it so much that they continued to reuse it in subsequent years. But there's one way that we can tell that this is the original printing and not a later printing, and that is the airplane itself. Because shortly after 1956, propeller planes were phased out and jet planes were phased in. So subsequent printings of this poster don't show the detailed Constellation. They show the silhouette of a jet plane actually leaving a vapor trail behind it as it goes across.

GUEST: Oh, my goodness.

APPRAISER: And not only was the company very fond of this poster, but this poster is also in the permanent collection of the Museum of Modern Art in New York-- MOMA.

(More here)

David Klein with his TWA Poster in his studio
Circa 1957


Here is some background on David Klein:
David Klein was born in El Paso, Texas in February of 1918. He moved to California where he attended the Art Center School [later renamed the Art Center College of Design] in Los Angeles.

During the 1930s, he was an active member of the California Watercolor Society. This group of artists often chose to paint watercolors depicting scenes of everyday life in the cities and suburbs of California. They painted directly with little or no preliminary pencil drawings, and used paper as a ‘color’ in a new and creative way.

[...]

David served in the army during the Second World War, where he illustrated numerous army manuals.

[...]

After the war, David Klein moved to New York and settled in Brooklyn Heights, where he would live for the next 60 years. In 1947, David Klein worked as an art director at Clifford Strohl Associates, a theatrical advertising agency. Before long, David became the illustrator of choice for many of Broadway’s best-known shows of the period.

[...]

David Klein is best known, however, for his influential work in the field of travel advertising. During the 1950s and 1960s, David Klein designed and illustrated dozens of posters for Howard Hughes’ Trans World Airlines (TWA).

David’s use of bright colors depicting famous landmarks in an abstract style defined the state of poster art of the period. In 1957 a TWA poster of New York City became part of the permanent collection of the MoMA (Museum of Modern Art) in New York. These works are much imitated and to this day define the excitement and enthusiasm of the early years of post-war air travel. They defined the Jet Set style and have become iconic.

David won numerous awards for Excellence from the Society of Illustrators for his TWA work, including his Philadelphia, Boston, Switzerland, and Africa poster art.

[...]

David Klein also created poster and advertising artwork for several films, most notably Barry Lyndon, The Island of Dr. Moreau, and The Gauntlet.

Although Mr. Klein worked commercially almost until the end of his life, in his 70s, he returned to his artistic roots, focusing his creative energies on watercolor paintings.

[...]

Examples of David Klein’s early and later watercolors are in the permanent collection of the Department of Interior’s Museum.

[...]

(The complete article is here)

Here is the current American Airlines ad:


The image is from the New York Times, which heads the article as:
American Airlines Focuses on the Glory Days of Flying


The text reads:
Modern life affords so few opportunities to think, to relax, to think. Make the most of every moment aloft between New York and Los Angeles or San Francisco. Rest in the fully flat seats of the First and Business Class cabins. Or enjoy enhanced Wi-Fi and a full library of entertainment at every seat. And with the most daily nonstop flights, you can make the most of your time on the ground too.

The legend is back.

NEIL PATRICK HARRIS // ACTOR
This is the homosexual actor who recently "got married," and "has" two children, juxtaposed with the real legend, Gregory Peck. And look at the guilty smirk on Harris' face. And see how Peck stands with such confidence.

There are other interesting things about the dyptich. There is the strange, thin pole, as though keeping Harris "straight." The pole also makes a clean separation between Gregory Peck and Harris, as though there is (or should be) no connection between the two. It is more like Harris who is being kept away, framed away, from Peck.

And there is the insipid colors on the out-of-focus plane positions far behind Harris. Whereas the out-of-focus plane behind Peck is still large enough, and close enough to the foreground, to show its impressive importance, but it is clearly Peck who is the real subject of the picture.

(I don't wish to go on with photo analyses, but the second image with Grace Kelly and Julianna Margulies shows a cropped "American" in the contemporary photograph. We only see ..."ican." This could be "Puertor---ican" since Margulies looks Hispanic. And look at her emaciated face next to the wholesome looks and cheery smile of Grace Kelly)


Grace Kelly and Julianna Margulies
juxtaposed for the American Airlines Ad


Man and technology have diminished in our modern era.
-------------------------------------------------------------------------------------------------------------------------------------------------------------
[Posted By: Kidist P. Asrat
-------------------------------------------------------------------------------------------------------------------------------------------------------------

Tuesday, April 23, 2013

Toward Resilient Architectures: How Modernism Got Square

Toward Resilient Architectures 3: How Modernism Got Square
Michael W. Mehaffy and Nikos A. Salingaros.
MetropolisMag.com
Blog Point Of View
March 22, 2013

As we enter a transition era that demands far greater resilience and sustainability in our technological systems, we must ask tough new questions about existing approaches to architecture and settlement. Post-occupancy evaluations show that many new buildings, as well as retrofits of some older buildings, are performing substantially below minimal expectations. In some notable cases, the research results are frankly dismal [see "Toward Resilient Architectures 2: Why Green Often Isn’t"].

The trouble is that the existing system of settlement, developed in the oil-fueled industrial age, is beginning to appear fundamentally limited. And we’re recognizing that it’s not possible to solve our problems using the same typologies that created them in the first place. In a "far-from-equilibrium" world, as resilience theory suggests, we cannot rely on engineered, “bolt-on” approaches to these typologies, which are only likely to produce a cascade of unintended consequences. What we need is an inherent ability to handle "shocks to the system", of the kind we see routinely in biological systems.

In "Toward Resilient Architectures 1: Biology Lessons", we described several elements of such resilient structures, including redundant ("web-network") connectivity, approaches incorporating diversity, work distributed across many scales, and fine-grained adaptivity of design elements. We noted that many older structures also had exactly these qualities of resilient structures to a remarkable degree, and in evaluations they often perform surprisingly well today. Nevertheless during the last century, in the dawning age of industrial design, the desirable qualities resilient buildings offered were lost. What happened?


Figure 1. The fractal mathematics of nature bears a striking resemblance
to human ornament, as in this fractal generated by a finite subdivision rule.
This is not a coincidence: ornament may be what humans use as a kind of “glue”
to help weave our spaces together. It now appears that the removal of
ornament and pattern has far-reaching consequences for the capacity
of environmental structures to form coherent, resilient wholes.
Image: Brirush/Wikimedia.

A common narrative asserts that the world moved on to more practical and efficient ways of doing things, and older methods were quaint and un-modern. According to this narrative, the new architecture was the inevitable product of inexorable forces, the undeniable expression of an exciting industrial "spirit of the age". The new buildings would be streamlined, beautiful, and above all, "stylistically appropriate".

This was the thinking that gave birth to the modernist style and form language, still popular with architects today and part of a design movement that in various forms has dominated the world for a century. But such choices of style and type are not independent of how well our buildings perform on criteria of sustainability and resilience — a growing body of evidence is damning. So what does recent science tell us about the soundness of this approach to architecture?

Science forces us to conclude that the modernist view of environmental structure itself appears un-modern — and unsustainable. It rests upon now largely discredited theories of culture, technology, environmental geometry, and building form; theories that have never been properly re-assessed by their proponents.

Far from being an inevitable product of inexorable historical forces, the evidence reveals 20th century design to be developed as a series of rather peculiar (historically highly contingent) choices by a few influential individuals. The story goes back to a small group of German, Swiss, and Austrian architect-theorists, and at its seminal moment, the particular ideas of one of them regarding ornament — which turns out to have far-reaching implications.

Adolf Loos’ idea takes hold

In his famous essay of 1908, "Ornament and Crime", the Austrian writer/architect Adolf Loos presented an argument for the minimalist industrial aesthetic that has shaped modernism and neo-modernism ever since. Surprisingly, he built this argument upon a foundation that is accepted today by almost no one: the cultural superiority of "modern man" [sic], by which he meant Northern European males.

Loos proclaimed that, in this new era of streamlined modern production, we had apparently become unable to produce "authentic ornamental detail". But are we alone, he asked, unable to have our own style do what "any Negro" [sic], or any other race and period before us, could do? Of course not, he argued. We are more advanced, more "modern". Our style must be the very aesthetic paucity that comes with the streamlined goods of industrial production — a hallmark of advancement and superiority. In effect, our "ornament" would be the simple minimalist buildings and other artifacts themselves, celebrating the spirit of a great new age.

Indeed, the continued use of ornament was, for Loos, a "crime". The "Papuan", he argued, had not evolved to the moral and civilized circumstances of modern man [sic]. As part of his primitive practices, the Papuan tattooed himself. Likewise, Loos went on, "the modern man who tattoos himself is either a criminal or a degenerate". Therefore, he reasoned, those who still used ornament were on the same low level as criminals, and Papuans.


Figure 2. Ethiopian silver ceremonial cross, carried in liturgical processions,
represents a mathematically sophisticated fractal. Was Loos implying that
observers of such millennial religious practices the world over — dependent
as they are upon ornamented ritual, artifacts, chant, music, and dance —
are no better than "criminals"?
Drawing by Nikos Salingaros.

Built on an essentially racist worldview, Loos’ seminal essay codified a fateful series of four tenets that have seeped into design culture and remain largely unquestioned, even today:
1. Geometrical fundamentalism. The march of technological progress inevitably compels the elimination of detailed or ornamental features, and focuses on features that nakedly display (and celebrate) technological expediency and geometrical reduction.

2. Tectonic determinism. The geometric character of any addition to the built environment can only be a unique expression of its own specific technological moment in history (defined in stylistic terms, of course).

3. Typological prejudice. It follows that all previous architectural geometries of older eras are wholly inconsistent with modernity, and must be marked for elimination. Revival — a constant evolutionary fugue throughout the greatest civilizations — is now rejected, for the first time in history.

4. Modernist exceptionalism. Civilization has arrived at a fundamentally different and superior cultural status, elevated beyond previous historical constraints by its powerful technology. Architecture will serve this technology most appropriately by drawing from a limited form language derived from early 20th century production technology. No other form language is valid or "authentic".
What was this limited form language? It employed the repetitive production of standardized machine components, conceived in the most limited sense (eliminating complex artifacts, tools and utensils, and complex architectural components). It was an extreme strategy to exploit economies of scale and quantity to achieve efficiencies. Those industrial parts — blank flat sheets, razor-straight line cuts, simple unadorned squares, cubes, and cylinders — were standardized to allow for easy and low-cost assembly.


Figure 3. Some holes were evident in Adolf Loos’ theories,
even at the time they were written. On the left, mass-produced Art Nouveau
silver jewelry box by P. A. Coon, 1908. On the right, hand-made Machine Aesthetic
silver teapot by C. Dresser, 1879. The machine aesthetic was an artistic
metaphor of "modernity" chosen by Loos — not a true functional requirement.
Drawing by Nikos Salingaros.

Precisely because of its limitations, this form language made for dramatic, somewhat disquieting new shapes, readily suited to metaphoric use as the attention-getting expressions of a great new age. The raw, simple forms were well suited psychologically to the streamlined shapes of the breathtakingly fast-moving new vehicles like locomotives, aircraft, and ships. In turn, these reinforced the idea of streamlined buildings as a metaphoric style — although, of course, buildings do not actually move.

In an age enthralled with the promise of the future, this radically novel form language became unexpectedly popular and entirely displaced its contemporary competitors, many of which are largely forgotten today. Innovative architectural form languages that emerged included Jugendstil, Sezessionstil (Vienna Secession), Art Nouveau, Stile Liberty, Edwardian, and Art-and-Crafts as well as the early F. L. Wright. In fact, Loos was specifically attacking the relatively innovative forms of Art Nouveau — not the over-the-top rococo work of late Victorian designers, as some assume today.


Figure 4. "The cube ate the flower": how the machine aesthetic
devoured all other form languages, from "Architecture for Beginners"
by Louis Hellman, 1994.
Adapted and redrawn by Nikos Salingaros.

Corporate branding with science fiction

The clever use of machine parts production, through the early application of industrial technology, as a romantic new form language was not lost on Loos’ German contemporary Peter Behrens. Known now as "the father of corporate branding", Behrens recruited industrial minimalism as an aesthetic tool to create a streamlined marketing image to help his client AEG (Germany’s version of General Electric) sell its products. He created striking logos, stationery, advertisements — and buildings, which, in effect, were converted into giant billboards to help to sell the companies and their products.

In taking this momentous step, Behrens was masterfully solving a critical problem for environmental designers offering their services in a new age of standardization and mass production. If we were no longer going to generate the form of buildings in place, through localized craft-like processes, but must rely instead upon (supposedly superior, and certainly cheaper) combinations of standardized parts, then how were we, as designers, going to create aesthetically distinctive works? By "theming" them with an exciting stylized vision of the future to be created by industry (and specifically, by the client company, and by the currently-employed design firm).

So we would turn buildings and objects into canvases to "brand" our companies and our own talents as visionary designers, leading civilization into a thrilling new age. More than that, these packaged designs would have the special allure, in the skilled hands of Behrens and his artistically minded protégés, of a great new fine art. At its heart were industrial manufacturing and the commodification of products.

Working from the self-imposed limitations of this new aesthetic minimalism, the image that Behrens created was of power, industrial might, order, and cleanliness. Above all, it was the promise of a wonderful new technological future. His brilliant recognition paved the way for a dominant theme of modern marketing — one that can sell almost anything if it’s successfully linked to romantic imagery of the future. The allure of such a product is, by definition, beyond any claim that can be evaluated in the present. It is the selling of hope, dream, and desire — even if it is one that’s destined to quickly tarnish and be discarded. Indeed all the better, for planned obsolescence means another "new, improved" product can be sold in its place.

The seductive power of this futuristic message was not lost on Behrens’ young protégés, each going on to have a profound effect on 20th century design. Their names, Walter Gropius; Charles-Édouard Jeanneret-Gris (later known as Le Corbusier); and Ludwig Mies van der Rohe, are familiar to architects. In fact, architectural students are required to study and copy them in school. In the next decades they would announce their "total architecture" (Gropius) that signaled a "great epoch of industrial production" (Le Corbusier) and "the will of an epoch" that "less is more" (Mies). In the words of their most important theorist and propagandist, Sigfried Giedion, "mechanization takes command". Our buildings must reflect the unavoidable reality of our modern world.

This was not merely a stylistic prescription that one might (or might not) find visually pleasing. It was a complete blueprint for remaking the world according to specific concepts of scale, standardization, replication, and segregation; all codified within a form of visual culture. It became (especially through CIAM, the modernists’ profoundly influential international group) the template for the urbanization and suburbanization that took place rapidly in the U.S. and globally after World War II, and that still continues at an astonishing pace in China, India, Brazil, and elsewhere. The structure of this urbanization has profound consequences, for better or worse, for the use of resources and other critical issues of our age.

From today’s scientific perspective that structure has attributes that ought to provoke deep concern, if not outright alarm. As the urbanist Jane Jacobs famously pointed out a half-century later, the modernist approach did not reflect an understanding of the "organized complexity" of natural and biological systems that underlies human biology, human life, and cities inhabited by human beings. It reflected instead an outmoded and unfounded but totalizing theory of the nature of cities, of technology, and of geometry itself.


Figure 5. The form language of nature is not mechanical
in the "modern" sense. The only known exception:
Donald Duck discovers square eggs,
from "Lost in the Andes" by Carl Barks, 1948.
Redrawn by Nikos Salingaros.

More recent scientific investigations reveal the richly complex geometry of living environments — including human ones. The geometries of those natural structures "evolve in context" as complex adaptive forms, through a process known as "adaptive morphogenesis". As a result of that process, living geometries have particular characteristics. They differentiate into a range of subtly unique structures, and they adapt to local conditions, giving such environments stability and resilience. They achieve great complexity and efficiency through their evolution — and great beauty, in the form of a perceivable deeper order.

A new view of the nature of environmental structure, aesthetics, and ornament

Key to resilience is the way different parts of geometry lock together into larger functional (but not rigid) wholes. In the most ecologically resilient structures, they do this by forming symmetries across inter-linked scales. The resulting structure has the hallmarks of adaptive, evolutionary self-organization: redundant ("web-network") relationships, diversity of mechanisms and components, innate ability to transfer information among many different scales, and fine-grained adaptivity of design elements.

There is also evidence from neuroscience and other fields that the aesthetic experience of such structures is not a superficial "psychological" aspect, but rather, a kind of cognitive "gateway" allowing us to experience and react to this deeper order of our environment. The artistic dimension lies in the way this gateway is shaped, and in its resonance with other emotional experiences in life. Creative abstractions are added to — but do not replace — the natural complexity of our world. As conscientious artists working to improve the human environment, our role is to enhance, express, and clarify that complex adaptive order. Certainly, it’s not merely to apply a veneer of visually dramatic gimmicks.

In this picture of things, ornament is far from mere decoration. It is a precise category of articulation of the connections between regions of space by the human beings that design them. It can be thought of as an essential kind of "glue" that allows different parts of the environment to echo and connect to one another, in a cognitive sense and even in a deeper functional sense. Ornament, then, is an important tool to form a complex fabric of coherent symmetrical relationships within the human environment.


Figure 6. Is this ornamental embroidery?
Actually, a fractal antenna which, when miniaturized,
makes cell phone reception possible. There is an important
role here for functionalism, understood in a much deeper sense.
Drawing by Nikos Salingaros.

We are beginning to understand that the industrial form language represented a catastrophic loss of this adaptive structural capacity, bringing with it enormous negative consequences for the environment we inhabit. It deprived us of the thought processes necessary to conceptualize the characteristics of resilient environmental structure — web-network relationships, diversity, linking of scales, and fine-grained adaptivity. As one functional example, a certain kind of cell-phone antenna incorporating ornament-like fractal patterns (see above) offers the best performance for its tiny size but cannot be conceptualized within a minimalist form language.

The big re-think

We are now beginning to see a pattern in the momentous changes to industrial civilization of the last century. The excessive reliance on standardization and commodification, the birth of a consumer society dominated by branding and theming, the rapacious and unsustainable consumption of resources as an addictive economic fuel are intimately related to the non-resilience of the form languages that were handed down to us. The products of that related group of form languages are a failing industrial civilization’s "art supply".

True resilience does not result from artistic metaphors, or by sticking veneers over the same failing industrial model.

Biological resilience and sustainability require the capacity to endure, to adapt, and to maintain a dynamic stability in the face of sometimes-chaotic environments. They require the cognitive flexibility that enables the genesis of technological innovations. We will have to think outside the modernist box to find new forms — and new uses for very old forms, just as natural evolution does. It seems clearer than ever that the survival of our planet depends upon it.

Yet we are the heirs of Loos’ erroneous and limiting ideas about geometrical fundamentalism, tectonic determinism, the exceptionalism of modernism, and the typological prejudice rooted in an illusory aesthetic functionalism. All of these dogmas are enforced by self-perpetuating elite privileges, and the proprietary commodification of design as a fashion and brand. Even now, a reactionary old guard, wearing frayed progressive trappings, condemns virtually any use of ornament, pattern, or precedent as reactionary, uncreative, and lacking in imagination.

But in an age that demands new thinking, perhaps it is that attitude itself that betrays the ultimate lack of imagination.

-------------------------------------------------------------------------------------------------------------------------------------------------------------

Michael Mehaffy is an urbanist and critical thinker in complexity and the built environment. He is a practicing planner and builder, and is known for his many projects as well as his writings. He has been a close associate of the architect and software pioneer Christopher Alexander. He is a Research Associate with the Center for Environmental Structure, Alexander’s research center founded in 1967, and Executive Director of the Sustasis Foundation, a Portland, OR-based NGO dedicated to developing and applying neighborhood-scale tools for resilient and sustainable development.

Nikos A. Salingaros is a mathematician and polymath known for his work on urban theory, architectural theory, complexity theory, and design philosophy. He has been a close collaborator of the architect and computer software pioneer Christopher Alexander. Salingaros published substantive research on Algebras, Mathematical Physics, Electromagnetic Fields, and Thermonuclear Fusion before turning his attention to Architecture and Urbanism. He still is Professor of Mathematics at the University of Texas at San Antonio and is also on the Architecture faculties of universities in Italy, Mexico, and The Netherlands.

-------------------------------------------------------------------------------------------------------------------------------------------------------------
Posted By: Kidist P. Asrat

Saturday, March 23, 2013

Swedes Reclaiming Beauty, Then Having to Give it Up: This Could Build Character


The Original Saab Griffin Logo
The heraldic Griffin’s head – derived from the coats of arms of
the Skåne and Östergotland counties in southern Sweden
- traditionally symbolises vigilance.[Source]
What use is a symbol of vigilance which doesn't induce vigilance?

-------------------------------------------------------------------------------------------------------------------------------------------------------------

I remember people telling me that the Swedes make great cars. Volvo is one of them. The other is Saab.

I looked up Saab in Wikipedia, and this is what I found:
After struggling to avoid insolvency throughout 2011, the company [Saab Automobile AB] petitioned the Swedish court for bankruptcy following the failure of a Chinese consortium to complete a purchase of the company; the purchase had been blocked by former owner GM, which opposed the transfer of technology and production rights to a Chinese company. On June 13, 2012 it was announced that the National Electric Vehicle Sweden had bought Saab Automobile's bankruptcy estate.
When I read the first part of this paragraph, my thoughts were: "What is a Chinese company going to do with a Swedish car? How an it improve on it?"

Well, my thoughts were answered with the second part. The American company General Motors, which owns 50% of the company, shut down the transfer.

But that wasn't enough. I looked up National Electric Vehicle Sweden, and this is what I found:
National Electric Vehicle Sweden AB (NEVS) is a company which has acquired the main assets of Saab Automobile AB, Saab Automobile Powertrain AB and Saab Automobile Tools AB from the bankruptcy estate. NEVS is owned by Hong Kong-based National Modern Energy Holdings, an energy company with operations in China.

In May 2012, NEVS announced that it had submitted a bid for Saab Automobile's bankruptcy estate and planned to run an electric vehicle business at the Saab factory in Trollhättan.
Here is what one woman in Trollhättan says:
“Even in the darkest and hardest times, new hopes can be awakened through new possibilities,” said Birgitta Simson, a 52-year-old deacon at the Swedish Church in Trollhaettan. “We have to believe that God cares about our city and that in the darkest hours, a possibility can come from the most unexpected direction.”
I suppose all people can do is pray. But, if her countrymen willingly cause her desperation, then how can God answer such prayers?

And my question still stands: how is a Chinese company going to improve on a Swedish design? I think it will continue to hire Swedes to make these superior cars, while running the overall business themselves, including acquiring the profits and other benefits.

For how long will Swedish engineers and factory workers (like Brigitta) put up with this?

It is probably a good thing that the Chinese (Asians in general) are so aggressive. Eventually, people will react to what they're doing, and forcefully.

I keep saying that about the mixed couples of White men and Asian women I see all around me here in Mississauga. At some point, the rejected white women and the culturally and socially sophisticated white men (and the poor white men that these materialistic Asian women don't want), will realize what is going on.

And this is what the Swedes can build:


The Saab JAS 39 Gripen (Griffin) is a lightweight single-engine multirole fighter
manufactured by the Swedish aerospace company Saab [Source]


-------------------------------------------------------------------------------------------------------------------------------------------------------------
Posted By: Kidist P. Asrat

Thursday, March 21, 2013

VW Factory - Germany


Demonstration of the first model of the "People's Car" (German: Volkswagen) to Adolf Hitler.
The vehicle, the first of the "beetle" models, was presented to Hitler on April 20, 1938

[Photo source]

Kristor Lawson, who writes at the Orthosphere, sent me the video below which, in six short minutes, shows us the process of buyers entering the factory and exiting with their choice Volkswagen. The site deserves a better name than a factory: it is a modern museum of technology, where performance, production and exhibition merge.

The Volkswagen factory in southern Germany, in Dresden, is a formidable place. It is like a small town of mechanical parts, ejecting a perfect car every few seconds. As the narrator describes the place: "Paul and Briggitte...have come to the most innovative factories in the world...The only factory in the world where you can peer through glass walls and see cars being made right befor of your eyes."


The video ends at the Brandenburg Gate, with an original WW2 Beetle


Volkswagen Factory in Dresden


Picture taken in 1938 shows the first Beetles of the pre-production
series VW 38 in front of Berlin's Brandenburg Gate. [Photo source: HO/AFP]


This is the same Gate dedicated to Christian Ludwig, for whom Bach wrote the Bradenburg Concertos. Hitler runs amidst great company.
Christian Ludwig (14 March 1677 – 3 September 1734) was a Margrave [military commander] of Brandenburg and a military officer of Brandenburg-Prussia's Hohenzollern dynasty. The title "Margrave of Brandenburg" was given to princes of the Prussian Royal House and did not express a territorial or allodial status. He is best known as the recipient of Johann Sebastian Bach's Brandenburg concertos. [Source]

Bradenburg Concerto No. 3 - Allegro moderato

Volkswagen was just that, before it became a quasi-luxury car in this century - a people's car. And only twenty years ago, the beetle was a cute car that filled many a street throughout the world.

But it has a macabre history. Hitler commissioned it as his volks car, for the ordinary German:
The Volkswagen was a centerpiece of Nazism’s claims to benefit ordinary Germans. Hitler proposed to build a cheap car that almost anyone could afford. He gave it the name “KdF Wagen,” which we know as the Volkswagen. KdF was the abbreviation for “Kraft durch Freude" (Strength through Joy), a subsidiary of the Deutsche Arbeitsfront (German Labor Front), headed by Robert Ley. This chapter on the beginnings of the Volkswagen is taken from a book celebrating the achievements of “Kraft durch Freude.” As it turned out, not many people got their cars until after the war. As the chapter notes, the first deliveries were planned for early 1940, at which point the factory had been turned over to war production.
The car was also formed in the shape of a helmet.

Still, no Hitler can dampen the German mind, and this little car is now fast becoming a technological masterpiece. It may even provide an avant-garde to battle off cheap (cheaper) Japanese cars, who have been very clever so far at using German and American technology to produce cars that they sell right back to the Germans and Americans.


2013 Volkswagen Beetle TDI Diesel [Review here]

Wednesday, March 20, 2013

The Germans: 2013 Audi A1 Quattro



The video shows it all. But for the technically minded, here's the Audi A1 Quattro:
Audi creates limited edition, 252-hp A1 Quattro
Autoblog: Auto News
By Damon Lavrinc
December 20th 2011

[T]he A1 Quattro comes equipped with the automaker's legendary all-wheel-drive system, with power provided by the same 2.0-liter turbocharged and direct-injected four-cylinder used in the S3. The reworked mill puts out 252 horsepower at 6,000 rpm and 258 pound-feet of torque from 2,500 to 4,500 rpm – a boost of more than 70 hp and 74 lb-ft over the standard 1.4-liter A1.

A six-speed manual shuttles that power to a Haldex AWD setup and on to center-locking 17-inch wheels that ape the original 80s-era Quattro's style. There's no word on weight, but Audi claims the hi-po A1 will match the S3's 0-60 mph time of 5.7 seconds and top out at 152 mph.

In addition to grippy 225/35 R18 rubber, the wheel wells are filled with a modified MacPherson strut suspension in front and a multi-link setup out back, while the braking hardware has been upgraded with larger discs at all four corners with black painted calipers. The electromechanical steering has also been tweaked to provide a 14.8:1 ratio, the ESP has been modified for high-performance duty and a new electronically controlled differential lock will keep wheelspin at bay. Although Audi decided to keep the rear seats in place, the AWD components have reduced trunk space to 7.4 cubic feet – or 2.1 cubes less than the standard model. Not that you care.

The exterior speaks for itself, drawing cues from past Audi concepts and a few bits from the S and RS lines, while the interior receives a new instrument panel, aluminum pedals, seriously bolstered buckets and black leather with red contrast stitching.


-------------------------------------------------------------------------------------------------------------------------------------------------------------
Posted By: Kidist P. Asrat