One can approve vulgarity in theory as a comment on vulgarity, but in practice all vulgarity is inseparable
May 30, 2013 § 2 Comments
One of the great proponents of moving walkways was Jesse Wilford Reno (1861-1947). In 1891 he applied for the first US patent for what we would recognize as a relatively modern moving walkway (granted 1892). However this early concept had to wait while Reno concerned himself with a slightly different idea.
Reno’s first machine was installed in 1896 as a mere pleasure ride at Coney Island, New York, at the Old Iron Pier. He termed it his ‘inclined elevator’ and it was inclined at 20 degrees and had a rise of only seven feet and a speed of about 75 ft/minute. In fact it was provided to act as a means of demonstrating its capabilities to potential customers, such as the trustees of the Brooklyn Bridge and subway and elevated railway operators. This ploy seems to have worked as machines were deployed at each end of the bridge (I think in 1896). Strange to say that it was only after this that the idea of constructing a horizontal machine was suggested, initially as a means of crossing the bridge, but this was not pursued.
So far as I have been able to establish, his 7 ft demonstrator only ran for two weeks but had the peculiar property that passengers were required to sit on it, as though it were some kind of inverted ski lift. It was therefore a passenger conveyor, but not a walkway. I am yet to discover more about this, especially as it is reputed to have gone to Brooklyn Bridge to impress the managers there (I believe for two months but struggle to confirm this). There is an image, produced below, of a sitting-down type conveyor at Coney Island, probably made by Reno, but it is obviously much more than 7 ft high and has a permanent look about it. Perhaps it was installed soon after as a result of a successful trial. It is apparent that this design departed very considerably from his 1892 patent and does not seem to have been repeated. Though Coney island is frequently cited as ‘the first escalator’, the evidence tends to suggest it was very different in conception and not part of the mainstream development of passenger conveyors. read more
PHOTOGRAPH: Richard Perkins
Too, there is no theme
May 23, 2013 § Leave a comment
Today I have been mostly investigating the rules of irony. It turns out they are set in stone.
I had a slightly puzzling start with two spurious defects before I’d even got out of a siding. I say “spurious” but I’m not entirely sure. The trains have been acting funny lately with all sorts of things happening that shouldn’t. The current favourite game in the messroom is chucking around theories on what went wrong with particular trains and how to fix them. As I was alone in the siding I didn’t have anyone to bounce ideas off but I did spend some time trying to work out how the train could have been defective. For the first defect I couldn’t come up with anything mechanical. When you find yourself seriously considering the actions of a passing badger in the middle of the night you realise you might need a bit more coffee. So I had some and continued to think about badgers. read more
Hilarious Foreign Uncle Becomes Viral Star For Expressing Deep Emotion About Death Caused by Family Members VIDEO
April 25, 2013 § Leave a comment
Beck’s Paris Metro map is clearly related to his schematic map for the London Underground, all its angles at either 90 or 45 degrees, any unnecessary details erased. The Seine river’s meander through the city is stylised into a symmetrical sweep across the map’s bottom left quarter, its bracket-like shape broken only by the Île de la Cité. The smaller Île Saint-Louis has been erased off the map: unlike its larger neighbour, it doesn’t have a metro stop.
Capturing the Paris Metro in a schematic map proved even more challenging than reducing the London Tube to the now-famous diagram: the Parisian stations were more concentrated in the centre, and its lines were much more interwoven, leading to a higher number of interchanges – and to some very curvaceous lines. Beck picked out a few metrolines to form what seems to be the eternally recurring, basic matrix of a metro map: an axial line (the Ligne 1, running east-west), and a circular line (by juxtaposing Ligne 2 and Ligne 6 on the map to form a rounded rectangle). He added in the other lines, straightening them out as much as possible.
Beck’s initial proposal was rejected by the Paris Metro operator RATP – but the same fate had befallen his first suggestions for the London Underground. Undaunted, the draughtsman returned to his drawing board. But his second, improved, full-colour map, presented in 1951, was also given le cold shoulder. Some speculate that Beck’s oversimplification of Parisian geography was simply too unpalatable for local tastes. It could also be argued that the map looked too ‘British’ for Paris. The map fell into oblivion, and was only published for the first time in Mark Ovenden’s 2008 book on the Paris Metro.
But in the end, Beck won – albeit posthumously. read more
ART: Martin Creed