ECONOMICAL+PANDEMICAL+DECLASS-ATTEMPTED COUP. THE BRITISH ROGUE EMPIRE STILL BREATHES IN THE SWAMP

Thursday, May 14, 2020

THE END OF BIG CITIES AS ENTIRE POPULATIONS RETREAT TO RURAL AREAS, TO THEIR TRUE ORIGINS...The end of the Chinese miracle | FT Features


Baby Boomers Panic Hoard "Covid Campers" To Escape Big Cities As Second Wave Threats Emerge Profile picture for user Tyler Durden by Tyler Durden Fri, 05/29/2020 - 20:10 TwitterFacebookRedditEmailPrint Americans are packing their bags, purchasing motor homes, and fleeing large cities as fears of a second coronavirus wave emerge. Bloomberg reports floor traffic at Mike Regan's two RV dealerships near Austin, Texas, jumped 30% compared with last May. "Cooped-up Americans desperate to get out after months of lockdowns are dreaming of doing something—anything—that resembles a vacation. But a majority of them worry a second wave of the coronavirus is coming, and think politicians have pushed too fast to reopen. Unsurprisingly, when it comes to getting out of Dodge, the close-quarters of an airline cabin are a no-go," said Bloomberg. Regan said, "the minute the campgrounds opened on May 1, and the governor turned everyone loose, our business went through the roof." He said sales at his Crestview dealerships slumped 50% in April, though expected to be significantly higher this month.



Young People Are Rushing To Leave Big Cities In Favor Of "Less Infected" Suburbia Profile picture for user Tyler Durden by Tyler Durden Sun, 05/24/2020 - 21:15 TwitterFacebookRedditEmailPrint There's no doubt that the long-lasting impact of the coronavirus pandemic will include a major shift in how consumers look at homebuying. In fact, have already reported here on Zero Hedge about how many are leaving the city in favor of life in the suburbs, since the virus has spread faster in city areas. Now, it looks as though the younger generation is following the cues of the older generation and doing the same. The effects could be pronounced, especially since the younger generation was responsible for the boom in many U.S. cities over the last decade. That includes people like Desiree Duff, who Bloomberg highlighted late last week. A former NYC bartender, she has left her apartment in Brooklyn to move back in with her parents in South Carolina. She is currently using unemployment to pay her part of the rent and says that she is stuck "rethinking" the appeal of living in the big city. She said: “Not knowing what my future there looks like does make me reconsider. Maybe after my lease is done I should move elsewhere, to a smaller city that was less infected, as much as that breaks my heart.”
SEPTEMBER, 2019, A YOUNG TEENAGER SENT SHOCK WAVES TO THE POWERFUL DUNCES IN POWER. THEY MOCKED HER IN VIOLATION OF HUMAN RIGHTS. THEY ARE NOT LAUGHING NOW.



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THE END OF MIGRATION TO BIG CITY LIFE.


Henry Ford was born July 30, 1863, on a farm in Greenfield Township, Michigan.[1] His father, William Ford (1826–1905), was born in County Cork, Ireland, to a family that was originally from Somerset, England.[2] His mother, Mary Ford (née Litogot; 1839–1876), was born in Michigan as the youngest child of Belgian immigrants; her parents died when she was a child and she was adopted by neighbors, the O'Herns. Henry Ford's siblings were Margaret Ford (1867–1938); Jane Ford (c. 1868–1945); William Ford (1871–1917) and Robert Ford (1873–1934).

His father gave him a pocket watch in his early teens. At 15, Ford dismantled and reassembled the timepieces of friends and neighbors dozens of times, gaining the reputation of a watch repairman.[3] At twenty, Ford walked four miles to their Episcopal church every Sunday.[4]

Ford was devastated when his mother died in 1876. His father expected him to eventually take over the family farm, but he despised farm work. He later wrote, "I never had any particular love for the farm—it was the mother on the farm I loved."[5]

In 1879, Ford left home to work as an apprentice machinist in Detroit, first with James F. Flower & Bros., and later with the Detroit Dry Dock Co. In 1882, he returned to Dearborn to work on the family farm, where he became adept at operating the Westinghouse portable steam engine. He was later hired by Westinghouse to service their steam engines. During this period Ford also studied bookkeeping at Goldsmith, Bryant & Stratton Business College in Detroit.[6]

Ford stated two major events occurred in 1875, when he was 12. He received a watch, and he witnessed the operation of a Nichols and Shepard road engine, "...the first vehicle other than horse-drawn that I had ever seen." In his farm workshop, Ford built a "steam wagon or tractor" and a steam car, but thought "steam was not suitable for light vehicles," as "the boiler was dangerous." Ford also stated, he "did not see the use of experimenting with electricity, due to the expense of trolley wires, and "no storage battery was in sight of a weight that was practical." Then in 1885, Ford had the opportunity to repair an Otto engine, and built a four-cycle model in 1887, with a one-inch bore and a three-inch stroke. In 1890, Ford started work on a two cylinder engine. Ford stated, "In 1892, I completed my first motor car, powered by a two cylinder four horsepower motor, with a two-and-half-inch bore and a six-inch stroke, which was connected to a countershaft by a belt, and then to the rear wheel by a chain. The belt was shifted by a clutch lever to control speeds at 10 or 20 miles per hour, augmented by a throttle. Other features included 28-inch wire bicycle wheels with rubber tires, a foot brake, a 3-gallon gasoline tank, and later, a water jacket around the cylinders for cooling. Ford stated that "in the spring of 1893 the machine was running to my partial satisfaction and giving an opportunity further to test out the design and material on the road." Between 1895 and 1896, Ford drove that machine about 1000 miles. Ford then started a second car in 1896, eventually building 3 cars in his home workshop.[7]

Marriage and family

Henry Ford in 1888
(aged 25)

Ford married Clara Jane Bryant (1866–1950) on April 11, 1888, and supported himself by farming and running a sawmill.[8] They had one child: Edsel Ford (1893–1943).[9]

Career

In 1891, Ford became an engineer with the Edison Illuminating Company of Detroit. After his promotion to Chief Engineer in 1893, he had enough time and money to devote attention to his personal experiments on gasoline engines. These experiments culminated in 1896 with the completion of a self-propelled vehicle which he named the Ford Quadricycle. He test-drove it on June 4. After various test drives, Ford brainstormed ways to improve the Quadricycle.[10]

Also in 1896, Ford attended a meeting of Edison executives, where he was introduced to Thomas Edison. Edison approved of Ford's automobile experimentation. Encouraged by Edison, Ford designed and built a second vehicle, completing it in 1898.[11] Backed by the capital of Detroit lumber baron William H. Murphy, Ford resigned from the Edison Company and founded the Detroit Automobile Company on August 5, 1899.[11] However, the automobiles produced were of a lower quality and higher price than Ford wanted. Ultimately, the company was not successful and was dissolved in January 1901.[11]

With the help of C. Harold Wills, Ford designed, built, and successfully raced a 26-horsepower automobile in October 1901. With this success, Murphy and other stockholders in the Detroit Automobile Company formed the Henry Ford Company on November 30, 1901, with Ford as chief engineer.[11] In 1902, Murphy brought in Henry M. Leland as a consultant; Ford, in response, left the company bearing his name. With Ford gone, Murphy renamed the company the Cadillac Automobile Company.[11]

Teaming up with former racing cyclist Tom Cooper, Ford also produced the 80+ horsepower racer "999" which Barney Oldfield was to drive to victory in a race in October 1902. Ford received the backing of an old acquaintance, Alexander Y. Malcomson, a Detroit-area coal dealer.[11] They formed a partnership, "Ford & Malcomson, Ltd." to manufacture automobiles. Ford went to work designing an inexpensive automobile, and the duo leased a factory and contracted with a machine shop owned by John and Horace E. Dodge to supply over $160,000 in parts.[11] Sales were slow, and a crisis arose when the Dodge brothers demanded payment for their first shipment.

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